Cimac

CIMAC Congress
Bergen 2010
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Einar W. Sundt
President of the
26th CIMAC World Congress
Youll be most welcome
in Bergen
CIMAC National Member Association Norway,
through Cimac 2010 AS has the pleasure of organising the 26th
CIMAC World Congress on Combustion Engines, scheduled for
1417 June 2010 in Bergen/Norway.
It is a special honour for us to have been awarded the next congress
by CIMAC, an organization which has been acting for more than
50 years as a lively and attractive forum for engine and turbine
builders and users. Today, CIMAC is the most important platform
for the dialogue between the engine industrys technical experts
and its customers.
The Congress is devoted to the presentation of papers in the elds
of marine, power generation and locomotive engine engineering
covering state-of-the-art technologies as well as the application of
such engines. Moreover, the event provides the unique opportu-
nity to meet colleagues and customers from the industry around
the world.
Bergen is an old city with long-standing traditions of trade con-
nections to most cities around the North Sea. It is still a small
city. The Congress hotels are located within walking distance from
Grieghallen Congress Centre. With its beautiful and spectacular
surroundings with seven mountains and the sea, Bergen is the very
best place for an international congress and exhibition.
In the Final Programme 180 papers are accepted for the 44 regular
sessions and 37 for the poster session. An informative and high-
quality congress is guaranteed.
Also panel discussions will highlight issues which are important
for the engine world, among them possible conicts of interest
between legislation and sound engineering in special cases.
An exhibition will complement the technical sessions. The exhibi-
tion will be located in the same building, in Grieghallen Congress
Centre and thus be closely integrated into the CIMAC Congress.
During the social events at the Congress you and the person ac-
companying you will gain an impression of the special atmos-
phere of Bergen in the light of the Nordic summer nights.
The 2010 Organising Committee invites you to the 26th CIMAC
World Congress on Combustion Engine Technology. We wish you
a successful and enjoyable stay in Bergen.
Einar W. Sundt
President of the 26th CIMAC World Congress
43 Nr. 6 | June 2010 | Schiff & Hafen
13:30 June 14th Room Peer Gynt Salen
(11) Product Development
Diesel Engines High Speed Engines
MTU solutions for meeting future exhaust
emissions regulations
U. Dohle, Tognum AG, Germany
The development activities of all major diesel engine manufac-
turers are focused on the exhaust emission regulations that will
come into force in the future.
IMO Stage 3 will limit NOx emissions to 2 g/kWh for marine en-
gines with high nominal speed.
For locomotives, the EU Stage IIIB limits NOx + HC emissions
to 4.0 g/kWh (from 2012). Particulate emissions must be within
0.025 g/kWh.
The US EPA species for prime power gensets a NOx limit of
0.67 g/kWh for installations with 900 kW and above (as of 2011).
The particulate limit is 0.10 g/kWh.
A large number of other regulatory requirements of other legisla-
tures could be listed. MTU Friedrichshafen sells its products world-
wide for a broad range of applications and therefore has to take
account of the extremely heterogeneous parametersprevailing. Op-
timum technical concepts for minimizing lifecycle costs have been
developed for every application. Depending on the emission limits
applicable, recooling conditions, fuel-economy requirements and
fuel qualities, different combinations of technologies can be used:
fuel injection, turbocharging, valve timing, exhaust gas recircula-
tion and exhaust aftertreatment. This paper presents the technical
oncepts together with selected application examples.
Development strategies for high speed
marine diesel engines
F. Koch, T. Seidl, O. Schnitzer, G. Oehler, A. Loettgen,
S. Loeser, MAN Diesel & Turbo SE, Germany
Main targets for modern marine engines are efciency, durability,
engine size, fuel exibility and a suitable design for the world wide
production by international licensees. Signicantly reduced
emissions have and will set further challenges for the engine
development, considering the variation of fuel quality around the
world.
2010 MAN has merged the High Speed Engine activities of MAN
Diesel and MAN Nutzfahrzeuge into the new Business Unit High-
Speed Engines, using the synergies between both areas: e.g.
developments based on a truck engine or test strategies and cost
optimized production adapted for a marine engine with a higher
cylinder numbers. Product development processes have to comply
with a complexity of requirements. Precise product ender
specications based on understanding of market demands,
utilization of superior materials, tools and technologies, optimal
product supply chain, management of relations with suppliers,
environmental and economical aspects, and short time to market.
To meet all these requirements a special simultaneous development
process was applied and modern tools for 3D design and data
processing for R&D and production are necessary. The extensive
depth of simulation in the development process allows the transfer
of knowledge form one particular engine to various types. This is
strongly supported by a closed 3-D-data-structure for the complete
high speed engine program. To incorporate the in-house core
competences for turbo charging, injection and engine control is
highly advantageous for the engine development process. The
high grade of integration leads to a cost effective, compact and
robust design. The outstanding simultaneous engineering process
of production and engine development experts create marine
engines with highest performance data.
The design and development of the General
Electric L/V250 diesel engine
K. Bailey General Electric, USA, C. Atz, J Dowell, GE
Transportation, USA,
P. Raina, GE Transportation, India, K. Lierz, FEV
Inc., USA,
E. Reichert, FEV Motorentechnik, Germany
General Electric has developed a new medium-speed diesel engine
for marine and stationary applications. The engine family
designation is 250, and it is available in 6- and 8-cylinder in-
line, or 12- and 16-cylinder vee congurations. The L/V250 engines
were designed with the features desired by the marine marketplace,
including engine-mounted auxiliaries, full power take-off from
either end, provision for sea water pump and auxiliary power take
off. The new engine is based on the highly successful Evolution
locomotive engine that went into series production in 2005. In
order to leverage production capacity and product reliability, many
components of the Evolution engine are carried over to the
250-family. This component commonality allows a reduced
inventory of parts and tools at the factory and at customers
facilities. The results are lower manufacturing costs, low operating
costs, high reliability, and a greater assurance for parts availability
in emergency situations. This paper will describe some of the
features of the new L/V250 engine models, and provide information
on the design and development efforts. Brief descriptions of the
rst applications of the engine in the eld are also provided.
The design and development of a new
advanced heavy duty high speed diesel engine
E. Karimi, N. Hadley, Technomot, UK
This paper describes the technical features and methodologies
used to design a brand new family of heavy duty diesel and dual
fuel gas engines, from 6 cylinder inline to 12 cylinder Vee
conguration, up to 1800 rpm. The use of electronically controlled
high pressure common rail, high efciency turbochargers, cross-
ow cylinder heads with separate ports and other engine design
strategies to achieve best in class fuel consumption are discussed.
The development of the engine performance model describes the
interaction between Design and Analysis Groups in the creation
of a simulation model and component design geometry which
achieves the optimum balance in performance and
manufacturability. This communication between engineers is the
key factor in understanding the whole engine performance process
and pushing the boundaries of existing knowledge to achieve
improvements in engine performance over previous engine
designs. The design guidelines agreed with the client, for this
engine, for factors including reliability, cost, weight, size,
recyclability and performance, are described. The impact of these
guidelines on components like the crankcase and ladderframe are
outlined with particular design solutions for low cost manufacture
with nominated suppliers, assembly sequence optimised to suit
the manufacturing facilities, high durability and matching to the
target market servicing strategy. The project methodologies used
to design this engine are explained - particularly the use of
concurrent engineering to capture the companys sum total of
engine operating knowledge and feed it into the design process at
an early stage to ensure right-rst-time design in the shortest
possible project duration. The impact of methodologies like
concurrent engineering on the project, and the continuous design
Schiff & Hafen | June 2010 | Nr. 6
CIMAC CONGRESS | BERGEN 2010
44
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process improvements are also outlined. The result of this work is
the development of a complete family of heavy duty, high speed
engines with bestin- class fuel consumption and a good specic
power output, demonstrating Technomots ability to introduce
new products working closely with its engine manufacturing
clients.
13:30 June 14th Room Scene GH
(81) Integrated Systems & Electronic Control
Engines, Turbines & Applications
Sensors & Actuators
Electronics for the safety-critical application
and control of combustion engines
D. Eikemeier, T. Dauenhauer, MAN Diesel & Turbo
SE, Germany
In the recent years the reliability of modern diesel and gas engines
depend more and more on reliable and robust electronics. The
common rail injection is an example to meet current and future
regulations and standards for emissions. The following article
gives an insight to the new family of engine control electronics of
MAN Diesel SE (SaCoSone - Safety and Control System on engine)
and necessary considerations, implementation of processes and
advanced testing of these engine controllers. In the beginning of
the project, a very detailed FMEA of the complete system and each
electronic control module was carried out. This identied for
instance the need for redundancies in several places to always
remain in a safe and working condition of the engine in the case
of a failure. Regarding development processes, a detailed but still
exible development process was not only implemented for the
software development, but for hardware development, too. This
included an automatic versioning management in combination
with a detailed and software supported change management
process. Of course also the sub-suppliers and development partners
have to be integrated into these processes. The control products
are being extensively tested. This included of course all necessary
tests according to standards like IEC or IACS: vibration, temperature,
EMC. Furthermore MAN Diesel SE has also carried out a more in-
depth analysis of the different electronics parts both theoretically
and practically. The testing is done in the laboratory with HALT /
HASS (Highly Accelerated Life Testing / Highly Accelerated Stress
Screening) chambers. Faults are induced by a combination of
3D-vibration together with fast changing temperature cycles. The
following article gives a glance into the new SaCoSone control
system, together with experiences in implementing new
development processes. Certain test results are explained in more
detail with examples of critical electronic components, which can
be replaced by different parts or discrete circuits to result in a
higher reliability.
Reducing fuel consumption on the eld by
continuously measuring fuel quality on
electronically fuel injected engines
P. Flot, A. Meslati, Controle Mesure Regulation,
France,
T. Delorme, Ecole Centrale Marseille, France
In order to save crude oil worldwide resources and to reduce the
amount of GHG - green house gas - emissions resulting from
combustion inside engines, builders have to research new ideas for
further fuel consumption reduction, and cleaner exhaust gas. That
trend is not new but just more challenging and progress is
becoming seldom as modern engine performances are coming
closer to the Carnot efciency. Although increasing use of
electronics on engine could support greater amount of conditions
and parameters in adjusting the engine actuators for optimised
combustion, like pressure and temperature of air, coolant, lub-oil,
and fuel, still fuel quality is not considered, so that commercial
engines are usually ne tuned for average quality of fuels as found
on the market. As a result, engine performances on the eld can be
affected when locally purchased fuel quality is far away from the
average quality considered by the engine builder. At the same time,
engine builders and authorities are asking for more stringent fuel
specications, when oil companies, on the opposite, would like to
enlarge fuel specications to help marketing and eliminating lower
grades of fuels. A smart fuel sensor has been developed and its
capability proven. This fuel sensor uses the patented HydroCarbon
Proler technology, which measures the molecular structure of the
fuel. This information is continuously transmitted to the Engine
Control Unit allowing real time optimization of injection,
combustion and post treatment for all possible fuel, including
bio-fuels.
This fuel quality sensor is based on a smart combination of a Near
Infrared low cost hardware and powerful data treatment software.
That technology is in use since end of the years 90s at inlet, and
outlet of crude oil reneries in order to continuously adjust and
control the chemical processes of the factory. But the sensors are
huge and expensive: 500 kg to 1000 kg, costing nearly 1 M Euro!
Although using the same principle, the new sensor has been
drastically reduced in size and cost from the renery experience, so
that the sensor can be mounted on the engine, not being bigger
than a bottle of fruit juice! Then it went through various marine
approval type tests to prove its robustness in engine ambient
conditions, far away from those quiet ones met inside renery
measurement room. The paper will describe the sensor hardware
and software technologies and the expected engine combustion
performance improvement resulting from that new parameter
input. This sensor can be used as well to protect the engine against
accidentally bad quality of fuel.
Exhaust gas recirculation electric actuation
technology
A. Pintauro, Woodward Governor, USA
Exhaust gas recirculation (EGR) is an effective method to reduce
nitrogen oxide (NOx) emissions. There are many advantages to
using electric actuation technology for both metering EGR ow
and for waste gate control but this has been a challenge for the
heavy industrial engine market without using active cooling
because of the exhaust gas temperatures as high as 750C. The
paper gives a general overview of an integrated package comprising
of a valve, rotary electric actuator, linkage, support bracket, and
actuation technology that solves this issue. The system
characteristics, technical data, models, as well as eld life test data
are included. The modulating actuator relies on only passive
cooling due to its high ambient temperature rating as well as
having a unique linkage/bracket that is designed for minimal heat
transfer while allowing for relative motion due to thermal
expansion. This EGR electric actuation system allows for precise
metering control while simplifying the nal installation as no
customer supplied linkage is required and the valve to actuator
position is pre-set at the factory. In addition, the actuator system
has been designed to be mounted directly on engine and has the
ability to withstand the associated vibration and thermal loads
through the use of a vibration isolation for the integral electronics.
The demonstrated vibration isolation proles are detailed in the
papers results.
46
46
Tuesday, 15 June Wednesday, 16 June Thursday, 17 June
Monday 14 June
Malfunction diagnosis at marine diesel
engines based on indicator cock pressure
data model based sensor reconstruction of
in-cylinder pressure trace using indicator cock
pressure information & fundamental
investigations on malfunction diagnosis at
marine diesel engines based on reconstructed
in-cylinder pressure information
P. Obrecht, P. Voegelin, ETH Zurich, Aerothermo-
chemistry and Combustion Systems Laboratory,
Switzerland,
C. Onder, E. Oezatay, ETH Zurich, Institute for
Dynamic Systems and Control, Switzerland,
P. Fuchs, W. Fuchs, Peter Fuchs Technology Group
AG, Switzerland
Large heavy-duty diesel engines usually give access to the cylinder
via a so-called indicator cock (IC). Due to the construction of the
IC, the pressure signal is distorted and cannot be directly
interpreted. Simplied models are not precise enough for the
pressure correction. Thus, a model which is parameterized with
measurements is applied. Using frequency domain methods, the
transfer function of the IC is determined when the engine is at the
manufacturer and precise incylinder measurements are possible.
Using the transfer function, the dynamics of the IC is inverted and
the measured pressure is corrected and reliable information on the
cylinder pressure can be used for subsequent calculations.
Comparisons with various models are shown and the advantages
of the presented method are demonstrated. Measurements of a
large diesel engine are given and the methods are applied. The
presented knowledge works as ICCA (Indicator Cock Correction
Algorithm) in The Doctor DM 8-32 engine analysis tool of Fuchs
Technology Group builds a basis for the second part of the paper.
Fundamental investigations on malfunction diagnosis at marine
diesel engines based on reconstructed in-cylinder pressure
information. To full the needs of marine diesel engine customers,
an engine diagnosis tool was developed which provides precise
information on the actual state of the engine on the basis of
cylinder pressure measurements via indicator cock. The
investigation was worked out in the context of a master thesis at
ETH Zurich and started with a one dimensional engine simulation
model, where the indicator cocks geometry was replicated
regarding simulation of the distorted pressure at the end of the
indicator path. In a next step models of common engine
malfunctions were developed with the simulation software. The
reconstructed in-cylinder pressure provides a basis for running the
engine at the maximal designed cylinder pressure and a further
thermo dynamical analysis enables malfunction diagnosis. The
presented algorithms are implemented in an engine analysis
system called The Doctor DM 8-32 (Fuchs Technology Group) and
show a practical application of the method developed in the rst
part of the paper. The engine diagnosis tool is represented as a
light-weight computer, which can be taken on-board, comprises
data gathering as well as post-processing and pressure trace
interpretation.
13:30 June 14th Room Troldtog
(61) Product Development, Component &
Maintenance Technology
Gas Engines New Engines
Development of the Rolls-Royce C26:33
marine gas engine series
T. Humerfelt, E. Johannessen, E. Vaktskjold,
L.- A. Skarb, Rolls-Royce Marine AS, Engines -
Bergen, Norway
The Rolls-Royce C26:33 marine gas engine is a new natural gas
powered engine launched in 2010, based on the C25:33 marine
diesel engine. The C26:33 marine gas engine has been identied as
an engine with interesting market potential for ship propulsion as
a variable speed variable load engine, with low emissions,
compared to liquid fuelled engines, being the key selling point.
The C26:33 marine gas engine will in this paper be described with
design philosophy and qualities as follows:
Maximising protability through optimising swept volume of
the engine, i.e. recommending an increase of bore from current
250 mm to 260 mm. The increase leads to an increased cylinder
volume from 16,2 litres to 17,5 litres and will be an ample resource
to either increased power without increase in break mean effective
pressure, or to use as a margin for reduced emissions or indeed for
improved response.
The decision to develop the C25:33 platform for gaseous fuels,
implied the use of experience and technology from the K-and BV-
type gas engine platforms.
Improved responsiveness of the engine in order to get
propulsion engine certication as well as focussing on reduced
hydrocarbon emission through exploring optimisation of our
current mechanical gas control & admission concept
The C26:33 marine gas engine is designed to meet both
redundancy and response requirements for marine generating sets
and single engine propulsion applications.
Nr. 6 | June 2010 | Schiff & Hafen 47
The C26:33 marine gas engine is designed to be able to run as
a propulsion engine at variable speed when connected to a
controllable pitch propeller. When the propeller thrust requirement
is low, the propeller speed may then be reduced, effectively
reducing zero pitch loss.
Newly developed Mitsubishi MACH II-SI and
CM-MACH gas engines, enhancing and expan-
ding utilization for energy and specialty gases
M. Ishida, S. Namekawa, Y. Takahashi, H. Suzuki,
A. Yuuki, K. Iwanaga, Mitsubishi Heavy Industries,
Ltd., Japan
Mitsubishi Heavy Industries, Ltd. (MHI) has developed and added
the new MACHII-SI and CM (Central Mixing)-MACH models to
its lineup of MACH gas series engines. The MACH-30G gas engine,
formerly the MP (Micro Pilot Ignition)-type model, has delivered
more than 150 units since 2001. The experience and know-how
accumulated from their on-going operations have been fed back
into the development process to ensure even higher reliability and
performance. The MACHII-SI, whose ignition concept has been
modied to a spark ignition (SI) system, was developed in order to
meet the demand for a simple gas engine that does not require
liquid pilot fuel and an engine with improved energy utilization
efciency. Further, the concept of CM-MACH (MP-type) was
developed to expand the utilization of low calorie gases and other
specialty gases as operational fuel. This paper describes the
technology of efciency enhancement and the features of these
new engines, including test results performed at the factory and at
actual sites. Working in collaboration with the New Energy and
Industrial Technology Development Organization (NEDO) and
the Japan Gas Association (JGA), MHI has completed advanced
development of technology to improve the efciency of gas engine.
These improvements are focused on the optimization and control
of combustion. Using these technologies, the MACHII-SI has
optimized its exhaust temperature and consequently reached a
total efciency of 66% - combined with generation efciency and
steam efciency, the worlds highest for this class of engine. These
same enhancement technologies have also been applied to the
former MACH-30G model raising its power generation efciency
up to 46%. Moreover, the MACHII-SI start-up time has been
reduced to less than six minutes from activation to 100% loading,
meeting the requirements for peak application. Intricate details
combining optimum control and the diagnosis techniques for
combustion greatly contribute to this performance achievement.
We have been conducting rigorous verication tests for start-up,
performance, reliability, and overall system operation under the
most severe conditions at our in-house test plant since October
2008. With the CM-MACH, low calorie gas has been achieved by
means of gas supply features in both the intake port at each
cylinder and the suction port before the turbocharger. This feature
offers an additional safety advantage in that it keeps an appropriate
concentration of air-fuel mixture in the intake system to prevent
auto ignition. The rst engine was delivered and began operation
in October of 2009.
MHI believes that through our expanded lineup of MACH gas
engines, we are able to meet an unprecedented diversity of
customer needs.
Development of large gas engine with high
efciency (MD36G)
T. Oka, M. Kondo, Mitsui Engineering and
Shipbuilding Co. Ltd., Japan,
T. Aiko, Daihatsu Diesel MFG. Co., Ltd., Japan
Mitsui Engineering & Shipbuilding Co., Ltd. (MES) has developed
a large size lean-burn gas engine MD36G with high efciency
whose generating power output range is 2.8 - 8.1MW jointly with
Daihatsu Diesel MFG. Co., Ltd. (Daihatsu) and opened business
in April 2008. The base engine of MD36G is the medium-speed
diesel engine Daihatsu DK-36 that has a large number of records
and experiences in both land and marine engines. The engine has
been developed as a series of a 1MW class as engine MD20G
which had already been developed and commercialized by MES,
in line with a trend of market demand for bigger generator
engines. Basic concept of MD20G has been followed, and
experiences and know-how obtained from operation results of
MD20G have been incorporated into development. Technologies
such as the Miller cycle and combustion control in addition to the
direct-injection micro pilot ignition which is the most signicant
feature of the MD-G series, are applied to the MD36G. It is
possible to cope with various usages exibly, because the electronic
control units that have abnormal combustion detection and air-
fuel ratio control for stable combustion are developed by MES.
The demonstration plant with this developed engine is working
well as a power generation facility in Tamano works of MES, and
it was conrmed through its operation we achieved the world top
class high generating efciency among gas engines with same
output range at the mean effective pressure 2MPa. Regarding NOx
emission, 300ppm (O
2
=0%) NOx in the normal model and
below 200ppm(O
2
=0%) NOx in the low NOx model of that cycle
parameters have been changed, has been conrmed.
As a result of this development, our lineup of gas engines whose
generating power output range is 0.88
~
.1MW has been
completed.
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Monday, 14 June
Newly developed Kawasaki green gas engine
top performance GE
H. Sakurai, T. Sugimoto, Y. Sakai, T. Tokuoka,
Y. Nonaka, M. Honjou, T. Horie, Kawasaki Heavy
Industries, Ltd., Japan
Kawasaki Heavy Industries, Ltd (KHI) started the development of
a high performance gas engine in 2004 for the purpose of meeting
new market requirements. After various tests on the single cylinder
engine in order to optimize the performance parameters, KHI
completed the full-scaled rst engine of Green Gas Engine (GGE)
at KHI Kobe works in May 2007. KHI achieved the worlds highest
electrical efciency of 48.5%, and the lowest NOx emissions level
below 200ppm at 0% O
2
simultaneously. Electrical efciency was
improved by more than two percents. In addition NOx emissions
level was reduced to half compared with the existing level. The
power range of 5.0 to 7.8MW is covered by 12,14,16 and 18
cylinder engines. The above mentioned rst engine has the largest
electric power among the above. The electric spark ignition system
is applied and no liquid fuel is required. The fuel gas is supplied to
the main combustion chamber and pre-combustion chamber
individually by electronically controlled gas injection system
where the gas injection timing, and air/fuel ratio is optimized. The
cylinder pressure is measured for all cylinder, thereby misring is
controlled for individual cylinder in order to achieve the optimum
condition for each cylinder. After the test at KHI Kobe works, the
rst power plant was constructed at Joetsu City, Niigata prefecture
in Japan and commissioned in December 2007. GGE completed
4000 hours test in December 2008 and comprehensive inspection
was carried out in January 2009. KHI conrmed its high
performance and reliability. In addition, KHI carried out special
tests such as quick loading up test, test with various as composition,
etc. to meet customers various demands. KHI is now constructing
KG-12 in Kobe works, where activities of further new technology
improvement in performance are carried out.
Development of high efcient gas engine
H35/40G
D. Y. Jung, J. S. Kim, J. T. Kim, E. S. Kim, Hyundai
Heavy Industries Co., Ltd., Korea,
A. Skipton-Carter, Ricardo UK Ltd., UK
In order to implement strict emission legislations in accordance
with growing concern with exhaust emissions from internal
combustion engines, natural gas is a promising alternative fuel for
power generation plants and marine propulsions. Hyundai Heavy
Industries Co., Ltd. (HHI) has been developing a new HiMSEN gas
engine H35/40G, 350mm bore size and 400mm stroke length, in
response to this market trend. Its design principle is based on the
wellproven technology of lean burn combustion by Pre chamber
Spark Ignition system (PCSI) and Pre Chamber Micro Pilot system
(PCMP). Both are possible to immediately install on in-line type
and V type engines. The aim of this work is to develop a new gas
engine that has high efciency and high power combined with
optimization towards environmental and economical aspects The
development target of H35/40G is high thermal efciency of
47.2%, high power output of 480kW per cylinder, break mean
effective pressure of 20.8 bar at 720 rpm, and low emission; 50ppm
at 13% oxygen. These are achieved applying state-of-the-art
technology such as PCSI and PCMP for effective lean burn
combustion. In addition, the combustion performance is improved
by the investigation on air inlet port geometry with optimized
swirl. To avoid an increase in thermal load on the engine, the
charge-air pressure is raised by developing the turbo charging
system supported by the Miller cycle. H35/40G is based on the
reliable H32/40 diesel engine and is increased in its bore size to
boost the power. Furthermore, the specially developed Engine
Control System is designed to control the combustion process in
each cylinder, and NOx, knocking, power, and air fuel ratio. In
hence, the engine attains high efciency and high output complying
with the lowest emission. This paper describes the design and
development details of this new gas engine with the test results of
the prototype engine of H35/40G. Also, the main idea concepts
are proven by features and diagrams from examinations and
calculations. Furthermore, a unique gas admission system and
intelligent control system to achieve development target are
demonstrated by HHIs future-oriented view.
13:30 June 14th Room Klokkeklang
(41) Diesel Engines Tribology
Suction air humidity inuence on piston
running reliability in low-speed two-stroke
diesel engines
F. Micali, M. Weber, M. Stark, K. Raess, Wrtsil
Switzerland Ltd., Switzerland,
M. Potenza, University of Salento, Italy
The number of scufng incidents between piston rings and cylinder
liner surface of lowspeed two-stroke diesel engines recorded in
climatically humid areas suggests that high ambient humidity
affects the reliability of piston running in this type of engine. This
paper aims at identifying the correlation between the properties of
engine suction air and damages found on cylinder liners and piston
rings. The authors present their campaign to study the interaction
between suction air humidity, sulphuric acid generated by
combustion of sulphur-containing fuels and engine characteristics,
leading to the socalled sudden severe wear (SSW), which stands for
unpredictable damages of piston rings and liner surface, making it
in most cases necessary to exchange the affected parts
immediately. Tests performed on large-bore two-stroke diesel
engines installed on cargo vessels during regular port-to-port
operation were focused on investigating effects like liquid water
carry-over by scavenging air originating from the scavenging air
cooler heading to the cylinder liner inlet ports and
dropletevaporation phenomena in the scavenging air receiver.
Further engine tests made on a 60 cm bore research engine of
Wrtsil Switzerland as well as rig tests using a Cameron Plint Test
machine of Shell Global Solutions GmbH (Germany) aimed at
nding combinations between cylinder lube oil, water and sulphuric
acid, which would lead to scufng between the sliding surfaces and
as a consequence to SSW on a real engine. Finally, a correlation
between ambient conditions and lube oil degradation is presented
caused by an emulsication of the lube oil on the liner surface with
water, which leads to a novel scheme for diffusion of sulphuric acid
in the lube oil lm on the cylinder liner, strongly inuencing the
acid neutralization effect of the alkaline additives in the lube oil.
Lubrication challenges for distillate fuel
operated two-stroke engines
M. Boons, R. Brand, Chevron Oronite Technology
b.v., The Netherlands
The marine world is changing faster than ever before. Marine diesel
engines in ships sailing on the oceans generally burn Heavy Fuel
Oil (HFO) and the average sulfur content of this fuel is a little less
than 3 wt%. In light of the global movement to reduce emissions,
the International Maritime Organization (IMO) has dened a
scheme with fuel sulfur limits that ultimately will lead to a
maximum of 0.5 wt% sulfur globally and 0.1 wt% in some locations
unless scrubbers are used to remove SOx from the exhaust gases. It
remains to be seen if the rening industry will produce enough low
sulfur fuel and it is also uncertain how widespread the use of
exhaust gas cleaning will be. Reductions in other ship emissions
will certainly add to an already complicated situation. Assuredly,
there will be drastic changes in the future for a large number of
diesel engines in the marine and power station industry. These
changes will also no doubt impact the lubricant requirements for
these engines. This paper describes how the change from HFO to
low sulfur distillate fuel can lead to eld issues for two-stroke diesel
engines. A laboratory engine test was developed that reproduces
these eld issues and furthermore indicates an increased sensitivity
to lubricant feed rate when operating on distillate fuel. It is likely
that currently available lubricants are not optimal for this new
situation and that new oils will need to be formulated on the basis
of performance in laboratory and eld engines.
Investigation of tribological damage
mechanisms of various slide bearing
materials used in medium speed and low
speed diesel engines on the microscopic and
macroscopic scale
M. Offenbecher, W. Grtner, G. Gumpoldsberger,
R. Aufischer, Miba Gleitlager GmbH, Austria,
F. Gruen, I. Godor, Montanuniversitaet Leoben,
Austria
In this paper we will give an overview on the damage mechanisms
of the modern slide bearing materials used in diesel engines.
Bimetal bearing concepts on bronze and multilayer concepts with
Pb- and Sn-based respectively polymer-based overlays will be
compared in detail. The damage mechanisms on the macroscopic
scale, measured on a bearing test rig, and on the microscopic scale,
measured on a tribometer, will be compared.
Experimental investigation of lubrication
regimes on piston ring cylinder liner
contacts for large two-stroke engines
A. Voelund, C. Felter, MAN Diesel & Turbo SE,
Denmark
Friction in the piston ring package (piston, piston rings and cylinder
liner) is one of the largest contributors to the overall mechanical
power loss of two stroke marine diesel engines. This can be seen
both from service experiments and through simulation studies.
From these studies it can be concluded that the friction force in the
piston rings has its maximum contribution around the two dead
centres top dead centre (TDC) and bottom dead centre (BDC). It
can be shown through simulation and from service experience that
the tendency of asperity contact between piston ring and cylinder
liner is pronounced around TDC and BDC of the stroke. From a
tribological point of view, it is the tribological mechanisms around
TDC and BDC, which are the main area of interest in an experimental
investigation. Since this is a difcult investigation to conduct on
operating engines a small scale experimental setup was developed.
The intent of this work is to study the tribology of the piston rings
at a lab scale test rig. A reciprocating test rig was developed in
collaboration with The Technical University of Denmark to study
the performance of piston rings of two stroke marine diesel engines.
The basic principle behind the test rig is similar to an operating
engine where a piston ring segment is moving in a reciprocating
motion subjected to a certain normal load. Segments of the piston
ring and the cylinder liner material for the test rig were taken from
the operating engines and were machined for the dimensions of
the test rig. Friction force, oil lm thickness and temperature
distribution of the piston ring is studied as a function of crank shaft
position, rotational speed, and loading of the piston ring.
Furthermore electrical resistance measurements are conducted in
order to investigate the transition from full separation
(hydrodynamic conditions) to partial separation (boundary
lubrication). Finally simulations are carried out on a selected set of
experiments in order to compare the measured values with
theoretical results.
Diesel Engines Medium Speed Engines I
GE PowerHaul diesel engine development
P. Flynn, R. J. Mischler, GE Transportation, USA
GE Transportation has developed a new family of diesel engines to
meet the challenge of high power, low weight and new emissions
requirements in lightweight locomotives. The rst member of the
family is a 16 cylinder engine that runs at 1500 rpm and produces
2750 kW. Future models include a 12 cylinder engine rated at
2060 kW and adaption of the engine for marine and power
generation. The PowerHaul engines were derived from the successful
Series 6 Jenbacher gas engines. The strength of the gas engine was
retained, and state of the art fuel injection, turbocharging and
combustion systems were applied. A high pressure common rail
system gave the exibility to optimize the NOx-fuel consumption
tradeoff, while minimizing PM. The engine uses high pressure ratio,
single stage turbochargers to supply air to support the moderate
Miller Cycle combustion system. A moderate Miller Cycle inlet valve
closing was employed to retain simple matched turbochargers and a
conventional valve train while maintaining good acceleration and
low power performance. The combustion processes were modeled
and calibrated on a single cylinder research engine to evaluate several
combinations of piston crown, valve timing, boost level and fuel
injection nozzle geometry. This allowed a single set of multicylinder
hardware to be built and directly meet the targets for power, emissions
and fuel consumption. The 16 cylinder engine has been certied to
EU IIIa emissions levels. The base structure of the engine was
modied to couple closely to a locomotive alternator and to drive
the lubricant and cooling pumps necessary for the locomotive
cooling system. The engine is elastically mounted in the locomotive
to reduce vibration transfer, but resist the shock loads experienced in
locomotive applications. The engine as a whole and its major parts
were validated for locomotive service by extensive component and
engine endurance tests. The engine was qualied with 10% overspeed
and 20% overload levels. A special load cycling test was performed to
qualify the engine for highly cyclic locomotive service. The rst
application of the 16 cylinder PowerHaul engine will be in the
PH37ACmi locomotive for the Freightliner rail system in the UK. It
represents a new standard for power, emissions, haulage, and fuel
consumption in lightweight locomotive markets.
Development of Niigata new medium-speed
diesel engine 28AHX
K. Imai, H. Nagasawa, H. Yamamoto, S. Kato,
K. Sonobe, Niigata Power Systems Co. ,Ltd., Japan
Niigata Power Systems Co., Ltd. (NPS) has developed a new
medium speed diesel engine 28AHX which covers an output
50
Monday, 14 June
range of 2070-3330kW by inline 6-9 cylinder engines. In recent
years, as container ships have become bigger in size, the higher
output of tug boat is demanded in the world. Also the demand of
supply vessels of PSV (Platform Supply Vessel) and AHTS (Anchor
Handling Tug Supply) vessels are increased. To accommodate to
this market demand, this new engine has been developed for the
main engine driving azimuth type propulsion system Z-peller
mainly. 28AHX has a 280mm bore and a 390mm stroke, and its
maximum output is 370kW/cyl. at 800min
-1
, and 345kW/cyl. at
750min
-1
respectively. The engine can comply with the exhaust
emission regulations in the next stage such as IMO NOx Tier II, and
it is considered the performance of low load operation and transient
response as a main propulsion engine. To achieve these performance
targets for the environment without increase of the specic fuel
consumption, the following technical expedients are applied.
- Optimization of combustion: piston design and injection
system etc.
- Miller cycle and optimization of intake and exhaust valve
timings
- Adoption of variable intake valve timing mechanism
- Improvement of a turbocharging system: air bypass and waste
gate
In addition, for the purpose of the decrease of engine and auxiliary
equipment space in the engine room, and of easy maintenance, the
following construction is designed.
- Cylinder unit: assembling of cylinder parts
- Front end unit: integrated unit of auxiliary machinery on
engine front side
This paper reports the design feature and engine structure of
28AHX, and also the performance and mechanical results of the
prototype engine. The engine performance are well accepted,
especially the quick load increase operation characteristic is very
good. The fuel consumption is improved compare to existing
medium size engine of Niigata, even 28AHX keeps Tier II NOx
emission.
Development of the new Caterpillar VM32C
LE low emission engine
U. Hopmann, Caterpillar Motoren GmbH und Co. KG,
Germany
Caterpillar Motorens Vee engine VM32 was originally introduced
in 1997 as a 12 and 16 cylinder version. This engine proved its
reliability and high customer value over years. With the introduction
of the C version in 2003, which was based on the original engine
layout, this engine was IMO Tier I compliant and continued to be
successful in the marine and stationary power market. In order to
meet the upcoming IMO Tier II emission regulation (effective date
will be January 2011) a more complex update was required. This
paper describes the development of the new low emission (LE)
version VM 32 C LE from concept to nal design. Through concept
studies and concept design, the overall engine layout has been
conceived. The major outcome of this phase was an increase in
stroke from 420 mm to 460 mm. This means, that the mean piston
speed went up to 11,5 m/s. This is a signicant increase and a fairly
high value for a medium speed engine where the typical mean
piston speed is between 9,5 and 10,5 m/s. In order to substantiate
the concept thorough FE analysis of the main components has
been carried and will be presented in this paper. Dynamic
simulations as well as torsional vibration analysis (TVA) of the
rotating components conrmed the chosen engine layout.
Components without design changes have been analysed to ensure
reliable operation under the new load conditions. The increase in
piston speed required an investigation of the uid dynamics in air
and exhaust system. Results of the CFD analysis to improve
breathing and gas exchange will be shown as well. Apart from
component development, the general engine layout, engine design
and new engine features will be shown. For further conrmation,
additional pretests related to high mean piston speed have been
carried out and will be presented.
MTUs new series 8000 gas-protected engine
M. Eckstein, E. Osterloff, C. Hecker,
MTU Friedrichshafen GmbH, Germany
The series 8000 is the biggest and most powerful engine family of
MTU, rated up to 9100 kW. It is mainly intended for main propulsion
of fast military and commercial vessels. Recently, MTU added a new
member to this engine family, the gas protected engine. Such
engines have to be able to operate safely even in an environment
that could be contaminated with explosive gases. This engine has
been designed for the propulsion system of the new and the worlds
most powerful emergency tugboat, the Nordsee. The Nordsee is
currently under construction and will be operating from the
beginning of 2011 in the North Sea. Equipped with two series 8000
engines it will have 200 to bollard pull capability and a maximum
speed of more than 19,5 knots. Furthermore, the gas protected
version of the series 8000 engines will make it able to operate in
hazardous and explosive environments. MTU was awarded the
contract for this boat from the German Coast Guard Working
Group (Arbeitsgemeinschaft Kuestenschutz) after a Europe-wide
invitation to tender from the German Federal Ministry for Transport,
Building and Urban Affairs, because MTU is the only engine
manufacturer in the world that has a long-term experience with this
special technology. In the last decades, several similar boats have
been equipped with smaller gas-protected MTU engines of series
396 and series 4000. Giving a series 8000 engine, these special
capabilities allow shipbuilders to provide faster and more powerful
emergency tug boats and therefore increase the safety on sea. In
mid 2009, MTU completed this development project successfully
and received the nal certicate from Germanischer Lloyd for this
engine. This presentation highlights the challenges of this special
application as well as the technical solutions applied. The unique
capabilities of the series 8000 engine in this application are given.
The safety concept of the engine and the electronic engine control
system is also shown.
(310) Environment, Fuel & Combustion
Diesel Engines Overview Emissions
Legislative update: International
requirements on next generation nonroad
marine & stationary engines (diesel & gas) &
their fuels
P. Scherm, P. Zepf, Euromot, Germany
Exhaust emission legislation and the demand to comply to a variety
of emissions regulations all over the world is a major driver of engine
development. The need for globally aligned legislation is one of the
essentials for being successful in the worldwide markets. For
Euromot representing more than 40 CI and SI engine manufacturers
in Europe and abroad it has always been one of its highest priorities
to facilitate harmonisation of global legislation and to ensure that
efcient and environmentally friendly engines are available on the
global markets. An overview will be given on the current revision
processes of major global emissions legislation such as the technical
review of the EU Directive on nonroad mobile machinery engines
and amendments including rail applications and inland waterway
vessels; the revision of the UNECE Gothenburg Protocol as well as
the EU Directives on industrial emissions or national emission
ceilings for stationary engines; the recent developments of IMO, EU
or national legislation for seagoing vessels; and nally on the existing
legislation and future environmental requirements on fossil or
renewable transportation (nonroad and marine) fuels.
Large high speed diesels, quo vadis? Superior
system integration, the answer to the
challenge of the 2012 2020 emission limits
A. Ludu, K. H. Foelzer, AVL List GmbH, Austria,
T. Bouche, AVL List GmbH, Switzerland,
M. Engelmayer, LEC - Large Engines Competence
Center, Austria,
B. Pemp, Institute for Internal Combustion Engines
and Thermodynamics Graz University of
Technology, Austria,
G. Lustgarten, AVL Consultant, Switzerland
The present paper treats the question of the development direction
of Large High Speed Diesel Engines (with nominal speeds of 1200-
2000rpm) and Multi-Application Medium Speed Engines (with
nominal speeds up to 1150 rpm). The common characteristic of this
engine class is their capability to serve a wide range of applications at
sea but also for terrestrial application (power generation, locomotives,
industrial and construction). Due to their large application footprint,
they have to meet by the mid of the current decade extremely strict
emission limits, mainly NOx and PM, 80-85% lower. Application
diversity and market presence result in different emission compliance
solutions. The present paper addresses the question of technology
deployment taking into account the variety of application. This is
superimposed with the possible scenarios for further power density
increased. In a rst step, the engines under consideration are
characterized by their market relevance and operational specics.
This classication is then superimposed with the regulatory emission
2012 2020 for the respective applications and market segments.
The next step reports about the AVL approach, implemented with the
help of advanced technology tools. The test carrier is a exible single
cylinder engine system. In a rst step, a number of technology
building blocks and their respective benets for emission reduction
are reviewed, such as fuel injection, EGR, Miller valve timing. These
in turn, drive the need for higher air boost- and cylinder pressure.
The objective is to move the NOx / PM trade-off curve of state of art
engines towards a more favorable emission performance. Achieving
the most demanding regulatory limits, NOx levels below 2g/kWh
and PM below 0.025-0.04g/kW requires the involvement of suitable
aftertreatment technology. The optimum combination of combustion
and aftertreatment elevates the task to the level of superior system
integration. To answer the daring question Large High Speed and
Multi Application Medium Speed Engine, where are you heading
to? one needs to take a differentiated approach: In other words, the
integral system of engine, turbocharging, aftertreatment must be
matched for specic applications. To underline the approach, the
roadmaps for two relevant applications, marine and power generation
are outlined. Close alignment between thermodynamic layout and
the aftertreatment solutions such as CR and DPF is needed. Even
more so, the selected solution impacts the engine architecture and its
mechanical robustness. Two stage turbocharging and engine
structures capable to take up cylinder pressures up to 250 bar and
beyond are necessary in the future. Implicitly, a similar approach can
be adopted for other applications such as for marine, industrial or
construction.
Future emission demands for ship and
locomotive engines challenges, concepts
and synergies from HD-applications
A. Wiartalla, L. Ruhkamp, T. Koerfer, FEV
Motorentechnik GmbH, Germany,
D. Tomazic, M. Tatur, E. Koehler, FEV Inc., USA
Future world-wide exhaust emission legislation for ship and
locomotive engines requires a drastic reduction of the relevant
exhaust gas constituents and here especially nitrogen oxide
emissions. A signicant reduction of the tailpipe emissions while
maintaining low fuel consumption is currently also the main
development focus with regard to heavy-duty engines (US2010; JP
09/NLT; EU-VI emission legislation) as well as industrial engines
(Tier 4 emission legislation). Based on the experiences obtained
from these developments it can be concluded, that the stringent
emission levels cannot only be achieved by one technology step
(internal engine measures/installation of exhaust aftertreatment
purication systems), but that an integral, economically attractive
package must be developed consisting of low engine-out emission
level plus adequate, high-efcient exhaust aftertreatment. With
regard to nitrogen oxide emission reduction mainly the SCR
(Selective Catalytic Reduction) technology is currently followed up
by these applications. Even if the specic demands and boundary
conditions differ signicantly between ship and locomotive
applications on the one hand and heavy-duty onroad as well as
smaller industrial engine applications on the other hand, the
experiences already obtained especially with regard to on-road
applications can be used in order to develop future ship and
locomotive low-emission concepts. In the rst section of this paper
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the emission legislation as well as the typical operating boundary
conditions for ship and locomotive applications will be compared
to heavy-duty and small industrial engine applications. Furthermore
state-of-the art technologies and actual development trends for
heavy-duty and small industrial engine applications will be pointed
out including base engine concepts (EGR, boosting, injection
system,...), aftertreatment technologies (diesel oxidation catalyst,
SCR, active/passive diesel particulate lter, particulate oxidation
catalysts,...) as well as sensor and control concepts. Based on this
suitable technology concepts for ship and locomotive applications
will be pointed out, which take the specic boundary conditions for
such applications (e.g. legislative demands, fuel quality and specic
operating prole) into account. The future integration of base engine
and aftertreatment measures will signicantly increase the challenges
and effort with regard to system layout as well as calibration.
Especially with regard to large ship and locomotive engines the
number of hardware variants which can be tested in advance to the
nal application will be extremely limited. Within this context high-
efcient development tools (such as detailed 1D-simulation of the
aftertreatment system, detailed characterisation of catalysts on a
synthetic gas test bench, assessment of control and sensor concepts
based on simulation) as well as high-efcient calibration procedures
(such as DoE based calibration or ofine calibration of the SCR
system) which have been developed for on-road applications, can
be used in order to guarantee a reliable system layout and calibration
while maintaining short development and engine testing times.
Large engine injection systems for future
emission legislations
C. Kendlbacher, P. Mller, M. Bernhaupt,
G. Rehbichler, Robert Bosch AG, Austria
Emissions are one of the driving factors in todays engine
development, fuel injection systems as well as exhaust aftertreatment
technologies are being developed for large diesel engines. Due to
the long life of large diesel engines many of them are uptted
throughout their lives to modern fuel systems to be competitive in
the market. Large diesel engines are used in many different
industrial applications where they have to comply with various
emission regulations (i.e. TIER, EU, IMO) over the next years.
Engine internal as well as external modications (exhaust
aftertreatment) are re-quired to meet upcoming emission standards
on the fuel injection side common rail is the best approach to
nd solutions to this challenge. All of the future fuel injection
systems will be based on common rail technology. This is the most
complex but also the most exible fuel injection technology on the
market. Individual boundary conditions, engine design constraints
and cost drive the type of common rail system which is being
applied on a particular engine type and size. Bosch provides all
kinds of fuel systems to its customers for small automotive engines
to large diesel engines, using many different types of fuels.
(62) Product Development, Component
& Maintenance Technology
Gas Engines New Components
Port inlet gas admission valves for large gas
engines
R. Boom, Woodward, Netherlands
The paper is about the latest development in port inlet gas
admission valves for large gas engines. The Solenoid Operated
Gas Admission Valves (SOGAV) has been in the market since the
early 1990s and has gone through a development program to
enhance the design to meet the future large gas engine
requirements. The development is driven by a demand for higher
mass ow rates and reduction of life cycle cost. The new developed
generation of SOGAV has a new design to allow higher differential
pressure and therefore allows a higher mass ow with the same
valve size. The design of the new generation SOGAV has been
changed to allow on engine maintenance and re-conditioning.
This reduces engine downtime and increases availability. The
paper will describe design, development and validation testing on
the new valve. Also the market trends driving new technologies
will be presented. The design of the new valve is based on the
existing valve and operational eld experiences at numerous
different engine types, running at different fuel gases and at
different environmental conditions. The paper will give a
background on the operational experiences and product
improvements. The power demand from gas engines is increasing
more and more. This drives a trend towards gas engines with a
larger cylinder output and thus requiring a higher mass ow rate
of the gas admission valves. Miller valve timing is reducing the
amount of time for gas admission and also the requirement for
lower caloric fuel gases drive the demand for higher mass ow
rates. Maintenance and overhaul of gas admission valves have
been a labor intensive activity. Complete valves have to be taken
of the engine, with complete disassembling of the electrical
connections. Critical stack up tolerances made it difcult to re-
condition existing valves after several thousand of hours of
operation. The design has been changed to accommodate on
engine replacement of critical parts. The paper will describe the
design of a valve that both can deal with higher differential
pressures and also can be maintained much more user friendly at
lower operational cost.
A new technology electronic ignition which
eliminates the limitations of traditional
ignition systems
J. Lepley, Altronic Inc., USA,
K. Brooks, D. Bell, Altronic, LLC, USA
Electronic ignition systems remain the standard for internal
combustion engines today, in spite of the best efforts of researchers
worldwide to nd alternatives. The allocation of so much R&D
effort to nd a replacment for the electronic ignition system is in
part driven by a number of limitations in the current electronic
ignition systems which have been seen as difcult, if not impossible
to overcome. A new approach to electronic ignition will be
described and its ability to overcome the various ignition
limitations of the past described and demonstrated. The intention
of this presentation is to show that in terms of electronic ignition
systems The best is yet to come.
Development of pre-chamber spark plug for
gas engine
K. Yamanaka, Denso Corporation, Japan,
S. Nishioka, Denso Europe B.V., Netherlands,
Y. Shiraga, S. Nakai, Osaka Gas Co., Ltd., Japan
Recently, CHP (Combined heat and power) systems are receiving
attention because of effect they have on reducing CO
2
emissions.
This is especially seen in the increasing number of gas engines
used that full into the 5kW (residential use) 10MW (industrial
use) range. Many large gas engines (2MW or above) have
prechambers already installed in the combustion chamber. The
ame ignition discharged from the prechamber can achieve a
high thermal efciency by creating rapid and stable combustion
in a super lean gas mixture area. However, many medium gas
engines (2MW or smaller) have open combustion chambers, and
the ame kernel is formed by the single spark plug discharge.
Therefore the lean gas mixture area is restricted to only the spark
plug discharge, and improving thermal efciency is generally
harder than in pre-chamber engines. Therefore, we designed a
spark plug with its own pre-chamber (hereinafter PC plug), to
achieve improved ame ignition for open-chamber engines
similar that of the pre-chamber engine. The goal of this research
is to improve thermal efciency by expanding the lean misre
limit of the open-chamber engine by only changing the spark
plug and the engine calibration without needing to change the
entire ignition system. If this is accomplished, running cost can
be reduced without increasing the initial costs. However, the
combustion characteristics depend on the specications of the PC
plug and the ame ignition mechanism has not been claried.
Hence the purpose of this study is to improve the thermal
efciency of the engine up to the target value after clarifying the
specication of the PC plug which up to this point has not yet
been specied.
For this purpose, the combustion mechanism of the PC plug
was veried using a visible engine and CFD analysis.
Based on these test results, prototypes of the PC plugs were made
and then combustion period, COV, and thermal efciency were
compared using a supercharged single cylinder engine.
Based on the results, it has been concluded that internal
volume, diameter of orice and sparking position greatly contribute
to the combustion characteristics of the engine. The PC plug with
the optimum combination of the above mentioned there factors
achieved a thermal efciency value 1% higher than a conventional
plug under 1.9Mpa of Pmi. In addition, it enhances lean limit
value ramda from 1.8 to 1.85.
Enlarging the internal volume can allow the proper amount of
fuel to ow into the prechamber. Reducing diameter of orice
increases the power of the ame jet. An optimized spark position
was able to eliminate the inuence of the residual gas forecasted
by CFD, which ultimatly resulted in high ignitability.
The above results show that the PC plug can be designed to
reach the targeted thermal efciency level in an open-chamber
engine. However, because combustion characters differ, the next
target is to achieve a wider coverage of engines with minimum
changes to the PC plug.
The gas engine of the future Innovative
combustion and high compression ratios for
highest efciencies
J. Klausner, C. Trapp, H. Schaumberger, M. Haidn,
J. Lang, GE Jenbacher GmbH, Austria
Gas engines are expected to play an increasingly important role
within a trend towards decentralized energy supply worldwide.
Todays gas engines have already reached a high level of efciency
thanks to lean burn combustion strategy and Miller/Atkinson
valve timing in combination with steadily increasing compression
ratios. However, the pressing need to further increase engine
efciency, with the target to maximize the energy harvest from
various types of gas, requires further progress. This paper describes
a new high-pressure turbo charging approach with advanced
Miller/Atkinson timing. By increasing the turbo charger efciency
and pressure ratio, the Miller/Atkinson cycles potential is more
fully exploited than was hitherto possible. The paper describes the
modular changes in charging, valve timing, gas exchange, ignition
and combustion of the development engines.
(42) Diesel Engines Tribology II
Cylinder lubrication understanding oil stress
in the low speed two-stroke diesel engine
J. Hammett, J. L. Garcia, Shell Global Solutions
GmbH, Germany,
F. Micali, M. F. Weber, Wrtsil Switzerland Ltd.,
Switzerland,
A. De Risi, University of Salento, Italy
The concept of oil stress in a low speed two-stroke diesel engine
has yet to be tackled in the same way or depth as it has been in the
four-stroke engine. The present work illustrates a predictive model
for cylinder oil stress in low speed two-stroke diesel engines based
on the results from several enginetest campaigns. The experimental
investigation has been carried out on Wrtsil large bore marine
diesel engines equipped with several lubrication oil systems and
on the Bolnes 3(1) DNL 170/600 research engine from Shell
Global Solutions (Deutschland) GmbH. Acquired experimental
data regarded both cylinder oil sampling techniques, chemical
and physical laboratory analysis of the oil samples and optical
technique to quantify the amount of oil blown off though the
inlet ports from the piston ring pack. Relevant differences in used
cylinder lube oil properties between samples gathered with
different techniques have been found. The paper will describe
these ndings and will propose an innovative way of looking at oil
stress analysis in two-stroke engines.
The piston-running behaviour monitoring of
large bore low-speed marine diesel engine at
sea by measurement of piston ring oil lm
thickness and iron content in cylinder drain oil
Y. Saito, T. Yamada, IHI Corporation, Japan,
K. Moriyama, Diesel United, Ltd., Japan
In low speed two stroke diesel engines, the scufng problem of the
cylinder liners and the piston rings is one of the most important
subjects in order to secure reliability due to the high cylinder
pressure and the low quality fuels in these days. On the other
hand, the reduction of cylinder oil feeding rate is required because
of the reduction of ship operation cost. Therefore, achieving
coexisting of the high reliability and low cylinder oil feeding rate
are the very important subject for engine builders. The study for
revealing the factors which affects to the lubricating conditions of
piston rings and cylinder liners are effective to develop the new
highly reliable and low operation cost engine. This paper describes
the long term continuous measurement results of the oil lm
thickness, the contact electric resistance between the piston rings
and the cylinder liner, the iron content in cylinder drain oil, and
the pressure between piston rings. The oil lm thickness and the
contact electric resistance are measured with newly developed
sensors, and they are measured with same sensor by switching the
electric circuit. The low speed two-stroke diesel engine for the
280,000 t VLCC was selected for this measurement. The special 28
sensors which are made inhouse are installed into the drilled holes
at the cylinder wall, and the circumference direction and stroke
direction oil lm thickness distribution are measured. Automatic
continuous measurement enabled to collect huge data under
various engine operating condition during two years. The factors
which affect to the long term oil lm thickness variation trend
after maiden voyage, the factors which affect to the short term
variation in oil lm thickness, contact condition between piston
54
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Fr mehr Wirtschaftlichkeit und Betriebssicherheit.
Axial-Pendelrollenlager E1 nehmen sehr hohe Axiallasten auf
und lassen relativ hohe Drehzahlen zu. Beides unter hrtesten
Umgebungsbedingungen. Zum Beispiel in Getrieben, Kalandern,
Schiffsantrieben und Rudermaschinen, Hebezeugen, Bau-
maschinen und Walzwerken.
Nutzen Sie bei Neukonstruktionen die Vorteile des Downsizings.
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W I L L K O M M E N I N D E R D O P P E L T E N W E L T K L A S S E V O N I N A & F A G
rings and cylinder liner, and the iron content in cylinder drain oil
are claried by the data analysis. According to the factors, the
actual method to improve the sliding condition of piston rings
and cylinder liners are studied. As a result, the reason why the
wearing speed of the coating of the 2
nd
and 4
th
piston ring is
different, the inuence that differential pressure at the piston rings
and its variation exerts on the sliding condition, and other useful
mechanism have been claried.
Intelligent monitoring of journal bearings
A. Valkonen, J. Juhanko, P. Kuosmanen, Helsinki
University of Technology, Finland,
J. Martikainen, Mikkeli University of Applied
Science, Finland
Journal bearing are used in demanding applications in mechanical
engineering like in internal combustion engines and heavy rolls in
paper and steel industry. The main guidelines in design of journal
bearing are to avoid wearing of sliding surfaces and to keep power
loss caused by friction reasonable. Therefore, the sliding bearings
are typically designed to operate at hydrodynamic lubrication
conditions. During the hydrodynamic lubrication, the pressure
formed on the lubrication lm by sliding separates the bearing
and the shaft and, thereby, keeps the wear and friction at low
levels. In research and industry there is a great demand to nd a
sensor which measures the real pressure of the lubrication lm
and which could be used under demanding conditions, for
example in bearings of an operating internal combustion engine.
This measuring information could be used in online monitoring.
In addition, measurements of the thickness and pressure of the
lubrication lm could be used to verify the results of bearing
simulation. The main aims presented in this paper were to
introduce methods for measuring of the thickness and pressure of
the lubrication lm, and to demonstrate the feasibility of optical
pressure sensors for measuring the oil lm pressure. The vision in
developing more sophisticated machine elements like intelligent
journal bearings is to be able to indicate the key parameters
continuously. This is required also in intelligent condition
monitoring. The results proved that thin lm pressure sensors
could measure quite accurately the real lm pressure. Measurement
is easy to carry out in test bench and possible also in demanding
environment like combustion engines. Anyway, the method is still
new and manufacturing of sensors requires special technology,
which is expensive in low quantities. Sensors are also damaged if
thin insulator lm is worn out. Next steps are to prepare a full
scale sliding bearing and make the tests in dynamic bearing test
rig. Optical sensor operated well in test conditions with high
bearing loads, speeds and operating temperature. The relative
errors in the measurement of the oil lm pressure was about 5%.
Signicant differences between the measured and simulated oil
lm pressure distributions were found. Typically, the measured
area of high pressure in the lubricating oil lm was wider than the
simulated one. The results can be used in the development and
validation of mathematical methods in hydrodynamic journal
bearing research.
The Universal concept: the lubrication
solution to 2020 and beyond
D. Lancon, V. Doyen, Total Raffinage Marketing,
France
Current IMO regulations have led ships to burn bunker fuel of
varying sulphur contents. Future emissions regulations are likely
to mandate the use of more extreme fuels with strongly varying
composition and combustion quality. The drive to design engines
with more power per cylinder, the advent of the electronically
controlled engine and the push to minimize cylinder lubricant
feed rates, all add pressure that is further increasing the performance
constraint on the lubricant. An in-depth understanding of the
neutralization mechanism and the interactions between two-
stroke slow speed engine operation and the lubricant behaviour
(1,2,3) led Total Lubmarine two years ago to introduce Talusia
Universal. The formulation of this lubricant avoids the necessity
for the ship operator to switch cylinder lubricant when changing
from high to low sulphur fuel (4). The knowledge built with the
Universal concept is now being extended to t the upcoming
emission regulations planned for the period 2015 to 2020 and
beyond. Base Number levels will decrease, yet antiwear, thermal
stability, resistance to deposit formation and detergency need to
be maintained to ensure good engine operation and long term
reliability. This paper details several novel technical aspects related
to our understanding of the degradation mechanism from new
cylinder lubricant to drain oil. Deposits found in drain oil, are
representative also of these found in the piston ring packs, and are
of great interest in their understanding. They provide information
on the transformation of cylinder lubricant during its passage
down the liner wall and its degradation into drain oil. An in-depth
identication of the chemical nature and size distribution of
particles, down to a nanoscale, is applied. Thanks to these result, a
laboratory procedure has been developed to mimic the formation
of these deposits. One further step is to determine the hardness of
these deposits, which can differ from one formulation to another
one. The paper then reviews how the lubricant formulation can
interact with the degradation mechanism to maintain a safety
margin from the top to the bottom of the cylinder liner. It nally
proposes the Universal concept as a sustainable lubricating
solution from now to 2020 and beyond. This concept allows the
lowering of BN whilst maintaining efcient neutralization and
avoiding excessive wear.
1 From fresh cylinder lubricant to drain oil an evaluation of its
performance prole by D. Lancon, J.- M. Bourmaud and E. Matray,
ISME Conference Tokyo 2005
2 Advanced applied research unravelling the fundamentals of
2-stroke engine cylinder lubrication an innovative on-line
measurement method based on the use of radioactive tracers by
V. Doyen, R. Drijfholt and T. Delvigne, CIMAC Conference Vienna
2007
3 Engine operating and mapping the next step in drain oil
analysis by D. Lancon, accepted for publication at ISME
Conference Busan 2009
4 Talusia Universal: the perfect t by J.-P. Roman, Marine
Propulsion Conference London 2009
Diesel Engines Medium Speed Engines II
Continuous development of Hyundai HiMSEN
engine family
J. K. Park, K. H. Ahn, J. T. Kim, E. S. Kim, Hyundai
Heavy Industries. Co., Ltd., Republic of Korea
Since the rst announcement of HiMSEN H21/32 in 2001, Hyundai
Heavy Industries (HHI) has been continuously developing new
diesel engine models of H25/33, H17/28, H32/40, H32/40V and
gas engine models of H17/24G, H35/40G, H35/40GV and
compact diesel engine models of H17/28E, H21/32E as a part of
HiMSEN family. All above engines have been developed with
56
Tuesday, 15 June
Wednesday, 16 June Thursday, 17 June Monday, 14 June
HiMSEN engine concept of a PRATICAL engine by Hi-Touch and
Hi-Tech and some new diesel, gas, and dual fuel engine models are
under the development with more improved HiMSEN concept for
various application. Current HiMSEN diesel engine can cover the
output range from 575kW of 5H17/28 to 10,000 kW of 20H32/40V
and application of HiMSEN engine is marine genset, marine
propulsion, and land based power plant. For marine application
HiMSEN diesel engines have been continuously developed to
meet the IMO NOx Tier II regulation which will come into force
from January 2011 based on vessel keel laying date. And output
power per cylinder of some HiMSEN engine models will be
increased with adoption of IMO Tier II design. HiMSEN gas engine
models have 520kW of 5H17/24G to 9600 kW of 20H35/40GV
output range for land power plant. The electronic (digital) fuel
injection control (injection timing and amount) system for
HiMSEN engine family was developed and a Hyundai own
designed intelligent engine control system (HiMSEN Engine
Control System: HiMECS) is under development. For the stricter
future environmental requirement like IMO NOx Tier III
regulation, some local restriction, HHI already has several
economic and eco-friendly technologies, i.e. HHIs unique SCR
(Selective Catalytic Reduction) system and ChAM (Charge Air
Moisturizer) system. In addition EGR (Exhaust Gas Recirculation)
system is under the development for HiMSEN diesel engine. This
paper describes the continuously developed HiMSEN engine
family and HHIs emission abatement technologies to meet the
rapidly changing market demands and circumstances.
Latest developments in Wrtsils medium-
speed engine portfolio
K. Heim, Wrtsil Corporation, Switzerland, M.
Troberg, Wrtsil Corporation, Italy,
R. Ollus, M. Vaarasto, Wrtsil Corporation, Finland
Customer needs in operational economy and lifecycle cost, as well
as the extending regulations in emissions and safety, are setting the
goals and boundaries for engine development today. To meet
those goals and boundaries, the development of Wrtsil four-
stroke engine portfolio has been focusing for the past few years on
the introduction of new engines and the development of new
technologies and existing products. In the lower output range, the
Auxpac 26 and an upgrade of the Wrtsil 26 have been introduced,
sharing the same basic engine design. The 26cm bore Auxpac
engine supplements the successful Auxpac family of standardised
generating sets with easy installation, commissioning and
operation. For higher powers, the Vee-form conguration of the
46F engine is now in the pilot release phase. Congurations with
12 and 16 cylinders have been designed for marine applications
with attached turbochargers while a 20-cylinder version has been
designed for power plants with separately mounted turbochargers.
This paper also describes the latest updates in Wrtsils gas
engines, their technical features and main advantages. Their
outputs range from less than 4 MW to more than 17 MW with low
emissions, high efciency, reliability and proven technology. The
34DF is the latest, replacing the ageing 32DF. Offering fuel
exibility, high efciency and low emissions it is ideal for marine
applications as well as for land-based applications where fuel
exibility is needed. Using the same well-proven technology as its
predecessor, the new engine upgrades the DF engine to the same
basis as the 34SG engine. The larger 50 cm bore, dual-/tri-fuel
engine applies the same well-proven technology that is used in the
smaller gas engines. It was the rst gas engine to enter the LNG
carrier market competing with and offering advantages over gas
turbines. It is also suitable for power plant applications. The main
drivers for engine development are the further, more stringent
emissions requirements for marine engines: IMO Tier II which will
be in force in 2011 and Tier III in 2016. Tier II foresees a 20%
reduction in NOx emissions as well as limitations for fuel sulphur
content. Tier III will be a major step as the NOx emissions are to
be reduced by 80% from todays levels. The sulphur cap will go as
low as 0.1% which means the variety of fuels used will be even
further broadened. Various new technologies and designs have
been developed to full present and coming emissions limits set
by legislation. Development of existing common rail fuel injection
systems and their introduction to new engine types are the main
part of these technology packages. Variable Inlet valve Closing
(VIC) is an important part of the IMO Tier II package on many of
the engines. The next generation of engines will need a further
developed control system to allow optimum tuning for the various
load points. For IMO Tier III, exhaust aftertreatment will have a
major role. However other advanced technologies, such as waste
heat recovery and two-stage turbocharging will also impact future
engine development.
Introduction of the Caterpillar common rail on
M32 engine family operational experience
S. Haas, Caterpillar Motoren GmbH und Co. KG,
Germany
To full the upcoming emission legislations the development of
completely new combustion process supporting technologies is
necessary. One of those technologies is a fully exible injection
system with regard to injection timing and injection pressure to be
able to adjust best engine performance to the respective load point
and emission level. To achieve this target Caterpillar selected the
solution of a relatively simple single uid common rail system
comprising an electronically controlled fast injector enabling
multi injections. As our todays engines are able to reach IMO II
emission levels combining a standard engine with FCT technology
Caterpillar sees a clear need for common rail in future to support
additional emission reductive measures. In the year 2004
Caterpillar Motoren GmbH & Co. KG in Kiel started to develop a
HFO-suitable common rail injection system for their entire engine
family. This system is called Caterpillar Common Rail (CCR). The
rst engine type to be started with was the M32C. M25C and M43
are the rst followers. The CR system for the M32C engine type
bases of LOrange concept what was adapted according to
Caterpillars safety, reliability and performance standards. In
March 2008 a type approval on a 8 M32 C CR was conducted
successfully and three month later the rst 9-cylinder engine was
retrotted in the eld. Meanwhile more than 4500 running hours
were collected successfully. The following article will give some
insights of operational experience and lessons learned so far.
The 32 bore engine program from MAN Diesel-
SE - the exible adaption in terms of concept
and layout in the propulsion and stationary
market for diesel- and gas operations
W. Bauder, C. Vogel, G. Heider, C. Poensgen, MAN
Diesel & Turbo SE, Germany
The main target of the engine development is to full the emission
legislation together with higher specic power output and at the
same time lower fuel consumption and emissions. Therefore on
basis of the well-established V32/40 engine, which is introduced
in the market since 1994 with a high number of units, the engine
concept for the series of the 32-bore was comprehensively revised.
Furthermore a 20-V version has been integrated in the engine
program. As a result the new 32/44 CR engine can be used among
other purposes as ship main engine, offshore-genset and also in
the power station range. With a per-cylinder output of 560 kW
and an ignition pressure of 230 bar the engine has an unique
selling position characteristic within the medium speed large
diesel engines of the 32-bore class. Special attention on the
combustion process development in the course of compliance
with the emission regulations is directed toward the reduction of
greenhouse gases, like CO
2
. Temperature points during the
combustion above 90% are responsible for the formation of NOx.
Therefore MAN Diesel develops different technologies to prevent
the forming of NOx in the combustion chamber and at the same
time to reduce the fuel consumption respectively to improve the
efciency of the engines. As a further emission-reducing measure
the modular engine concept, beside the proven technologies, as
the CR-injection and MAN own engine control SaCoSone, is now
equipped with a variable valve system. By means of the so-called
Millertiming this system contributes to the internal-engine NOx
reduction. Thereby the engine can be exibly adapted to the
respective engine operating conditions both for todays and future
emission requirements in the best way. The paper shows the
modications of the fuel combustion process developed for this
engine which has the potential to optimize NOx SFOC soot
trade off without engine-external measures. Furthermore the
engine architecture of the cam shaft concept was intensively
adjusted. The construction layout between L- and V-engine was
extended regarding the respective applications. In accordance to
MAN Diesel philosophy technical innovations are used by the
customer only, if already tested in house or in the eld test
successfully. The current results of the engine operating values as
well as the validation of important technology innovations, like
Common Rail and VVT system, are represented in this paper. As a
consistent further step on basis of the series of the V32/44CR the
concept for a pure gas engine was developed. Objective with the
development of the gas engine the existing engine concept had to
be modied so the requirements for a pure gas-engine operation
for a power plant under utilization of all possible degrees of
constructive freedom could be realized. The paper gives an
outlook on future gas engine concepts and the substantial
modications for gas engine architecture.
Diesel Engines PM / Smoke
PM emission from ships how to measure
and reduce PM during voyage
K. Maeda, M. Tuda, M. Hori, National Fisheries
University, Japan,
K. Takasaki, Kyushu University, Japan,
G. Kon, National Institute for Sea Training, Japan
The issue of particulate matter measurement and reduction
techniques has been widely discussed in the automotive sector
and the developed measures are applicable to small size, high
speed engines. Engines in the marine sector, however, show
signicant differences compared to automotive engines not only
regarding its size but also in regard to total power output and fuels
applied. Marine diesel engines cover a wide operating range (low
speed, medium speed and high speed engines) which may have
different effects in PM generation. Further the application of
multiple fuel types, such as marine diesel oil (MDO) and heavy
fuel oil (HFO), which properties and characteristics differ greatly
from standard gasoline or diesel used in small size engines, are
believed to have signicant inuence in PM emission. PM emission
measurements according to the ISO method are applicable to
exhaust fromfuel combustion with a fuel sulfur content of less
than 0.8%. Most of the fuel used in ship engines, however, is
represented by HFO with a sulfur content of more than 0.8%.
Therefore a new method of measuring the PM emission from
engines using high sulfur fuels should be developed and
investigated, using dilution tunnel measurements. Experiments:
(1) A new PM measurements system has been developed by
means of dilution tunnel measurements, which is valid for the
application of fuels with sulfur content of above 0.8%. The system
is applicable for low speed engines as well as for medium speed
engines. Moreover, the apparatus is portable to allow direct
onboard measurements.
(2) The measurements system has been applied to the test ship
Seiun Maru (116 m in length and 5890 GT in weight) equipped
with a Mitsui MAN B&W 6L50MC engine with a power output of
7722 kW running at 148 rpm. PM measurements from two types
of fuels (MDO and HFO) have been conducted and compared at
25%, 50% and 75% load conditions. Further the ratio of PM
components, namely dry soot, soluble organic fraction (SOF) and
sulfate, is examined by PM components analysis in order to
examine the origin of the PM components.
(3) A Diesel Particulate Filter (DPF) has been developed and
investigated in order to reduce PM emission from ships. The DPF
is mounted in the exhaust transfer line, ltering the PM components
of the exhaust gas.
Results:
(1) The portable PM measurement system by means of dilution
tunnel measurements assures an accuracy of +/- 2% for onboard
measurements of all load cases and the application of MDO and
HFO.
(2) The comparison of the PM emission of MDO and HFO
combustion at 25%, 50% and 75% has conrmed an emission
level of 0.51-0.57g/kWh for MDO and 1.08-1.54g/kWh for HFO.
(3) The percentage of dry soot in the PM is small for fuel with
high sulfur content due to the proportionality between sulfur
content and sulfate percentage in the PM. It has been conrmed
that PM emission from low speed engines is mainly composed of
SOF and sulfate.
(4) The DPF is successfully applied to lter dry soot, however
unable in SOF and sulfate ltering from the exhaust gas. Therefore
the following measures to reduce SOF and sulfate are proposed:
The authors believe that SOF in the PM mainly results from the
lubrication oil and could be reduced by applying new cylinder
lubrication systems. Sulfate in the PM is directly related to the
sulfur content of the fuel and could be reduced by applying low
sulfur fuels.
Chemical and physical characterization of
exhaust particulate matter from a marine
medium speed diesel engine
J. Ristimaki, G. Helln, Wrtsil Finland Oy, Finland,
M. Lappi, VTT, Finland
During the last decades, the increased awareness of adverse health
effects of polluted environment has resulted in a number of
legislative measures to decrease the pollution levels from different
emission sources. As airborne pollution is not limited by national
borderlines, international co-operation is required. Example of one
such international cooperation is the forthcoming IMO regulations
that will limit the fuel sulphur content at sea. The decrease in fuel
sulphur content will have an effect on especially SOx and particle
emissions. The decrease in the fuel sulphur content will evidently
decrease the ISO8178 dened particulate mass emitted by shipping
58
Tuesday, 15 June
Monday, 14 June
as large fraction of the particulate matter emission, during residual
fuel operation, is sulphate and associated water which are directly
derived from the fuel sulphur. However, particulate emission
consists of many different constituents and the composition of
particulate matter is signicantly changed when switching to low
sulphur distillate fuel. In this paper, the chemical composition and
physical properties of particulate matter is studied as a function of
fuel quality (one distillate and two residual fuels) and engine loads
(high, medium, low loads). Particulate emission was fractioned to
elemental and organic carbon, sulphates and associated water and
ash. Chemical fractioning revealed that the emission of all
components did not decrease when switching from heavy to
distillate fuel. One such component was elemental carbon. Taking
into account the recent scientic studies [1] suggesting that the
decrease in sulphate concentration of particulate emissions may
actually increase the lifetime of particulates in the atmosphere and
contribution of elemental carbon to global warming [2], the net
benet from a fuel sulphur restriction, in terms of improved air
quality and global warming, may be different as previously
anticipated. When operating on typical marine fuels the particulate
measurement result of ISO8178 is dramatically affected by the
dilution factor. Results showing this inuence will be presented,
concluding that ISO8178 particulate measurement method seems
to have signicant drawbacks for regulative purposes as the
measured particulate result will vary a lot with the dilution ratio
chosen. The investigation was performed by Wrtsil in cooperation
with VTT Technical Research Centre of Finland and was partly
nanced by Tekes the Finnish Funding Agency for Technology
and Innovation.
Particle number emission from high speed
diesel engine with state-of-the-art exhaust
gas after treatment system
S. Okada, Y. Kawabata, T. Saeki, Y. Takahata,
M. Okubo, Yanmar Co., Ltd., Japan,
J. Senda, Doshisha University, Japan
For the sustainable development with the human activity, more
and more stringent emission regulations are mandated not only to
the automotive engines but also to the marine and industrial
engines which are so-called off-road engines. Engines themselves
are making innovative progress with the clean combustion
techniques, such as homogeneous charge combustion (HCCI),
low temperature combustion and so on. As for the NOx emission,
IMO MARPOL ANNEX VI came into effect in May 2005. However,
a more stringent NOx emission level is needed to be achieved for
IMO Tier II emission regulation in 2011 which requires
approximately 20% less NOx emission level from IMO emission
regulation. Further more NOx emission regulation IMO Tier III
would be applied in 2016, which claims approximately 80% less
NOx emission against IMO NOx emission level. For attaining
dramatic NOx emission reduction, exhaust gas recirculation (EGR)
or NOx after treatment systems would employ as on-road engines.
As for the particulate matter emission, stringent emission
regulations are mandated especially for passenger cars, trucks, and
some sorts of off-road engines. Currently, particulate matter
emissions are mainly evaluated with the lter weighing method
based on the mass collected on lters obtained by sampling in the
diluted exhaust. From the view point of human health, so-called
nano-particle is thought to be nuisance because it could reach
deeper lung tissue. New emission regulation for PM number
density will be introduced for passenger car since Euro 5b (2011).
Such new regulation for heavy duty engine is under review in PMP
(Particle Measurement Program). These stringent emission
regulations, which might require diesel particulate lter, make
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exhaust gas containing less particles in particle number. If
particulate matter emission from on-road engine were reduced
dramatically and particulate matter emission from marine and off-
road engine were majority, it is quite important to know its
emission trend. However, it is difcult to measure and evaluate
particle number density in the exhaust gas, because it deeply
depends on the measurement conditions. Thus, many researches
have been done and then one guideline for the measurement was
proposed by PMP. A series of experiments were conducted on a
high speed research diesel engine with diesel particulate lter and
a De-NOx catalyst system (Urea-SCR). Micro dilution tunnel was
used for PM measurement with conventional lter method.
Particle number counting system (PMP recommended system)
was used to make stable particle number measurements possible.
The instruments yields data of particle number for a particle size
range from 23 to 3000 nanometers. Gaseous emission analysis
and soxhlet extraction analysis were employed to examine the
exhaust emission. The data presented covers whole operating
conditions including the operating modes of E3 and D2. Even at
the same engine operating condition, particle number emission
was changed with changing dilution air temperature. However,
stable results were obtained with PMP recommended measurement
condition. Changes in particle number emission according to the
variation in engine operating conditions can be seen with E3 and
D2 mode. This illustrates that the physical characteristics of PM is
dependent on the engine operating conditions. Slight increase in
particle number was observed with urea rich operation. However,
dramatic reduction in particle number can be seen at tail pipe end
measurement point. These results could give us a prospect of the
future marine and stationary diesel engine from the view of particle
number emission.
Swirl combustion system for low smoke and
particle emissions
R. Turunen, VTT, Finland, C. Wik, A.-H. Selvaraj,
Wrtsil, Finland
In large diesel engines, mixing of fuel and air in the combustion
chamber is usually generated by turbulence caused by the fuel jet.
At low loads, with conventional fuel injection systems, the injection
pressure is, however, low resulting in weak turbulence and large
droplet sizes. This is considered a main reason for high smoke and
particle emissions at low load in large diesel engines. A concept
with increased horizontal swirl in the combustion chamber of a
medium-speed diesel engine by modication of the intake air
channel shape has been developed for solving problems mentioned
above. Subsequently, proper modications in combustion chamber
shape and fuel injection spray pattern, for avoiding fuel jet
cylinder liner wall contact, has been performed utilising a CFD
tool to optimise whole engine performance. A so called squish
effect has been achieved with the new deep-bowl piston top
intensifying the horizontal swirl and, at the same time, generating
a vertical swirl motion. This effect is stronger, the smaller the
clearance between the piston top and the cylinder head at top
dead centre is. This means that in order to utilise it the most, a
short valve overlap period has to be applied a well. Engine test
result comparisons between a standard medium-speed diesel and
a swirl combustion system will be presented in the paper together
with aspects to consider when designing an optimised swirl
combustion system. CFD results from the combustion chamber
optimisation process will also be reported. This paper gives a
picture regarding limitations in engine internal means for pressing
down particle and smoke emissions at heavy fuel oil operation.
This project has been a part of the Tekes National Technology
Agency of Finland, nanced LOSPAC project.
Gas Engines Operating Experience
Operational experience of the 51/60 DF from
MAN Diesel SE
N. Boeckhoff, G. Heider, P. Hagl, MAN Diesel &
Turbo SE, Germany
The 51/60DF engine is a new development of the MAN Diesel SE.
The design of the engine had to consider the market requirements
for marine and stationary applications. Driven by those market
requirements the focus of the development was pointed on the
efciency, emissions and fuel exibility and a wide range of
application possibilities. The rst prototype engine started its test
run in 2006. During the one and a half years of testing period the
engine components and engine parameters were optimized to
fulll the costumers demands. In addition, new technologies like a
turbocharger with variable turbine area were introduced and tested.
The nal design was introduced to the serial production engines.
The rst inline engines for a 174,000m
3
LNG carrier passed
successfully the factory acceptance test in December 2008 followed
by 18 V 51/60DF engines for a stationary power plant in 2009. In
addition, an existing 48/60 engine which ran more than 80,000
operating hours with HFO was converted to the 51/60 DF
technology. This power plant in Portugal allows MAN Diesel SE to
get eld experience and to validate the 51/60DF technology. The
paper will give an overview about the achieved results of the
prototype engine operating on liquid fuels and gaseous fuels. The
test carried out showed a very good engine performance while
switching from liquid fuel to gas operation. Even using HFO as
fuel, the MAN engine control was optimized, so that a direct change
over without using an intermediate fuel for cleaning the combustion
room is possible. After more then one year of operation the eld
test engine is now showing an outstanding availability of 97%.
Wrtsil dual fuel (DF) engines for offshore
applications and mechanical drive
K. Portin, Wrtsil Finland Oy, Finland
Fuel exibility has been and will be to a higher extent utilised in
offshore applications and in the shipping industry. In order to meet
this demand, Wrtsil has been developing engines that are capable
of using both gas and liquid fuel as fuel since 1987. In 1996 Wrtsil
started to develop a lean burn dual fuel engine (DF). Today Wrtsil
has a product range for the DF engines ranging from 800kW to
17,550kW. The dual fuel engine has the ability of combining the
benets from operation on both diesel and gas. In diesel mode, the
engine is able to operate with a high efciency and at the same time
meet the demands regarding NOx emissions and variation in load.
In addition to this, the engine can be operated on both marine
diesel oil as well as heavy fuel oil. In gas mode the engine has an
even higher efciency and the NOx emissions are already at such a
level that it will meet the coming demands for the marine industry.
In order to meet the demands from the market, Wrtsil is
continuously developing the dual fuel engines regarding ability to
operate in gas mode at the highest performance when the gas quality
is changing. The dual fuel engine must be able to work with the
highest performance though the fuel quality is changing. The paper
will show how the engine can adapt to the fuel and thus be operated
with a high performance. The demand for mechanical drive for the
dual fuel engines is also growing in order to have an easy installation
combined with a wide operation range regardless of the fuel. The
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Tuesday, 15 June
mechanical drive for Wrtsil 34DF and Wrtsil 50DF is being
developed and the paper will show features that are crucial for a
dual fuel engine operating on a variable speed with a high demand
on loading capabilities. Test results from operation on variable
speed as well as load acceptance performance will be shown.
Experiences on 1 to 6 MW class highly
adaptable micro-pilot gas engines in one
hundred elds and over fty thousand
running hours
S. Nakayama, S. Goto, T. Hashimoto, S. Takahashi,
Niigata Power Systems Co., Ltd., Japan
Niigata has a success story about original micro-pilot gas engines
that are high-density gas engines with BMEP of 1.96MPa. Niigata
22AG series have been applied as the key hardware in cogeneration
systems in Japan since 2002. The total delivered number is over 100
units, and generating power is over 200MW. The 22AG series consist
on in-line type 6, 8, V-type 12, 16, 18 cylinders, which cover from
1MW to 3MW. Most of all engines have been in operation
approximately 8000 hours at BMEP 1.96 MPa continuously in a
year. The rst delivered three 8L22AG engines have since been
operated continuously every day, which the running hour per year
corresponds to 8000 hours. There were no serious problems until
now, July 2009. The total operation time is 55,000 hours and
minimum engine stop maintenance interval is 4,000 hours as
scheduled. The engineering ndings that the performance of various
eld applications and their operation history, durability of engine
parts are described in this paper. Field results for one-year experience
of our 6 MW class 28AG type gas engines, which were delivered in
2008, are also described. In Japan, specic operation and special
adjustment for individual cogeneration system is required according
to the unique power supply circumstances. Niigata cogeneration
system based on AG series gas engine has been progressing to have
robustness in order to meet these individual requirements. Some
specic examples are introduced here. In some region, commercial
electric power failure occurs by thunder sometimes and it is a big
risk for customers production. When service electricity happens to
stop suddenly, normally engine-generating system is stopped
according to the reason of grid system. AG cogeneration system can
survive for such case with still keeping power generating. This robust
operation can provide the safety plant running, for example for
chemical plant being desired to keep the reaction temperature
constant. Figure 1 shows the time chart of the sudden load decrease
from full load to 55% load. Some factories in Japan are located in
the area like mountainous region where fuel gas pipeline networks
do not spread enough and in such case LNG satellite supply fuel is
used. Property of fuel gas evaporated from LNG is not always
constant so the heating value varies with time. The property variation
causes knocking phenomena. Highly reliable knocking control
system with fast response is essential. Many gas engine generation
systems do not only use the power generated by own gas engine
systems but some quantity of commercial electricity. One of the
customers needs is to keep the amount of commercial electricity
consumption constant to low level. In some plant, the frequency of
engine start/stop has to increase to cope with the power demand.
The frequent start/stop is not good for the engine parts. Niigata
patent; spark start micro-pilot system is clear function to secure
frequent start/stop operation and quick power generation.
Exploration of optimum design parameters
for Miller-Cycle lean-burn gas engines
D. Montgomery, S. Fiveland, S. Vijayaraghavan, H.
Sivadas, M. Willi, Caterpillar Inc., USA
Gas engines for stationary applications are rapidly expanding in
popularity. In order to continue this trend, widespread attention is
being paid to extend operating modes to enable higher efciency
whilst maintaining detonation margins. A strong enabler of high
efciency in lean burn gas engines is Miller cycle. The limits of Miller
cycle operation are often imposed by production hardware limitations
and valve-train dynamics. A study was undertaken to explore the
fundamental limitations of Miller cycle operation. This paper
explores the boundaries of Miller cycle performance augmentation
in gas engines. Fundamentally, Miller cycle is used to transfer work
from the compression stroke of the piston to the turbocharger. This
transfer reduces pumping losses during the compression stroke and
takes advantage of exhaust enthalpy that is otherwise wasted. As
more compression work is transferred, the potential for higher
engine efciency increases. Unfortunately, the exhaust stroke
pumping losses increase with increasing Miller effect. Thus, an
optimum exists where the exhaust pumping losses start to outweigh
the gains extracted by decreasing the work done during the
compression stroke. Using a proprietary Gas Engine Cycle Simulation
code, the limitations of production engines were removed to explore
the future feasibility of aggressive Miller cycle in lean burn natural
gas engines. An optimum balance was found after manipulating
turbocharger congurations, compression ratio and valve events.
(91) Turbochargers & Turbomachinery
New Products
New turbochargers for more powerful
engines running under stricter emissions
regimes
P. Neuenschwander, M. Thiele, M. Seiler, ABB Turbo
Systems Ltd., Switzerland
The latest and coming rounds of emissions legislation for reciprocating
engines in marine, stationary and mobile applications require much
cleaner exhaust gas emissions. At the same time, demand for higher
engine power density and reduced life cycle costs is steadily increasing,
with the latter and the volatile price of fuel translating into the
underlying requirement that improvements be achieved at unchanged
or reduced specic fuel consumption. The possible technical
solutions for meeting the targets described depend on the eld of
application of the engines. These differ widely and, with its role as a
central inuence on the combustion process, decisively affect the
demands made on - and by - the turbocharging system. The
simultaneous achievement of emissions compliance, targeted power
density and lowest specic fuel consumption are decisively affected
by charge air pressure and particularly with low speed engines
exhaust gas receiver pressure as a function of engine load and engine
speed. Based on these values, the turbocharger air pressure ratio and
efciency can be derived. Other parameters, like the specic volume
ow of the compressor, variable elements of the turbocharging
system and the design of the turbocharger itself, are mainly related to
economics, service-friendliness and reliability as well as to the
physical restrictions imposed by ows and materials. In a rst step,
this paper discusses the principal thermodynamic requirements of
turbocharger design for diesel and gas engines with enhanced
emissions, higher power density and optimised fuel consumption
and how they have evolved for the three major engine types i.e. low,
medium and high speed. In a second step, using the evolution of
ABBs A100 turbocharger generation as an example, the practical
realisation of turbocharging systems for the fullment of these
requirements is described, including the product objectives reliability
and service friendliness. The paper emphasises the new technical
features against the background of future engine requirements but
also justies the retention of well-proven principles from predecessor
generations. Finally, the paper concludes with a summary of eld
experience to date is given.
TCA33 the new MAN Diesel turbocharger
for high-speed engines
K. Bartholomae, E. Boelt, D. Balthasar, MAN Diesel
& Turbo SE, Germany
In summer 2008 the decision was made to develop a new
turbocharger for MAN Diesels new high-speed engine 28/33D.
This turbocharger should be tailor-made to the particular needs of
this engine type. The development process should prot from all
advantages resulting from the fact that MAN Diesel engines and
turbochargers are all developed under one roof so that the
turbocharger is integrated to a great extent into the engine
architecture. As MAN Diesels latest turbocharger the TCA33- 42
extends the TCA axial turbocharger series towards smaller power
outputs. Being the smallest TCA turbocharger this turbocharger
type combines the advantages of the well-established TCA and TCR
turbocharger series. As forerunner for a new TCA 4- stroke generation
the design includes all features necessary for fullling the IMO Tier
II regulations. The turbocharger TCA33-42 is characterized by a
high power to weight ratio and high compactness. The requirement
specication also contained highest pressure ratios up to six in the
peak as well as a low mass moment of inertia, high exibility for
Tier I and Tier II applications to cover all cylinder numbers from
12V to 20V28/33D. Different rotors are installed in the same
outlines for the different cylinder numbers in order to keep the
mounting variants on the engine and hence the development effort
for the engine customer at a minimum. As many modern diesel
engines, the 28/33D is also designed for Miller timing, resulting in
the demand of a high pressure ratio for the turbocharger. MAN
Diesel has consequently developed special compressor wheels that
also generate the best possible ow rate at a high pressure ratio. In
comparison with previous turbochargers, the increased pressure
ratio results in an increased air temperature and as a consequence
to an increase of the compressor wheel component temperature. If,
however, the use of aluminium as compressor wheel material
instead of titanium should be continued, then the service life of the
compressor wheel will be considerably shortened due to the
accelerated material aging. An efcient compressor wheel cooling
counteracts this drawback. MAN Diesel developed a water cooling
that utilizes the water from the engine circuit and has hence no
inuence on the thermodynamic parameters of the turbocharging
unit. Two turbochargers TCA33-42 were mounted on an engine
20V28/33D and successfully tested already one year after starting
the development. At the same time MAN Diesel carried out
fundamental investigations and approval tests at the combustion
chamber in Augsburg. The results of these rst operational
experiences as well as the new design features of the new
turbocharger are presented.
Development of high-pressure ratio type
turbocharger
R. Murano, K. Nakano, Y. Hirata, IHI, Japan
The raising of the environmental awareness in global scale over the
past few years has lead to the discussion of the prevention of air
pollution by exhaust gas from ship engines at International Maritime
Organization (IMO). The discussion has been held at IMO for many
years. And as a result, MARPOL Appendix VI was established, and
the 1
st
stage emission regulation became effective in May 2005. The
regulation value is agreed to be adjusted in every ve years, so the 2
nd

stage regulation will become effective in Jan 2011. In the 2
nd
stage
regulation, NOx has to be reduced approximately 20% more,
compared to the 1
st
stage regulation. It is possible to achieve this
desired value by applying mirror cycle timing, which is available by
changing the intake air valve timing in the engine. And for
turbochargers, higher pressure ratio will be demanded to take in
necessary amount of suction air at shorter time. In addition to these
technical demands related to environment, users also strongly
require longer maintenance interval, easier handling, and reduction
of life cycle cost, against turbochargers. Under these circumstances,
IHI has developed the new radial type high-pressure ratio
turbocharger based on a conventional type for 500kW class marine
diesel engine. The main development items are the compressor
62
Tuesday, 15 June
wheel, the compressor housing with recirculation device, cooling
system of the compressor back surface, and simplication of
maintenance. IHI improved pressure ratio from 3.8 to up to 5.0 at
the engine operation point, by optimizing the compressor wheel,
the diffuser, and also the compressor housing with recirculation
device, by using CFD and so on. When rising compressor pressure
ratio, the compressor wheel is heated up by the compressed air, and
this gives negative effect on life duration of the compressor wheel.
IHI solved this problem by developing a system to spray lubricant
oil on the back plate by way of cooling the back plate and reducing
the radiation heat transferred to the compressor wheel. A
turbocharger for marine diesel engines requires easy maintenance
by the users. This is because that a turbocharger is usually maintained
several times by the users themselves while on the ship. To answer
this request, IHI revised the design of the housings to make it
simpler, and also applied seal bush type rotor. A seal bush type
rotor separates the turbine side sealing part as a seal bush from the
rotor, and is easily available to replace the sealing part for
maintenance. These efforts have made IHI turbochargers more
convenient than the conventional. IHIs high-pressure ratio type
turbocharger which has succeeded in various developments, has
already been adopted as a standard model by some engine builders,
and is expected to show its high-performance in the global market.
IHI is continuously developing series of this turbocharger for 300kW
400kW smaller marine diesel engines.
High performance of small turbochargers
J. Klima, M. Vacek, O. Tomek, PBS Turbo s.r.o.,
Czech Republic
The papers summarize the latest results for the development of
turbochargers suitable for the latest generation of engines. The
engines have to observe primary emission limits such as IMO Tier II,
TALUFT, which will come into force soon. To meet these limits,
most engine-makers have settled on the design concept of
- shortened compression in cylinder (Miller, Atkinson timing)
- high power density (increased BMEP, to keep relative power
price at an acceptable level)
Both items specify a clear requirement for the charging group - high
pressure ratio, which means a ratio higher than 5:0. The challenge
was solved in larger turbochargers, but there are not so many high
pressure turbochargers within the range of compressor mass ow
0.5 1.2 kg/s. To keep the engine scavenging, an efciency of about
60% is necessary for the turbocharger. This target can be reached by
using the well-proven ow parts of the TCR family of turbochargers.
PBS Turbo responded by reinforcing the capacity for simulation and
by TCR turbochargers series extension to lower compressor mass
ow. It was not just downscaling, it was necessary to respect some
specics and modify the design to meet the needs of our customers.
A summary of the requirements and subsequent development steps
forms the main content of this paper. We would like to focus
primarily on the description of rotor dynamics optimization,
increasing the compressor circumferential speed and the safety
directly related to it. Items which are important to users of the
turbocharger, such as matching, durability and maintenance will
also be mentioned. From this point of view, the concept of
maintaining the durability of the aluminum compressor wheel is
very important. The short and long test results will be presented so
as to be able to confront the prediction from the simulations and
actual behaviour of the rotor and casings. The rst experience in the
eld will also be mentioned. The next part of the results will focus
on the thermodynamics parameters. We would like to present not
only the results of the nal design but some of the intermediate
steps to show the effect of compressor and turbine specication
changes and effect of the different geometry of some ow parts. In
the conclusion, the most important results will be summarized to
be able to show the technical level of the turbochargers which we
plan for the coming decade.
Diesel Engines High & Medium Speed Engines
Development of the Series 4000 Ironmen
workboat engine
N. Veser, R. Speetzen, C. Glowacki, MTU
Friedrichshafen GmbH, Germany
MTU Friedrichshafen GmbH has developed a specialized diesel
engine for workboats. This new engine is a Series 4000 engine and
draws on MTUs experience dating back to 1996 in the use of
heavy-duty diesel engines in the construction, industrial, rail, and
marine sectors. The engine is specially adapted to workboat
requirements. Therefore, the key technologies focus on benefits in
terms of engine performance, fuel consumption, time between
overhauls, and the valid worldwide marine emissions limits such
as EPA Tier II and EU Stage IIIA. Optimum engine design and
charge air concepts were determined by means of thermodynamic
and fluid dynamic analysis, as well as from information obtained
in a thorough market survey. These were the basis for the final
engine design and the cylinder versions: 8V, 12V and 16V. The
common rail fuel injection system and combustion components
were optimized in single-cylinder engine studies. These
components and thermodynamic concepts were then qualified on
test engines for each cylinder version. Special attention was also
paid to the suitability of fuel qualities available worldwide.
Another key technology, the electronic engine control system, as
well as the engine operating software were also updated specifically
for workboat requirements. The development process from market
survey to serially produced engine and detailed information on the
key technologies and engine concepts form a major part of this
article about the development of Series 4000 Ironmen workboat
engines.
Impact of market demands and future
emission legislations on medium speed
engine design
E. Reichert, H. Pleimling, FEV, Germany
Future market demands as well as reduced NOx, HC, CO
2
and
particulate emissions without drawbacks in fuel consumption/CO
2
emissions, engine reliability and cost, will face Medium Speed

Engine-design with new challenges regarding mechanical and
thermal loading. Depending on the engine size and the application
(e.g. marine propulsion, gen-set or railroad) combined with the use
of different fuels (e.g. distillate; heavy fuel oil, gas, alternative fuels)
different measures like exibility in the injection system combined
with increased injection pressure, variable valve-actuation-system,
higher boost system performance as well as possible exhaust after
treatment systems will have to be considered. Especially the possible
need for exhaust after treatments systems will have an impact on the
engine package and engine room layout. After a short introduction
of the emission legislations for the different applications, detailed
measures to cope with this legislation and there impact on engine
design will be described. The inuence of variable valve timing,
anticipated two-stage turbo-charging and higher peak cylinder
pressure requirements on the design of major engine components
like crankshaft, bearings, cylinder head, cylinder liner and crankcase
will be discussed. Furthermore the possible need for upgraded
materials and/or surface treatments will be presented. A further part
of the publication will focus on the impact on engine design caused
by future market demands like plug-in-solutions with as much as
possible on-engine accessories, power density (kW/m
3
), life cycle
cost ($/kW) and reliability. More cost effective solutions for the base
engine component and subsystem design have to compensate the
cost for additional emission related components like exhaust after
treatment systems. An other measure to keep the life cycle cost ($/
kW) on an acceptable level will be to use two-stage turbo charging
for emissions compliance but also for power growth capability to
ensure higher power density. On-condition-maintenance ensured by
intensive engine component and subsystem monitoring will also
have to be considered during engine design. In order to ensure high
engine reliability from market introduction on, intensive use of CAE
tools combined with an intelligent engine testing strategy will be a
key point for future engine development. The presentation will end
with a short outline of a vision for the future design of Medium
Speed Engine.
Emissions reduction opportunities on MaK
engines
K. Wirth, Caterpillar Motoren GmbH und Co. KG,
Germany
The upcoming emission legislation IMO Tier II and IMO Tier III
require a further step in technology for inside the engine
technologies. These will be of major interest for customers as
Emission Control Areas (ECAs), state or port authorities may drive
towards implementation of emissions reduction solutions from a
nancial perspective. The pay back time for the customer after
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implementation can be extremely short. Caterpillar Motoren
GmbH & Co. KG has developed or is on the way to develop those
solutions. One of the tasks was and still is to develop these solutions
to be retrottable. In former presentations Caterpillar had
announced that the pure IMO Tier II technology including higher
compression ratio, ex cam technology (FCT), updated valve and
injection lopes and turbo specication can be retrotted on MaK
C-engines. This was proven by a eld test which was successfully
carried out on a vessel called Fure West in October 2007 which is
in operation since then meeting IMO Tier II legislation. Similar
development was done to the Caterpillar Common Rail System
(CCR). MaK C-engines after production date 2005 are prepared
such that the conventional injection system and controls can be
dismantled and replaced by a set of components for common rail.
There is also one eld test engine in successful operation since May
2008. Caterpillar Motoren is now on the way to develop a dual fuel
solution for the M43 in the rst step. It is planned here as well to
have a design and technology to retrot and take conventional
components off and replace them by dual fuel equipment. In all
these cases it is self explanatory that these solutions will be Marine
Society approved. Todays MaK engines offer the opportunity to
react on future emissions legislation of all kinds and are therefore a
viable, environmental positive and future orientated solution for
customers in the marine and electric power business.
The next generation of MTU series 4000 rail
engines to comply with EUIIIB emission
legislation
I. Wintruff, O. Bcheler, S. Huchler, MTU
Friedrichshafen, Germany
From 2012 on, diesel engines for locomotives will have to full the
tightened emission regulations of EU non-road guideline 97/68/EG
Stage IIIb. Compared to Stage IIIA, the prescriptive limits for nitrogen
oxides have been reduced by 39%, the limits for particulate emissions
even by 88%. The new MTU Series 4000 R44 complies with the
emission limits of Stage IIIb. Initially, a 12 and 16V engine will be
available from 2012, later to be followed by 8 and 20V versions. The
new Series 4000 will cover a power range from 1,000kW to 3,000kW
for the application in diesel-electric or diesel-hydraulic main-line
locomotives and shunters. The MTU Series 4000 has been used for
more than ten years as main drive (oder traction) for diesel
locomotives operating worldwide. Right from the start, MTU Series
4000 engines have distinguished themselves by their excellent values
regarding economic efciency, reliability and power-to-weight ratio.
The new Series 4000 R44 is a logical further development of the
current Series 4000 R43 which entered the market in 2009. It is
developed with the aim of retaining as much tried and tested
technology of the predecessor series as possible. Customer interfaces
and main dimensions of the engine are adapted only slightly and in
close cooperation with the customers. All new technologies have
undergone an intensive testing and qualication program for several
years. Until the start of standard series production in 2012, several
thousand hours of prototype engine operation on the test stand and
in the eld will be completed. The EUIIIb NOx limit (NOx+HC < 4
g/kWh) is complied with exclusively by means of engine-internal
technologies (without SCR catalyst) while a diesel particle lter
makes it possible to stay below the particle limit (PM < 0.025 g/
kWh). In addition to the cooled exhaust gas recirculation and an
optimized valve timing (Miller cycle), the newest generation of the
LEAD R common rail injection system (made by LOrange) and the
MTU two-stage turbocharger system are the outstanding features of
the new engine design. Based on these advanced engine-internal
technologies, it was possible to realize low particle raw emissions
and an engine conguration that is compatible with higher back-
pressures (coming from a loaded particle lter). The diesel particle
lter design implemented on this basis, together with the regeneration
strategy developed, full the exacting requirements of operators for
compactness, operational safety, ease of maintenance and efciency.
In spite of the massive reduction of exhaust gas emissions, the
excellent fuel consumption of the predecessor R43 has been retained.
With the new engine design, MTU will continue to set the standard
for diesel engines installed in main-line locomotives and shunters.
Design and development of the new GE Tier
3 locomotive diesel engine
N. Blythe, General Electric, USA, W. D. Glenn, GE
Transportation, USA
In response to the 1998 promulgation of locomotive emissions
regulations (effective in 2000) by the United States Environmental
Protection Agency (EPA), GE embarked on the development of the
GEVO engine. This new engine platform was developed to addres
future emissions requirements of the US EPA and other regulatory
agencies as well as address customer requirements for high
reliability and low operating cost. With over 2000 Tier II Evolution
Series Locomotives delivered since being launched in 2005, the
GEVO engine has proven to be a very reliable and efcient product.
Designed to meet Tier II emissions, the performance of this highly
successful engine has recently been extended to meet US EPA
Tier III Locomotive Emission requirements. Through a combination
of improved injection strategies, reduced lube oil consumption and
improved air handling, a 50% reduction in particulate matter has
been demonstrated, while holding NOx emissions constant and
without a negative affect on fuel economy. The PM reduction was
achieved through a combination of lube oil consumption reduction
and injection control strategies. The oil consumption reduction
was accomplished through the employment of a more aggressive
piston ring pack and liner surface nish optimization. To quantify
the impact of various power assembly design features and down
select to the nal power assembly conguration, an instantaneous
lube oil consumption measurement system was employed. This
system yielded signicant insight into the oil transport mechanisms
associated with different operating conditions (i.e., low load,
transient and high load). Further reductions in particulate emissions
were achieved by implementing a new high pressure, common rail
fuel injection system that enabled greater exibility in the scheduling
of fuel injection and control of injection pressure. Specic fuel
consumptions penalties were offset through a combination of
turbocharger efciency improvements, the adoption of early intake
valve closure and optimization of injection strategies. The nal
conguration was validated through extensive test bed and eld
endurance testing. This paper will discuss the development process
and design features of GEs next generation diesel locomotive
engine.
Diesel Engines NOx
Emission control technology by Niigata, the
clean marine diesel engine for low speed,
medium speed and high speed
T. Tagai, T. Mimura, S. Goto, Niigata Power Systems
Co., Ltd., Japan
In order to meet stringent emission standards for marine diesel
engines, Niigata continues the development of low emission
combustion technology and apply the right means to commercial
engines according to the emission standard requirement. Our
portfolios of marine diesel engine are widely provided. The low,
medium and high speed engines which engine speeds from 290 to
1950min-1 are manufactured and delivered for various types of
ship applications by Niigata. The low emission combustion
technologies to comply with IMO NOx emission standard are
required for these various products independently of engine speed.
The low NOx emission technology consists of the miller cycle and
the optimization of fuel injection are considered for every speed of
diesel engines, and are also conrmed the feasibility of the
reduction of NOx emission to meet IMO NOx Tier II. It is conrmed
that there are the possible ways of further NOx reduction as
optimizing earlier Miller timing, higher boost pressure and fuel
injection timing. This emission control technology and engineering
ndings are applied for new designed 28AHX diesel engine. This
newly developed marine diesel engine, 28AHX, can be complied
with IMO NOx Tier II by engine itself and also keep the good level
of fuel consumption from low load to high load. The cylinder size
is 280mm, the output power per cylinder is 370kW. However, the
described 28AHX paper will be presented at another session on
this CIMAC Congress. When the selective catalytic reduction (SCR)
systems will be employed as NOx reduction method to meet IMO
NOx Tier III, the SCR device should be small and compact design
to appropriate with the short in height and narrow engine room
for medium speed engine. Since the size of SCR device depends on
reduction ratio of NOx emission, it is necessary to focus on the
improvement of emission reduction of diesel engine as the small
size of the SCR device. Furthermore, the engine test with extreme
Miller timing and boost pressure is carried out to aim for
remarkable NOx emission reduction well over the IMO NOx Tier II
requirement. Through these investigations, new challenges on
engine design like higher exhaust temperature are conrmed. In
this paper, the obtained results are shown as the effect of the
optimized injection and Miller cycle on NOx emission, respectively.
Moreover the promising emission control technologies for further
emission regulation are described.
SCR system for NOx reduction of medium
speed marine diesel engine
Y. Niki, K. Hirata, T. Kishi, T. Inaba, M. Takagi,
T. Fukuda, T. Nagai, E. Muraoka, National Maritime
Research Institute, Japan
A marine diesel engine is available to low-quality heavy oil, and
also has the advantage of high efciency. However, NOx emission
of the marine diesel engine is grater than the other internal
combustion engines on the ground, such as to use automotives
and electric power plants. The NOx emission causes acid rain and
photochemical smog, and it is inuence directly to human health,
such as lack of oxygen or respiratory disease. Especially, to keep
environment protection in a harbour area, we must reduce the
NOx emission urgently. We have started to study on a SCR
(Selective Catalytic Reduction) system for a four-stroke medium
speed marine diesel engine since 2007. The SCR is a reducing
technology of nitrogen oxide, NOx. A general SCR system consists
of a catalyst made of titanium vanadium and an injection nozzle
to jet mist of urea water as a reducing agent. When the temperature
of the exhaust gas is kept enough high, the urea is converted to
ammonia, and NOx in the exhaust gas is converted to nitrogen
and water by the catalysis. Also as the reducing agent, ammonia
gas or ammonia water is able to use for the catalysis. In order to
apply the SCR system to the marine application, it is necessary to
estimate a basic performance of the SCR and to develop a control
system of the reducing agent. In this paper, we show test results of
several experimental studies in our project. One of our
experimental studies, to estimate the basic performance of the
SCR, we have carried out several catalyst only tests without a
diesel engine. The test results are effective to design and develop a
marine SCR system. As the next step, we have constructed an
experimental SCR system in our laboratory. The system has a
marine diesel engine, and we have examined the NOx reduction
rate at each load and the effects of a kind of the reducing agent,
which are ammonia gas and urea water. As the results, it is
conrmed that the SCR system has suitable NOx reduction
performance at each load. It is also claried that there is no
deference by the kind of reducing agent in enough high
temperature of the exhaust gas. On the other hand, we have
investigated control methods with the experimental SCR system.
In the control system, the reducing agent is controlled by a
calculated exhaust gas ow rate and a measured NOx concentration.
It is conrmed that the control system has suitable performance
in our early tests. Based on the above test results, we have designed
and developed a SCR system for a marine Diesel generator on a
ship. The SCR system is installed to the ship and examined on
board at sea. In the actual ship, there is not enough wide space for
the SCR. Therefore the distance between the injection nozzle and
the catalyst of the SCR system must be short, though it is needed
a long distance for the conversion to ammonia from urea generally.
We developed a special injection nozzle for the system and
achieved suitable NOx reduction performance. In conclusion, we
got a lot of benecial results to apply a SCR system to a middle-
speed marine diesel engine. In the next step, in order to develop a
practical SCR system, it is necessary to develop a simple and low-
cost control system and to estimate a durability performance of
catalyst. Also, in order to apply the SCR system to large two-stroke
diesel engine, we need to examine the SCR system performance in
detail, because the engine has too low temperature of exhaust
gas.
Development of a NOx fast sampling system
for marine diesel engines
M. Ioannou, K. Xepapa, T. Stelios, N. Kyrtatos,
NTUA, Greece
Cylinder specic NOx measurements for large marine engines can
provide important information for the combustion system that
can be used by the engine design and development engineers. In
addition, signicant cost savings can result from reduced test bed
running times which are usually required to characterise the
combustion system. Furthermore, detailed NOx measured data
can be used for the development and calibration of combustion
system simulation models. Emission measurement equipment
that allow cylinder specic measurements are currently only
available to automotive industry applications. Due to the size of
marine diesel engines, and more specically the exhaust system,
this equipment needs to be suitably modied in order to be used
in large engines. The work reported here describes the further
design and development of a NOx fast sampling system applicable
to marine diesel engines towards a more reliable and robust
system. The most important considerations when sampling
exhaust gases from a marine engine is the strong possibility of
probes blockage due to excessive soot deposition and the
mechanical reliability, without compromising the performance of
the measuring system. All these factors were considered during the
design phase and the developed sampling system satises all
requirements successfully. The main design parameters of the
sampling system were rst evaluated though theoretical analysis,
followed by ow bench investigations, and the nal evaluation of
the design was done on the test bed by performing NOx
66
Tuesday, 15 June
measurements on a marine diesel research engine. The emission
measurements were supported by detailed measurements of the
engine performance parameters. The nal probe design is a
customised sampling system for a fast response chemiluminescence
detector that can measure NOx in the exhaust gases downstream
the exhaust valve of a specic cylinder of a marine diesel engine.
The extremely fast response time of the system enables the
characterization of NOx during an engine cycle with a one degree
crank-angle resolution.
Development of sulfur-tolerant SCR type
De-NOx system for marine applications
Y.-M. Lee, S.-K. An, DSME, Korea, K.-H. Kang, IAE,
Korea, . Toft, BW Fleet Management AS, Norway
Nitrogen oxides (NOx) are mainly generated by combustion of
fossil fuels used for marine vessels. Nowadays, a consensus has
been reached internationally to limit emission of air-polluting
compounds. And the NOx emission level requirements of marine
diesel engine are getting more stringent these days. Especially to
meet the Tier III requirement of IMO MPEC 58, external ue gas
treatment system may be necessary as the requirements cannot be
met by NOx reduction system in diesel engine boundary. One of
the possible solutions of the NOx reduction could be the Selective
Catalytic Reduction (SCR) type De-NOx system. However, it is
well known that the SCR performance is greatly affected by the
ue gas temperature and the existence of sulfur contents and that
the temperature of exhaust gas from the marine diesel engine is
relatively low and sulfur components are detrimental to the
catalyst. In marine diesel oil, some amount of sulfur is contained
in most of the cases. The typical contents of the sulfur in marine
fuel oil could be 1.0 4
~
.5% range. It is believed that the allowable
sulfur level contained in fuel oil will be gradually reduced.
Nevertheless, the complete removal of the sulfur in fuel oil is
impractical due to high desulfurization cost in the process of fuel
oil production. With the reason, the De-NOx system which can be
operated in the existence of some range of sulfur, typically 1% in
fuel oil, might be practically implemented in the marine diesel
engine in the near future. Daewoo Shipbuilding and Marine
Engineering Co., Ltd. (DSME) and BW Group are developing
Sulfurtolerant SCR type De-NOx system for Marine Applications.
We have evaluated the durability and optimum conditions for
NOx reduction performance using selected commercial catalysts
and have developed SCR catalyst suitable for low temperature and
existence of SOx contents with a manufacturer specialized in the
SCR catalyst. The inuences of the SOx contents and dust for the
developed SCR have been compared by extensive experiments.
For the verication of the developed SCR, bench scale test facility
has been utilized. With the facility, various performance
comparisons of SOx and dust have been achieved. The test has
been carried with the collaboration of Institute of Advanced
Engineering (IAE). In addition to the bench scale test, we have
been selected optimum combination of catalyst and SCR
operational variables with the aid of computational uid
dynamics (CFD). Through the studies, we expect sulfur-tolerant
SCR element and practical De- NOx system for marine applications
would be developed. Based on the results obtained from the test
and CFD analysis, detailed engineering design and actual onboard
tests will be carried out for targeted vessel. We expect the developed
De-NOx system would contribute to the emission reduction in
the marine industry.
Gas Engines Technology, Fuels & Emissions
Methane slip reduction in Wrtsil lean burn
gas engines
A. Jrvi, Wrtsil, Finland
Global warming set reduction needs for all greenhouse gases.
Lean burn gas engines are having superior efciency and thanks
to low-carbon fuel, CO
2
emissions are low compared to diesel
engines and gas turbines. Though the main emissions (CO
2
and
NOx) are generally low in lean burn gas engines, incomplete
combustion leads to unburned hydrocarbon (HC) emissions,
called methane slip. While methane is a 25 times more harmful
greenhouse gas than CO
2
, the authors company has a program to
minimize HC emissions of lean burn gas engines. The program
consists of engine testing both in laboratory and in eld with
both primary and secondary reduction methods. There are several
primary methods in engine tuning, control and operation, which
reduce HC emissions from lean burn gas engines. Among primary
HC reduction methods are air fuel ratio, compression ratio, skip
ring, EGR and optimization of gas admission. Utilising fully all
mentioned methods is challenging, because gas engine
combustion is a compromise of several parameters, targets and
especially limits. To take into account the engine as a whole, there
are reasons why primary HC emission reduction methods can not
eliminate methane completely from exhaust gas. Therefore also
higher reduction rates can be reached at low loads due to fewer
limits. The reduction mechanisms and contribution of different
methods to HC emissions are presented in this paper together
with most common limiting factors in engine. Load dependency
of HC reduction is a consequence of different engine limits.
Therefore primary reduction methods t better to marine
applications, where engine load is typically on the range 0. . .
90%. Power plant engines operate practically on load range 90-
100% and therefore a rather small primary methane slip reduction
can be achieved due to combination of several limits. After
treatment methods are needed to reach even lower methane
emissions. These include methane oxidisation in a catalyst or in
sandbed. Challenge with methane oxidization is the high
temperature required for the chemical reaction to start. While
exhaust gas temperature after engine is remarkably lower, special
arrangements are needed. This paper also describes the working
principle of both after treatment methods together with reduction
rates and examples of test arrangements.
Qualifying the effect of different gas
mixtures on NOx emissions
M. Birner, G. Wachtmeister, Technical University of
Munich, Germany
Strict emissions regulations force engineers to successively
optimize combustion motor parts, its combustion processes and
operating range. Especially gas engines are operated with a wide
range of different gas mixtures dependant on the place of
installation. To comply with the strict legislation of emissions in
particular NOx emissions the effect of different kinds of gas
mixtures has to be identied. A short summary of the possible
kinds of gas mixtures will introduce in the topic. Next the
appearance of the gaseous fuels will be illustrated. At the chair of
internal combustion engines (LVK) of the Technische Universitaet
Muenchen a one cylinder diesel engine was retrotted in a former
research project to run as a spark ignited, charged gas engine. The
test rig enables to mix six different kinds of gases and provides all
the necessary measurement equipment for the combustion
products. This study will concentrate on the effect of the gas
mixtures on NOx emissions. First, out of the possible gaseous
fuels the four most important ones are selected. Then the sensitive
motor parameters for NOx emissions are dened and methodically
varied. In the rst part of the paper the measurement results will
be discussed in detail. In addition to the test rig measurements
the thermodynamic combustion analysis will remain as one of
the essential tools during every step of the motor design. Thus the
second part of the paper will focus on the effect of gas mixtures on
the pressure curve analysis together with the calculation of NOx
emissions. Therefore two different kinds of calculation models
are tested.
To summarize, this paper will discuss the effect of different gas
mixtures on NOx emissions. The conducted measurements and
calculations provide an insight into special features of a gas engine.
Additionally it will give a short prospect of the capability to
quantitatively calculate NOx emissions.
Knock in dual fuel engines: A comparison
between different techniques for detection
and control
F. Millo, G. Lavarino, Politecnico di Torino, Italy,
A. Cafari, Wrtsil, Italy
In dual fuel engines operating on gas mode knock represents one
of the major constraints on performance and efciency, because it
limits the maximum value of the engine compression ratio and of
the boost pressure. The detection of abnormal combustion onset
and the evaluation of knock intensity is therefore a crucial issue in
engine development. In this work two different categories of
knockdetection methods, based both on frequency domain
manipulations of the cylinder pressure signal and on cylinder
head vibration analysis, were extensively compared through an
experimental investigation carried out on a Wrtsil W50DF
engine. After a detailed literary review, the following three knock
indicators were chosen to be examined through the experimental
analysis:
maximum peak to peak value of the band-pass ltered pressure
or vibration signal;
mean square value of the band-pass ltered pressure or
vibration signal;
integral of the absolute value of the rst derivative of band-
pass ltered pressure or vibration signal.
Different criteria for the identication of knocking cycles were
evaluated, based on the comparison of the individual cycle knock
indicator level with a constant threshold or on a statistical
approach. While constant threshold approach was shown to be
suitable for in cylinder pressure methods at constant engine load
and speed (as for genset applications), the use of a statistical
approach appeared to be mandatory for a xed propeller pitch
engine applications. Moreover the statistical approach turned out
to be more reliable and robust in case of use of vibration based
methods and therefore more suitable for the implementation on
mass-produced engines.
Finally, by means of a proper choice of ltering frequencies and of
the accelerometer position, the inuence of the engine transfer
function on the vibration signal was remarkably reduced, thus
allowing an easier and more reliable detection of knocking cycles,
as well as a ranking of knocking cycles on the base of their intensity,
thus paving the way to future ner engine control strategies
development.
Development of high-efciency gas engine
through observation and simulation of
knocking phenomena
H. Tajima, D. Tsuru, Kyushu University, Japan,
M. Kunimitsu, K. Sugiura, Mitsui Engineering and
Shipbuilding Co., Ltd., Japan
Large-sized gas engines are appreciated as environmentally clean
power sources thanks to their sulphur-free natural gas fuel and to
their much lower NOx emission under lean combustion conditions
of high air excess factor. Adding to which, their higher heat-to-
power ratio seems advantageous to cogeneration systems in power
generation facilities in suburban areas. Their efciency, however,
pales in comparison with that of their marine counterpart, that is,
medium-speed four-stroke diesel engines. As reasonably
anticipated, ame propagation in homogeneous premixture of
natural gas and air cannot be decoupled from knocking limitation
68
Tuesday, 15 June
being the same with high-speed SI engines. This drawback becomes
more evident in Japan because of the higher butane content in
Japanese manufactured gas, which can reach to as high as 3%. The
autoignition mechanism in these large-sized gas engines should
be claried in order to inhibit knocking development and to
achieve higher thermal efciency. Unfortunately, knocking
observation is awfully difcult especially in large engines since the
high and impactive in-cylinder pressure limits the size of glass
windows and thus restricts the viewing eld into the end-gas
region. In this study, a RCEM (Rapid compression and expansion
machine) was introduced to realize both the in-cylinder conditions
compatible with actual gas engines and the full transversal access
into the combustion chamber by utilizing a reservoir tank of
compressed and preheated air. This RCEM was rstly motored
with its intake valve closed. After it reached to its rating speed, the
intake valve was activated only once synchronously with its piston
motion to simulate the intake stroke of a real engine. The pre-
compression and preheating of the intake air allowed lower
geometric compression ratio, which enabled its clearance volume
to be a square block of an opposed pair of transparent windows.
The dimensions of the windows are 200mm in width and 50mm
in height, whereas the compression pressure and maximum
combustion pressure exceeded 10 MPa and 20 MPa respectively.
Visualization results revealed the autoignition phenomena in
large-sized gas engine for the rst time. Tiny cores of autoignition
were clearly captured to scatter around the whole combustion
chamber over a certain range of intake temperatures. The
boundaries dividing heavy knocking, mild autoignition like HCCI
combustion, and premixed ame propagation initiated by pilot
diesel ame were examined in detail through changing the
experimental conditions precisely. KIVA 3V code coupled with
CHEMKIN II package was also applied to examine the effect of
Butane content in manufactured gas since Butane has the smallest
octane index in the manufactured gas components and it is one of
the smallest hydrocarbons that show the negative temperature
gradient, which effect on ignition delay is difcult to simulate the
effect on ignition delay. The simulations were carried out for both
the RCFM and Mitsui 6MD20G engine. The results showed that
3D CFD with detailed chemical kinetics successfully reproduce the
onset of knocking in the actual gas engine and it could be useful to
predict the effect of some engine parameters like EGR rate to avoid
knocking or abnormal combustion.
Advanced Turbocharging Systems
IMO III emission regulation: Impact on the
turbocharging system
E. Codan, S. Bernasconi, H. Born, ABB Turbo
Systems Ltd., Switzerland
In combination with advanced turbocharging, a number of
internal engine measures have been considered for fullling the
IMO Tier II, the second stage of the IMOs regulations on exhaust
emissions from marine engines. Coming into force at the beginning
of 2011, IMO Tier II requires a reduction in emissions of oxides of
nitrogen (NOx) of 20% compared to IMO Tier I. In order to full
the requirement of the IMO Tier III stage coming into force in
2016, a major decrease in specic NOx emissions (about -80%
compared to the IMO Tier I values) needs to be achieved in
designated Emission Control Areas (ECAs). Emissions of oxides of
sulphur (SOx) and particulate matter (PM) are to be controlled by
limiting the sulphur content of the fuel used. An alternative
- For 2-stroke & 4-stroke engines
- Valve seat grinding/machining
- Valve spindle grinding
- Cylinder liner honing
- Sealing surfaces grinding/machining
- Portable lathes for various purposes
- Special machines for workshops
THE OPTIMUM SOLUTION
CHRIS-MARINE
HEAD OFFICE AND SUBSIDIARIES:

SWEDEN Chris-Marine AB +46 - 40 671 2600info@chris-marine.com
DENMARK IOP Marine A/S+45 - 4498 3833contact@iopmarine.dk
SINGAPORE Chris-Marine (S) Pte. Ltd. +65 - 6268 8611chrism@chris-marine.com.sg
GREECE CM Hellas Ltd. +30 - 210 482 6060info.gr@chris-marine.com
P.R.of CHINA Chris-Marine Rep Ofce Shanghai+86 - 21 6575 9331info.cn@chris-marine.com
RUSSIA Chris-Marine Rep Ofce St. Petersburg +7 - 911 908 5482info.ru@chris-marine.com
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measure is the use of SOx abatement equipment such as sea water
scrubbers, fresh water scrubbers or a dry exhaust gas cleaning
system. For IMO Tier III either external measures (aftertreatment
technologies) or a combination of internal engine technologies
are required. This paper provides an overview of IMO Tier III
solutions with regard to NOx reduction measures and their impact
on the engine turbocharger system, taking into account both,
single stage and 2-stage turbocharging. From a range of possible
solutions, two NOx reduction technologies with high potential,
SCR and EGR, have been selected for study in greater detail.
Selective Catalytic Reduction (SCR) is a proven technology that
basically allows any engine to full IMO Tier III. Nevertheless
some congurations require SCR to be installed before the turbine
(two-stroke engines, two-stage turbocharging), which affects
transient operation. The impact on the system and an evaluation
of several countermeasures are detailed based on transient
simulations. Exhaust Gas Recirculation (EGR) is an established
NOx-reduction technology in the automotive sector but is not yet
state-of-the art for large engines. An evaluation of several strategies
with regard to NOx reduction, fuel consumption, and other
relevant parameters demonstrate the potential and the advantages
of recirculating exhaust gases. A further challenge for the
turbocharging system is the necessity to provide the variability
needed to allows an engine to full the low emission limits within
the ECAs while running with the highest fuel economy
elsewhere.
Utilisation of cylinder air injection as a low
load and load acceptance improver on a
medium-speed diesel engine
C. Wik, S. Hostman, Wrtsil Finland Oy, Finland
Development of engine concepts for lower NOx emissions e.g. by
means of Miller valve timing (early inlet valve closure) makes
loading capability worse, especially at low loads. Continuous
increase of cylinder output makes the situation even worse; larger
absolute load steps, as kW or bar BMEP, and larger turbochargers
mean longer rotor acceleration and slower pressure increase.
Furthermore, Miller timings demand higher charge air pressure,
i.e. the pressure ratio capacity of the turbocharger must be greater.
This causes the optimum efciency of turbocharger to move
towards higher pressure and decreased efciency at low load which
results in poor load response at low load. Future engine concepts
will probably also include a shorter valve overlap (scavenge
period), which also deteriorates low load performance. Poor load
response is directly linked to high smoke and particle emissions.
All this sums up in the fact that low load operation of state-of-art
medium speed diesel engines is known to result in fairly high
smoke emissions and thermal loads. This is a problem in transient
operation and especially for auxiliary engines that need to be fast
reacting generating sets. There are different means available to
compensate for the transient problems, of which, air injection in
different ways before the combustion starts is one. Air could be
injected directly on the turbocharger compressor; so called air jet
assist or into the air receiver. Both these methods, however, always
give a certain time delay in load response situation, and the air
receiver injection may also force the turbocharger to stall. There is
one additional method that has potential in bringing large benets
compared to the available methods mentioned above and this is
injection of pressurized air directly into the cylinders. In this paper,
focus will be put on air injection into the air receiver or into the
cylinders. Preliminary transient and stationary tests aimed for
proving the potential on a medium speed diesel engine have been
performed utilising the existing starting air valves. These tests
resulted in considerable reduction of smoke opacity during engine
start-up as well as ability to run 2-step load application fullling
classication criteria. Final outcome of the tests will be presented
in the paper. Design of a production system for an auxiliary engine,
with its challenges, will be presented together with rig test results
for system optimisation, verication, and validation. Ultimate
engine test results, proving the concept, will nally be reported
upon availability. This project has been a part of the Tekes, National
Technology Agency of Finland, nanced LOSPAC project and
performed in cooperation with VTT Technical Research Centre of
Finland, Yrkeshoegskolan Novia, and CITEC Engineering.
Design and rst application of a two-stage
turbocharging system for a medium-speed
diesel engine
T. Raikio, B. Hallbck, A. Hjort, Wrtsil Finland Oy,
Finland
It is obvious that strong reductions in nitrogen oxides (NOx) and
carbon dioxide (CO
2
) are required for combustion engines in the
near future. One efcient means to achieve both targets is to apply
Miller valve timing. However advanced Miller timing requires
strongly increased charge air pressure. The best concept for
achieving this is two-stage turbocharging, which gives more or less
unlimited boost pressure with a high efciency level. Earlier two-
stage turbocharging feasibility tests on Wrtsil 20 engine, reported
in CIMAC 2007, conrmed the performance expectations put on
advanced Miller timing and 2-stage turbocharging. Used hardware
was however suitable for test purposes only, not for serial
production. Parts of the turbocharging unit were located off-the-
engine, which cannot be regarded as the optimum production
solution, merely a mediocre compromise. After the test on Wrtsil
20 attention was directed to create a production standard design
for a larger size Wrtsil engine. Design targets:
All turbocharging modules/components preferably located on
the engine
Maintain excellent engine dynamic properties
Maintain compact engine dimensions simultaneously main-
taining a good serviceability
Include necessary controls (air/exhaust gas/cooling water) in
the above mentioned dimensions
Necessary valve timing controls included in the design
Achieving the design targets is challenging especially considering the
fact that two-stage turbocharging in practise doubles the amount of
turbocharging system components. Design work was supported with
extensive optimisation using detailed FE-calculations, taking into
consideration especially the strongly increased internal pressure.
Flow channels were optimised by means of latest CFD tools. To
ensure proper and easy manufacturing the design, especially castings,
was reviewed and nalised in co-operation with suppliers. This paper
presents the design project aiming at the optimum 2-stage
turbocharging system for a medium-speed diesel engine. Additionally
operation and performance experiences are summarised. Testing
experiences are covering assembly and operational feedback of the
2-stage turbocharging system specic components.
Two-stage turbocharging exibility for
engine optimisation
E. Codan, C. Mathey, A. Rettig, ABB Turbo Systems
Ltd., Switzerland
With demand for greater economy, lower emissions and higher
output continuing to inuence engine development, a wider range
of exibility is required in modern engine designs. Two-stage
turbocharging can make a signicant contribution towards
70
Tuesday, 15 June
satisfying these requirements. Parallel with its participation in
different research and development projects, such as HERCULES
and HERCULES-B, ABB Turbo Systems Ltd in recent years has
developed turbochargers specically for two-stage turbocharging.
Several studies have been carried out in connection with these
activities which show the potential of two-stage turbocharging on
diesel and gas engines, not only in terms of actual performance,
but also in respect of the improved exibility it offers modern
engine design. This paper shows and discusses some of the
possibilities offered by two-stage turbocharging regarding engine
output increase, emissions reduction and, last but not least, fuel
consumption improvements. A large number of engine cycle
simulations, some of them veried by engine tests, have been
performed for diesel engines in different applications as well as for
gas engines of either spark-ignition or dual-fuel design. Different
control modes, e.g. variable valve timing or the use of an exhaust
waste gate, and emission reduction methods such as exhaust gas
recirculation or selective catalytic reduction, have also been taken
into account. The results of these investigations served equally well
as boundary conditions for the development of the specic two-
stage turbochargers and their major components. Also presented is
the design of a newly developed two-stage turbocharging system
that is currently undergoing an extensive validation and
qualication program in ABBs turbocharger test centre. ABB has
invested considerably in new turbocharger test rigs for two-stage
turbocharging in recent years, and as a result turbocharger
performance tests can be performed under realistic conditions.
The design of these turbochargers with overall pressure ratios of 8
and above differs considerably from that of conventional
turbochargers, especially with respect to the highpressure stage.
First prototypes have already been tested on several engines. The
rst engines with these two-stage turbocharging systems are
scheduled for eld operation in 2010.
Diesel Engines Low Speed Engines
Cutting edge technologies of UE engine for
higher efciency and environment
H. Sakabe, N. Hosokawa, Mitsubishi Heavy
Industries, Ltd., Japan
This paper describes the latest technologies of the UE engine. The
UE engine program is continuously updated to meet customer
demands. For this purpose, the number of types of the latest engine
series, the LSE, has increased. In this paper, new LSE engines have
been reported, and especially the UEC40LSE/35LSE, which have
just begun development, are focused on. Also their design features
with several new technologies are described. In addition,
environment is the key word in the marine industry these days.
The UE engine is an environmentally friendly engine, and some
technical progress in this eld is introduced, such as technologies
for reduction of fuel oil consumption and NOx. The design
concepts of the latest UE engine series, the LSE, are excellent
reliability, economy, easy maintenance and environmentally
friendly, with higher engine power for faster and larger ships. The
rst LSE engine, the UEC52LSE, was released in 1998. Since then,
ve engine types of bore sizes from 45 to 68 cm have been added
to the LSE program. Now, the UEC40LSE/35LSE engines have
been introduced into the portfolio. The UEC40LSE/35LSE have
been jointly developed in cooperation with Wrtsil Switzerland
to accommodate various small- and medium-sized ships such as
handy bulk carriers, product tankers, and reefer vessels, which are
Driveline and Chassis Technology
less than 30,000 dwt. At the same time, replacement from middle-
speed four-stroke engines is also targeted. Low load operation
systems and waste heat recovery systems are being developed due
to high crude oil prices, owners requirements of operation cost
reduction, CO
2
reduction. In order to continuously operate an
engine at low load, a special fuel valve atomizer, increase of the
auxiliary blower capacity and modication of the turbocharger
specication are applied. In addition, the one-turbocharger-cut
method is another candidate for solving this problem. Several
ships with low load systems are already in service. Furthermore, a
waste heat recovery system to increase total plant efciency will be
introduced. Because the environmental issue is the most important
for marine diesel engines, new technology to comply with Tier I,
Tier II and treatment for existing ships has been in development
for the UE engine. The appropriate engine tuning will be applied
for all UE engines for Tier II. To meet Tier III regulation, application
of SCR technology is supposed to be the most practical; however,
other solutions, such as a water injection system, remain under
consideration.
The Wrtsil low-speed engine programme
for todays and future requirements
K. Heim, Wrtsil Industrial Operations,
Switzerland, P. Frigge, Wrtsil Switzerland Ltd,
Switzerland
The Wrtsil low-speed marine engine programme is being
developed to meet a diverse mix of requirements. Shipowners
require highly reliable engines that are economical to run.
Shipbuilders need engines that provide an ideal match to ships
propulsion requirements while having an economical rst cost.
Yet the same engine must also meet regulatory demands for low
exhaust emissions of nitrogen oxides (NOx), sulphur oxides
(SOx), etc. Soon carbon dioxide (CO
2
) emissions will be in the
focus, to meet the challenge of global warming. The paper reviews
the latest developments in the low-speed engine programme to
satisfy all these requirements. Among the larger engines we have
introduced the RT-ex82C and RT-ex82T engines which take
advantage of the platform concept, sharing components to give
economies of scale in manufacture, storage and logistics. RT-
ex82C and RT-ex82T engines were subjected to thorough testing
in 2008 and 2009. Test results and the rst service experience are
presented in the paper. The programme is also being extended to
lower powers with the RT-ex35 which is introduced in the paper.
The paper describes the new features of this new engine type, such
as a simplied common-rail concept to suit its small size. In
addition to the new engines being added to the programme,
certain existing engine types are being upgraded by increasing their
BMEP (brake mean effective pressure) up to 21 bar. The increased
cylinder powers are allowing greater exibility in the matching of
engines to ship propulsion requirements. Flexibility is a key
attribute of the electronically controlled RT-ex common-rail
engines. The common-rail system is already bringing benets in
areas such as fuel consumption, emissions control, engine setting,
waste heat recovery potential and vibration control. The paper
shows how the electronically controlled common-rail system has
clear advantages in emissions control, particularly with respect to
the latest IMO Tier II regulations for NOx emissions. The RT-ex
engines will meet the Tier II regulations with a smaller fuel
consumption penalty than other engines. Work is also progressing
on meeting the next IMO Tier III NOx limits, possibly without
recourse to catalytic reactors. Investigations for compliance with
IMO Tiers II and III, as well as other research tasks, are being
carried out on the new RTX-4 research engine. The paper reports
on these tests and special features of this engine.
Product development of MAN B&W two-
stroke diesel engines
S. Kindt, MAN Diesel & Turbo SE, Denmark
Ever since 1982, when the rst MC engine was introduced, the
engines have gone through a long and stable development so as to
be able to always full the requirements from the market. Not only
with regard to increased power and lower fuel consumption and
emissions, but also with regard to optimised design, taking cost,
production, reliability as well as service and maintenance into
consideration. More than 17,000 MC engines have been ordered
since 1982. The MC-C and ME/ME-C versions were introduced in
1996 and 2003, respectively, and they have superseded the MC
version as more modern versions of the very reliable MC engine
design. This paper will deal with the latest developments of the MC
engine; namely the ME-B8/9 engines and the 80 and 90 bore ME-
C9 engines, for which service experience is now already available
for K80MEC9, S40ME-B9 and S35ME-B9. These two engine designs
have been optimised, utilizing the experience from earlier designs,
as well as introducing brand new construction principles, for
instance, the new horizontal main bearing assembly, the integrated
scavenge air receiver, the integrated auxiliary blower and single-wall
piping for the hydraulic oil supply. The engines have been uprated
compared with previous designs. They are designed for the
optimum propeller speed so as to increase propeller efciency and,
thereby, reduce fuel costs for the ship speed chosen. With more
than 100 engines on order, the ME-B design has proved its worth,
showing a great benet for small-bore two-stroke engines with
electronically operated fuel injection and camshaft-operated
exhaust valve. From the above, it can be seen that the latest engine
designs are only offered as electronically controlled versions, which
from an overall cost point of view is the most economical solution
when bearing in mind the Tier II regulations. However, if needed,
the ME-C9 engines can also be designed as MC-C9/MCS9.
The new Wrtsil 820 mm-bore engine series
advanced design and rst running
experience
M. Spahni, H. Brunner, R. de Jong, Wrtsil
Switzerland Ltd., Switzerland
The Wrtsil family of 820 mm-bore marine low-speed engines
arose from a need to provide more modern engines in this size
range to provide ship owners and ship builders with the benets of
recent developments in operating economy, reliability with long
times between overhauls, manufacturing, electronically controlled
common-rail systems and engine installation, as well as increased
unit powers. The paper presents the four 820 mm-bore lowspeed
marine engine types introduced for a wide range of applications.
With a piston stroke of 2646 mm, the C versions suit Panamax
container ships, with powers between 21,720 and 54,240 kW, while
the T versions of 3375 mm stroke are ideally suited for very large
tankers and ore carriers with powers of 21,720 to 40,680 kW. The
T version also perfectly suits for container vessel applications if a
low shaft speed is required. The paper mainly focuses on the RT-
ex82C and RT-ex82T engines which incorporate the latest
electronically controlled common-rail systems. Electronically
controlled Wrtsil RT-ex common-rail engines are proving to be
very popular. They have added benets for ship owners and
operators, including smokeless operation at all engine speeds, low
stable running speeds, low fuel consumption, and consistent
engine settings for reduced maintenance. Different tunings allow
perfect adaptation of an engine to its operating conditions. The
RTA versions with mechanically controlled fuel injection pumps
72
Tuesday, 15 June
and exhaust valve drives are available for those owners preferring
the traditional concept. The possibility of meeting the requirements
of two distinctly different market segments with engines of the
same cylinder bore and the same power of 4520kW/cylinder
opened the way for the use of the platform concept with two
different strokes to suit different ship applications but sharing
components to give economies of scale in manufacture, storage
and logistics. An extended layout eld was introduced to offer
widened exibility to select the most efcient propeller speed for
lowest daily fuel consumption, and the most economic propulsion
equipment (propeller, shafting, etc.), together with the appropriate
propeller diameter. The engines are already proving to be highly
successful in the market, with orders amounting to 138 engines
with an aggregate power of 5GW (6.8 million bhp). The engines are
being installed in vessels constructed in South Korea, China and
Germany. The rst examples of the RTA82C and RT-ex82C types
were subjected in 2008 to a comprehensive testing programme. The
engine performance was optimised, the calculated stresses and
temperatures of all major components were veried, and for future
applications the tuning for IMO Tier II emission regulations was
also dened. A type approval test was successfully passed in
September 2008. The rst RT-ex82T was shoptested successfully
in spring 2009, and a type approval test was passed in September
2009. In total, more than thirty 82C and 82T engines have
completed their shop test. By January 2010, seventeen RTA82C, RT-
ex82C and RT-ex82T engines were in service with up to 7000
running hours. The general running behaviour of the engines is
very satisfactory. Piston-running, exhaust valve and main bearing
behaviour are without any complaints. Only some minor
modications have been successfully introduced on the camshaft
alignment of the RTA versions and the xation of the high pressure
pipes of the RT-ex versions.
Diesel Engines Injection & Engine Technologies
Some experimental experience gained with
a medium-speed diesel research engine
M. Imperato, T. Sarjovaara, M. Larmi, Helsinki
I. Kallio, C. Wik, Wrtsil Finland Oy, Finland
The objective of this paper is to show some experimental results
gained from a medium-speed research engine. The study is in fact
carried out with a single-cylinder common rail diesel engine (EVE),
which is used only for research purposes. Its main feature is that the
gas exchange valve timing is completely adjustable with an electro-
hydraulic system that uses the engine lubrication oil at 250 bars to
open the gas exchange valves. In addition the engine does not have
a turbocharger, but a separate air compressor supply system that
permits to change freely the intake charge air conditions; after the
engine, a buttery valve tunes the exhaust back pressure. The fuel
system is a common rail type: rail pressure, start of injection and
injection duration are fully adjustable. The studies are carried out
exploiting all the possibilities of the EVE engine: different loads,
rail pressures, starts of injection and boundary conditions are
modied. Nevertheless the hydraulic system of the gas exchange
valves is changed to test and evaluate the performance with different
timings. Two studies are described in this paper. The rst is an
application of the Miller technique, advancing the closure of the
intake valve. The purpose of this work is a massive reduction of the
NOx emission with no penalties in fuel consumption. The setup of
the loads with Miller cycle is found with the help of a simulation
model. The results show that high NOx reduction is achievable
with the used strategy at every run load but the greatest decrease
occurs at partial load. The major drawback is the increase of soot
formation in the runs with very advanced intake valve closing. The
second study is the inuence of the injection parameters on the
engine performance. Different rail pressures and starts of injection
are tested combined with both high and low engine loads. The
same setup with the highest rail pressure is used for all the run
loads. The results show that there is a clear dependency between
the injection parameters and the engine performance. An
optimization may be possible but the overall view of all the main
engine outcomes has to be taken into account.
Predictive simulation and experimental
validation of phenomenological combustion
and pollutant models for medium-speed
common rail diesel engines at varying inlet
conditions
P. Kyrtatos, P. Obrecht, K. Boulouchos, ETH Zrich,
Switzerland,
K. Hoyer, Paul Scherrer Institut, Switzerland
As internal combustion engines are becoming ever more complex,
there is increasing need for engine parameter optimization through
simulation, to avoid numerous timely and costly test-bed
measurements. When performing simulations for engine
performance and emission optimization, the capability of the
combustion model used to accurately predict NOx emission
formation as well as heat release rates at varying engine conditions
becomes increasingly important. Considering the trade-off between
computational cost and accuracy of predictions of diesel engine
combustion and pollutant models, phenomenological models have
a clear advantage compared to their CFD and simple mathematical
approximation alternatives. The detailed phenomenological model
used in this study is able to capture changes in fuel injection system
and charge-air thermal and chemical properties for direct injection
diesel motors, while being computationally efcient. This paper
aims to show the ability of these models to predict diesel combustion
and emission formation during signicantly varying inlet charge
and injection conditions, in common rail medium-speed diesel
engines. Initially the phenomenological models are calibrated using
measurement data from a production common rail medium-speed
Wrtsil 6L20CR diesel engine, employing a state-of-the-art
turbocharging system. The model calibration includes data from
experiments where injection timing and pressure as well as engine
load were varied, to determine their inuence on combustion and
NOx emissions. The models are then used to predict the heat release
rate and NOx formation when the inlet valve timing is changed to
earlier Miller timing and the charge air pressure is raised using two-
stage turbocharging. Additionally, the models are embedded in a
1-D simulation model of the engine to predict the resulting engine
performance. The simulation results are compared with experimental
results obtained from the test engine with matching hardware
changes, giving an indication of the models ability to capture the
most important combustion and emission formation characteristics.
Results from the study show very good performance of the
combustion and emission models, when used to perform operating
map-wide simulations with varying fuel injection conditions. When
the models are used to predict heat release rate in the two-stage
turbocharged engine with Miller timing, the combustion rate is
predicted well, with small discrepancies in ignition delay calculation.
The emission model correctly forecasts the reduction in NOx
emissions as a result of the advanced Miller valve timing, but
underestimates the true level of NOx produced. Overall, the
combustion and emission models show good performance, and
their short calculation time allows them to be used for multi-variable
engine optimization within the calibration ranges. With
improvements in the ignition delay and NOx calculation, the
models can additionally be used for preliminary engine concept
design studies and turbocharger matching through simulation.
Emission reduction potential of 3000 bar
common rail injection and development
trends
S. Pflaum, J. Wloka, G. Wachtmeister, Technical
University of Munich, Germany
Due to the introduction of new emission limits, engine developers
are forced to optimize both, combustion process and peripheral
equipment of diesel engines. For this purpose peripherical systems
like the cooling system, the exhaust-gas-recirculationsystem (EGR)
and the injection system play a major role. Beside cooling- and
EGR-system highly affecting the generation of nitrogen oxide
(NOx) emissions, the soot production is primarily inuenced by
the injection system. To investigate and develop new combustion
processes the Chair of Internal Combustion Engines (LVK) at the
Technische Universitaet Muenchen (TUM) developed a novel
single-cylinder-research-engine, equipped with a special EGR
system and a 3000 bar common rail system. This common rail
system based on a standard 1800 bar system had to be adapted
and redeveloped for the extremely high injection pressures. The
LVK-Research-Engine itself was build for combustion pressures up
to 300 bar, which is high above series. The rst engine tests with
the new 3000 bar injection system showed a great correlation
between the injection pressure and the emission. As the extremely
high injection pressures in combination with standard injector
nozzles (designed for 1800 bar) did not yet produce satisfying
emission results, the LVK started to adapt and design new nozzles
for this high injection pressures. The development process of the
new highpressure-nozzles is based on Computional Fluid Dynamic
(CFD) calculations, which show the diesel ow in the injector
nozzle holes. After adapting the calculations to the new high-
pressure range, the inuence of the different geometry parameters,
like nozzle-hole number, diameter, conicity and degree of hydro
erosive (HE)-rounding of the nozzle holes was studied. With
consideration of the needs of a low-emission combustion process,
the new, adapted nozzles for high pressures were designed by CFD
and manufactured by drilling and HE-rounding. The high-pressure-
nozzles were mounted in the LVK-Research-Engine for further
investigations. The emission behaviour of the new nozzles was
tested and validated in the research engine. With the new high-
pressure-nozzles remarkable good emission-results could be
achieved. The 3000 bar common rail system with the new CFD-
optimized nozzles showes big potential to comply with EURO VI
in a distinctive area of the engine map. Beside the described
development process the paper will discuss engine development
trends concerning also costs, lifetime and potentials, like reduction
of emission and fuel consumption by applying new, adapted high-
pressure-injection-systems (up to 3000 bar and above). In addition
some future visions will be presented.
NOx emission reduction by use of N
2
diluted
charge air
O. Melhus, I. J. Garasen, B. Haukebo, K. K. Langnes,
Ecoxy AS, Norway,
D. J. Stookey, Compact Membrane Systems, Inc.,
USA,
J. E. Hustad, Norwegian University of Science and
Technology (NTNU)
In the years from 2004 to 2009 Ecoxy has tested three different
ways to dilute the charge air for NOx reducing purposes. EGR is a
well-known measure to reduce NOx from diesel engines and has
been extensively used for automotive diesel engines for a number
of years. For marine diesel engines, which run on totally different
types of fuel, EGR may have draw-backs leading to a reluctant
attitude among engine makers and users to this technology. The
market for NOx reducing solutions for marine diesel engines in
Norway was opened by the business sectors NOx fund established
in May 2008. The cooperation between the pollution authorities
and the industries established by this fund has been a big success
for technology development and introduction of NOx reducing
technologies in to the shipping market. The
relation between O
2
content in the charge
air and NOx emission from the engine is
well known. A signicant reduction of NOx
emission will be obtained by using air
separating membranes to reducing the O
2

content of the charge air. The O
2
lean charge
air thus produced is always clean without
particulate matter and has ambient
temperature. The paper will describe the
three different solutions Ecoxy has tested.
All systems use Nitrogen Enriched Air (NEA)
producing membranes, but operate quite
differently:
1. NEA membrane system moderately
pressurized by the Turbo Charger (TC) of
the engine (<3 bar g) producing charge air
with 80% N
2
installed behind the Charge
Air Cooler.
2. NEA system pressurized by a separate
compressor (approx. 10 bar g) producing
95% pure N
2
for diluting the air at the air
inlet in front of the TC of the engine
producing an air mix with 80% N
2
for the
engine.
3. Vacuum-driven NEA system directly
Liner Wall Temperature Monitoring System
Protect your valuable engine!
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MARIDISGmbH
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Friedrich-Barnewitz-Str. 4c
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Phone: +49 381 77 89 388 0
Telefax: +49 381 77 89 388 9
www.maridis.de
maridis@maridis.de
74
Tuesday, 15 June
producing air with 80% N
2
in front of the engine air intake.
The rst system was installed as a pilot application on a medium
speed Bergen Diesel BRM9 engine on board the car ferry MF
Tresfjord in cooperation with Compact Membrane Systems (CMS)
and the ferry company Fjord1 in 2004-2005. The second system was
tested on a high speed Mercedes Benz OM444 engine in a test bench
at Mantena, Trondheim in cooperation with ETech, Parker and Pon
Power in 2007. The third system was tested on a high speed Caterpillar
3508 engine on a test bench at Karmsund Videregaende Skole,
Haugesund in cooperation with CMS and Pon Power in 2008-2009.
The rst test was funded by Innovasjon Norge, the Norwegian
Maritime Directorate and the Norwegian Public Roads Administration
Ferries Management Section. The two last tests was part of a project
funded by the Research Council of Norway. All three tests were in
addition funded by StatoilHydro. All three tests gave reduction of
NOx emissions as predicted. The paper will discuss results, pros and
cons with the three concepts. In particular issues related to
modications, operation and economy included fuel economy will
be highlighted. As a main idea, application of all the three different
solutions has been for retrotting in existing engines. A discussion
on how the solutions can be applied to new engines will also be
given in the closure of the paper.
Gas Engines Non-Traditional Gases & Tribology
Thermodynamic optimisation of three gas
engine families for higher efciency
R. Boewing, D. Plohberger, MWM GmbH, Germany
The MWM GmbH located in Mannheim, Germany develops and
produces three gas engine families for power generation. The engine
models TCG 2016, TCG 2020 and TCG 2032 can be operated with
natural gas or special gases like sew age gas, biogas, landll gas, mine
gas as well as various industrial gases. There are versions for 50 Hz
and 60 Hz applications available covering a power range from 400
kWel to 4300 kWel. In 2009, an improved engine generation with
substantially increased efciency has been introduced. The efciency
increase of the models TCG 2016, TCG 2020 and TCG 2032 ranges
between about 2 % and about 4 %. At the same time, the engine
power output has been increased by about 3% and even by about
10% in case of the TCG 2032. The present paper presents the extensive
engine development work which made these improvements possible.
Various development tools have been used to improve engine
performance. Engine testing has been carried out on the newly
erected engine test bench eld which has been put into operation in
2008/2009. In order to test under most realistic conditions, complete
gen-sets are now operated on state-of-the-art test benches. Cylinder
pressure indication, as well as intake and exhaust port indication has
been used throughout the complete development programme.
Furthermore, cylinder head testing has been done on the new MWM
ow bench to assist intake and exhaust port development. The testing
work has been supported by combustion process simulation, 1D gas
exchange simulation and 3D combustion CFD. In each case it has
been assured that the calculated results were validated by experimental
data. In order to increase efciency and power of the gas engines, the
focus of thermodynamic optimisation work was put mainly on
mixture preparation, gas exchange, charge motion, ignition and
combustion. In a common integrated approach, various engine parts
have been investigated and optimised for all gas engine models
equally. The adaptation of new turbochargers has also been part of
the optimisation, especially concerning the TCG 2032 engine which
experienced the highest step in power increase. In addition to the
engine optimisation at net power, part-load operation has been
improved as well. The thermodynamic improvements allowed the
introduction of a new gas engine generation that is characterised by
high efciencies and low pollutant emissions. The paper shows that
this could be achieved by forceful conventional engine optimisation
with the complexity and the production costs of the engines
remaining almost constant.
Development of new gas engine oils for
superior corrosion and deposit control in
severe gas applications
S. Rea, Infineum USA, L.P., USA
This paper covers the development of a corrosion bench test to
predict yellow metal corrosion for gas engine oils operating in
landll or biogas digester service. The new corrosion bench test is
run at 100C with a mixture of corrosive accelerants added to the
test oil representative of sour gas service. This new test was used
as a screening tool in a designed experiment that varied the types
and amounts of detergent, dispersant, anti-oxidant, and corrosion
inhibitor. The experiment identied a leading engine oil candidate
with an additive composition that is predicted to give both good
corrosion resistance and deposit control. Field testing of the new
additive technology is progressing in both landll and biogas
applications.
Next generation gas engine lubrication
K. Tellier, ExxonMobil Research and Engineering,
USA,
G. Delafargue, ExxonMobil Lubricants and
Specialties, France,
K. Harrington, ExxonMobil Lubricants and
Petroleum Specialities Company, USA
Engine designs, operating conditions, customers needs and
environmental factors continue to place high demands on
lubricants for natural gas engines. Projections for future energy
supply and demand indicate that oil, coal and natural gas will
continue to be the predominant energy sources through 2030. As
energy prices rise through market cycles, owners and operators of
natural gas engines will seek ways to reduce their energy costs. This
will be especially true in power generation markets where fuel
costs directly affect the protability. This paper will focus on next
generation natural gas engine oil product development utilizing
leading edge synthetic technology that provides extended oil life,
excellent piston deposit control and increased engine efciency
and reduced emission benets. 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 durability test program which evaluated
the oil life, piston cleanliness and wear performance in shop and
eld applications.
Controlling NOx emissions of large gas
engines based on in-cylinder pressure
measurement
J. Eggers, S. Sofke, M. Greve, AVAT Automation
GmbH, Germany
In a market largely governed by economic efciency, engine control
systems signicantly determine the performance of large gas
engines. At this, the use of pressure indication makes an especially
valuable contribution to long-term engine monitoring and closed-
loop control of the combustion process of each cylinder per
working cycle. It allows reliable knock and misre detection and
individual cylinder balancing of various kinds of combustion
parameters such as mean indicated power, peak pressure and
Center- or Duration-of-Combustion. Therefore, real-time signal
processing solutions are used to ensure very precise controlling
strategies to operate the engine at its limit. The operators benet
results in increased engine durability and performance as well as
safe engine operation for increased power. However, it should be
emphasized that the capabilities of pressure indication are far
from being fully exploited for series engine applications, yet. To
establish pressure indication outside test rigs, we presented closed-
loop engine control based on incylinder pressure courses at the 6
th

Dessau Gas Engine Conference in 2009, whereby the proposed
method can be applied to any gas engine immediately. Meanwhile,
our in-cylinder pressure measurement device and engine control
unit has been extended to tackle another important aim besides
engine uprating in terms of power and efciency. In this paper, we
propose a general NOx control intended for in-cylinder pressure
measurement. It can be used as additional feature, when in-
cylinder pressure acquisition is already available to avoid any
further specic NOx control sensors or as replacement probably
outperforming existing NOx control solutions. At this, we focused
on the design approach of NOx control and outlined fundamental
advantages of our method in more detail. Founded on theoretical
aspects of NOx formation proposed by Zeldovich, we initially
establish a common understanding in the most relevant aspects
that deal with the essential inuence of temperature referring the
NOx formation rate. In simulations, this theoretical NOx model
was employed to analyze secondary inuence parameters on NOx
formation, whereby two empirical NOx control approaches were
derived. Further, this proposed NOx control approaches were
evaluated on acquired in-cylinder pressure courses from a single-
cylinder research engine covering a wide range of representative
operating points. Meaningful results in accuracy and robustness of
the investigated NOx estimation strategy conrm our assumption
that it is benecial to use these methods for advanced emission
control in series applications. When the fundamental engine
control is completely performed within the in-cylinder pressure
domain, it overcomes typical shortcomings of existing emission
control principles which are applied under limited assumptions
about the internal combustion and require periodic engine and
fuel specic calibration. With respect to a trade-off between low
NOx emission levels and high engine efciency, an increased
precision of NOx control allows for smaller safety margins and
leads to more efcient engine operation.
Advanced Turbocharging Systems II
Fuel economy by load prole optimized
charging systems from MAN
H. Schmuttermair, A. Fernandez, M. Witt, MAN
Diesel & Turbo SE, Germany
Due to exploding oil prices especially in 2008, ship owners and
operators are looking for ways of reducing fuel consumption,
which is taking the biggest portion in the operating costs, with
highest priority. In view of the current global nancial crisis, the
requirement of fuel economy has become increasingly a centre of
attention related to all involved technical aspects. With regard to
ship propulsion, MAN is covering the variety of solutions in the
most comprehensive way from one source. Depending on the case,
whether newbuilding or retrot, this can include the basic engine
selection or just ship operation considerations like the immediately
available slow steaming by reducing vessel speed. In any case,
the contribution of the propulsion system efciency is required to
gain maximum benets. In this respect the charging system is
regarded as a key factor, and the layout must be tailor-made acc. to
the application and average mission. Based on the intended time-
based load prole if the focus is set on full load or part load
operation two main categories can be established and even a
combination with full exibility is possible. MAN Diesel can offer
the most effective solutions, which include not only the desired
fuel consumption reduction but also attractive considerations of
the return on the invested money. In this paper, the favoured
solutions with regard to the charging system from MAN Diesel are
discussed in detail. The MAN solution for high load operational
proles is the full waste heat recovery system consisting of both
power turbine and steam turbine made by MAN, in combination
with the high efcient turbocharger series TCA. A step forward in
engine fuel efciency can be expected, unreachable to this extent
by other measures. The preferred solution for low load proles is
VTA variable turbine area technology of MAN Diesel. Further
options of course also available from MAN Diesel - in order to
increase the cylinder pressure level at low load and therewith
improve combustion are known, like sequential turbocharging
(e.g. cut-out of one turbocharger out of min. two at part load),
waste gate installation (closed at part load) or simply optimization
of the turbochargers characteristics for low load. For all these
methods a feasibility study is made in order to assess the economic
importance. By VTAs exibility, all inherent disadvantages can be
avoided and the benets optimized up to the limits of the available
margins. Of course, the intermediate load range can be covered by
both preferred options and a case by case study is essential in order
to nd the respective best solution. To carry it to extremes, even a
combination of VTA on the turbochargers as well as on a power
turbine at the same time would provide exibility and fuel
economy in all aspects even if the load prole is exible.
Development of a large-scale turbocharger
generator unit
S. Tochio, R. Ide, T. Ito, T. Iwasaki, R. Suenaga,
H. Shimaya, Nishishiba Electric Co., Ltd., Japan,
M. Kondo, M. Kunimitsu, Mitsui Engineering and
Shipbuilding Co., Ltd., Japan
Mitsui Engineering & Shipbuilding Co., Ltd. and Nishishiba
Electric Co., Ltd. have developed a Turbocharger Generator Unit
(TGU) which can produce the electric power from the exhaust gas
energy of large marine diesel engines. The continuous increase of
turbocharger efciency has made the large marine diesel engines
possible to recover the additional power through Turbo Compound
System (TCS) from the surplus exhaust energy. TGU consists of a
high-speed generator which is assembled to a turbocharger
compressor end and an electric power control system, while a
conventional power turbine system requires a reduction gear and
an exhaust gas bypass line as well as a power turbine. The maximum
continuous power of the developed high-speed generator is
1,300kW at 10,500min
-1
that corresponds to the rated speed of the
world largest turbocharger Mitsui-MAN TCA88 with high efciency.
In order to obtain the fundamental design data prior to designing
a full-scale high-speed generator, a halfsized model was designed,
manufactured and tested driven by an electric motor in combination
with such electric power control system as an inverter, a transformer,
a harmonic lter and a system controller which were newly
76
Tuesday, 15 June
developed for a full-scale model. The full-scale high-speed
generator was designed and manufactured based on the evaluation
of the manufacturing and test results of the half-sized model. On
the other hand, the connection between a full-scale high-speed
generator and a turbocharger was carefully designed through the
FEM analysis and the rotor vibration analysis. The full-scale high-
speed generator was assembled to the TCA88 turbocharger for
Mitsui-MAN 11K98MC-C(62,810kW 104min
-1
), on which three
sets of turbocharger are installed, after a mechanical running test
driven by an electric motor and the assembly was subjected to a
turbocharger burner rig test together with the above mentioned
electric power control system. The generator (system) output of
1,015kW (960kW) was achieved at 10,500min
-1
with the generator
(system) efciency of 94.0% (88.9%), resulting in the reduction of
apparent turbocharger efciency by 3.8 points. The system output
corresponds to 4.6% of the intended diesel engine shaft output,
which yields 2.3 points increase in thermal efciency. It is expected
through the detailed evaluation of the measured data that more
output can be achieved when the turbocharger is designed for the
hot cycle engines suitable for waste heat recovery. It was also
conrmed that the electric power control system works satisfactorily
and the rotor runs without any harmful vibration through the
whole running speed.
Development of a new turbocharger
technology for energy efcient and low
emission diesel power plant
T. Teshima, M. Kimura, K. Shiraishi, Y. Ono,
Mitsubishi Heavy Industries, Ltd., Japan
All of the marine diesel engines are requiring the increasing
demand for energy efcient and low emission. Following three
issues have become major concern for diesel engines.
1. Increase of charging air pressure for lower NOx emission for
TierII engines
2. Exhaust gas waste heat recovery for lower CO
2
emission
3. Flexibility of the engine for part load optimization for lower
CO
2
emission
To comply with engine requirement to supply very high scavenging
air pressure, MHI successfully developed new series of MET-MB
turbochargers. In consideration to maximize exhaust gas energy
recovery, MHI has developed a hybrid turbocharger system (HB TC
System) for marine diesel engines because it has the advantage of
a higher heat recovery efciency coming from the latest power
electronic system. This is a turbocharger coupled directly with a
high speed generator/motor. This system was originally developed
for stationary gas engines to keep the charging air pressure constant
in all season. The technology above could be changed for a Waste
Heat Recovery system (WHR system) of marine diesel engines.
This paper introduces design features and estimated calculation
results of the rst hybrid turbocharger MET83MAG which is newly
developed by MHI. As the other new technology of achieving
lower fuel oil consumption at the low-load of marine diesel engine,
MHI jointly proposed with shipyards and engine manufacturers
an on/off sequential turbo-charging system responding to engine
load, featuring two different sized turbochargers which are located
in a parallel arrangement used with a single diesel engine. This
new sequential turbo-charging system (STC System) can contribute
for both engine optimizing points at low load and high load. MHI
obtained good results at shop test. Further advantage of the system
above is that it can make remarkable increase of heat recovery at
part load. Usually, the WHR system is functional at engine load
more than 50% engine load in case of conventional turbo-charging
system. In case that the WHR system applied together with this
new turbo-charging system, the WHR system is possible to be
functional at lower load range than a conventional system, for
example 40% engine load due to increased scavenging pressure.
Authors are also proposing this system for energy efcient and low
emission diesel power plants to next generation.
Multi-model adaptive wastegate control of a
large medium-speed engine
F. Oestman, T. Kaas, Wrtsil Finland Oy, Finland
The emission legislation for large medium-speed engines has
become increasingly stricter in recent years. One of the more
common ways of meeting these restrictions is to treat the exhaust
gases with various external devices, such as catalysts and scrubbers.
However, to ensure admissible air pollution levels throughout the
life-time of the engine system, the long-term performance of the
different engine control-loops needs also to be guaranteed. The
dynamics of marine and power plant engines are usually dependent
on many different factors, such as the operating point of the engine
and external conditions. Aging, wear and clogging of mechanical
components affects, furthermore, the dynamic behaviour of the
engine. As a consequence, the optimal set of controller parameters
varies over time and deteriorates the performance of the closed-
loop control system. To consider the dynamic variations due to
nonlinearities and changing conditions, gain scheduling control
schemes are usually used, where the controller parameters are a
function of a measured quantity, e.g. the engine load. To eliminate
the need of additional measurements, adaptive control schemes
could be considered. A typical problem with adaptive control
methods is the drifting of the identied parameters during states
of insufcient excitation. Multi-model adaptive control scheme
has been proposed as an approach which is more robust to
excitation problems. The contribution of this paper is the
development of a multi-model adaptive control method for waste-
gate control of an internal combustion engine. Instead of using
additional measurements, the dynamic changes in the process due
to varying operating conditions are identied using process
identication which are then used for adjusting the controller
behaviour. The adaptive control scheme is evaluated on a 2.7MW
Wrtsil 6L34SG natural gas engine, where the dynamics variations
due to the wastegate and turbocharger are successfully identied
and used for determining the correct response of the controller.
(12) Users Aspects
Land-based Applications
(Power Generation, CHP, Oil & Gas, Rail)
Exhaust emissions from A 2,850kW EMD
SD60M locomotive equipped with a diesel
oxidation catalyst
S. Fritz, D. Osborne, J. C. Hedrick, Southwest
Research Institute, USA,
M. Iden, Union Pacific Railroad Company, USA,
J. Galassie, Miratech Corporation, USA
This paper evaluates the effectiveness and durability of a third
generation experimental diesel oxidation catalyst (DOC) system on
the emissions of a 2,850kW EMD SD60M US EPA Tier 0 locomotive.
The locomotive was originally manufactured in 1989, and the diesel
engine was last overhauled and brought into EPA Tier 0 compliance
in 2005. The DOC system was positioned in the pre-turbine exhaust
ow. Locomotive Federal Test Procedure (FTP) testing was performed
on the Union Pacic Railroad locomotive, before and after
installation of the oxidation catalyst. The locomotive was then put
into revenue service in California, and worked back to SwRI after
completing six months and 14 months of service for additional
emissions testing and DOC inspection. Two previous generations of
this DOC technology were installed on this same locomotive,
starting in May 2006. Initial test results showed that the V-CAT
produced a 46% reduction in brake specic particulate matter (PM)
over the locomotive line-haul duty-cycle, and 32% reduction over
the switcher duty-cycle. Hydrocarbons (HC) and Carbon Monoxide
(CO) were reduced by 57 and 78%, respectively, over the US EPA
line-haul cycle, and 55 and 69% over the switcher cycle. Initial
testing of the V-CAT also demonstrated minimal fuel penalty, with
back-to-back testing of the locomotive with and without the V-CAT
showing that brake specic fuel consumption (BSFC) increased
over the line-haul cycle by 0.5% and essentially no change over the
switch cycle. Smoke opacity increased due to reduced engine
breathing at Notch 6, but was well below Tier 0+ smoke limits.
Testing at six and 14 months showed no signicant degradation in
emissions performance or engine performance. V-CAT inspections
at six and 14 months revealed that there were no major durability
issues. There were also no aftertreatment maintenance performed
during the 14 month demonstration. Based on the results of this
test program, a DOC may be a viable tool for meeting Tier 0+ PM
standards for various EMD locomotive models. Additional eld
operation of any retrot DOC on EMD locomotives would likely
be necessary to further validate the long-term reliability, as these
locomotive engines are typically expected to operate for seven to ten
years between overhauls.
Wind Diesel Hybrid Systems - engines
supporting wind power
C. Dommermuth, J. Dorner, MAN Diesel & Turbo SE,
Germany
The environmental impacts of electricity production are attracting
increasing attention. Environmental friendly and low CO
2

electricity production methods are supported by worldwide
policymakers as part of a strategy to stop climate change and
ongoing pollution. This paper deals with an interesting opportunity
especially for Internal Combustion engines (IC engines) to
combine the multi-fuel high-efcient power generation with IC
engines and the environmental-friendly power generation with
CO
2
neutral wind power in hybrid wind diesel solutions. No other
energy generating solution has a stronger growth rate over the past
15 years than wind power - and no other prime mover technology
has so much exibility, high availability and reliability in electricity
generating than an IC engine. In modern electricity grids, e.g. the
European UCTE with a high share of uctuating power installations
like wind farms, a Transmission System Operator (TSO) takes care
of transmitting electrical power from generation plants to regional
or local electricity distribution operators.
VOC energy recovery by gas turbine
cogeneration
Y. Yoshimura, S. Uji, IHI Corporation, Japan
Volatile organic compounds (VOCs) are discharged during plant
operation at manufacturing facilities for paints, chemicals, or
plastic/resin, and can cause photochemical smog and pollution
due to suspended particulate matter (SPM). In some cases several
types of VOC, such as toluene and xylene, are necessary in the
painting process, and there is much concern regarding disposal of
VOCs after use. The waste gas containing large amounts of used
VOCs must be treated by taking certain measures. In general,
treatment of VOCs can be classied into two types: (1) recycling by
activated carbon adsorption and (2) exothermic oxidation by
combustion to render the compound harmless. Although
exothermic oxidation (combustion) is occasionally used,
regenerative thermal oxidation and catalytic oxidation have recently
become the most popular methods in large-scale processing.
Sufcient reduction of VOC emissions can be achieved using any
of these methods, but there are some concerns about energy
efciency. In an attempt to resolve these issues, we have developed
a new VOC abatement system in which the chemical energy of
VOC is recovered as a partial fuel for gas turbine cogeneration. The
use of this system may result in a reduction in carbon dioxide
(CO
2
) emissions and also a signicant reduction in the operating
cost of the entire VOC abatement system. In this paper, we explain
the new VOC abatement system, which combines a steam-injected
gas turbine with an adsorption apparatus using activated carbon.
Application of an experimental EGR system
to a 1,715kw EMD 12-645e3 locomotive
engine
J. Hedrick, S. Fritz, Southwest Research Institute,
USA,
S. Ted, Advanced Global Engineering, Inc., USA
This paper investigates the exhaust emissions and fuel consumption
benets of using exhaust gas recirculation (EGR), separate circuit
aftercooler, and retarded injection timing on a 1,715kW Electro-
Motive Diesel (EMD), two-cycle, 12-645E3 diesel engine, which is
very popular in marine and locomotive applications in North
America. The use of EGR, 4 degree static injection timing retard,
and minimizing manifold temperature provided a US-EPA line-
haul duty cycle brake specic Nitrogen Oxides (NOx) emission
reduction of 46% while demonstrating no increase in cycle brake
specic fuel consumption (BSFC) when compared to the baseline
test. The brake specic particulate matter emissions increased by
only 7.5% over baseline levels. The same engine conguration
offered a 50.6% reduction in NOx over the US-EPA switcher cycle
and a simultaneous 2.8% improvement in fuel consumption. The
switcher cycle weighted PM increased by only 12.7.
Diesel Engines Emission Reduction
Sailing towards IMO Tier III Exhaust after-
treatment versus engine-internal technologies
for medium speed diesel engines
G. Tinschmann, D. Thum, S. Schlueter, P. Pelemis, G.
Stiesch, MAN Diesel & Turbo SE, Germany
Large engines capable of burning heavy fuel oil (HFO) offer
unrivalled efciency in operation, long maintenance intervals and
thus hold a dominant market share of over 95% as propulsion
engines in merchant shipping. Taking into account of the tonnages
transported ships are the most economical and lowest emissions
means of transport. However, the proportion of shipping related
emissions of oxides of nitrogen (NOx) und oxides of sulphur (SOx)
is increasing constantly, especially on shipping routes with a high
trafc concentration and in ports. Issued by the International
Maritime Organization (IMO), with MARPOL 73/78 Annex VI the
rst internationally valid piece of legislation for the limitation of
gaseous harmful emissions from marine diesel engines came into
force in 2005, retroactively to 1st January 2000 and is by now titled
78
Tuesday, 15 June
IMO Tier I in relation to its NOx limits. Scheduled for 2011, IMO
Tier II targets for a 15 - 22% reduction in the NOx limits to be
complemented in 2016 by IMO Tier III which calls for the application
of a reduction in NOx emissions of 80% compared with todays
standard in certain waters yet to be dened so called Emission
Control Areas or ECAs. For the reduction of sulphur oxide (SOx)
emissions from marine engines IMO has nominated SOx- Emissions
Control Areas (SECAs). In these zones, only fuels with a maximum
sulphur content of today 1.5% may be used or the ship operators
are required to employ an equally effective exhaust aftertreatment.
Since the sulphur content of the fuel has an enormous inuence on
the particulate emissions of an engine, with the introduction of
Annex VI the maximum sulphur content of marine fuels will be
further limited not just for the ECAs but worldwide. To full the
limits set by the IMO MAN Diesel is focussing on technologies
which are best to meet the requirements. On the one hand engines
have to full IMO Tier II limits on the free ocean and it is allowed to
burn heavy fuel oils with up to 3.5% sulphur until 2020. On the
other hand NOx emissions must be 80% below IMO Tier I inside
the ECAs and low sulphur fuel has to be used or equivalent
techniques for reducing the SOx-Emissions have to be applied. This
paper describes investigations carried out at MAN Diesel SE and
deals with the following questions and tasks:
What is the preferred technology for IMO Tier III having the
lowest capital and operational expenditures in mind?
Is exhaust gas aftertreatment with an SCR catalyst the preferred
solution to reach the NOx-limits or are there alternatives like
Miller-Cycle, exhaust gas recirculation and wet methods? Are these
options technically feasible and competitive?
Is a exible engine necessary, switching from Tier II to Tier III
operation when entering ECAs?
Whats the benet of an exhaust gas scrubber and which are
the major challenges if we use HFO also in ECAs?
What is the preferred solution for a small genset engine and
which is the favourite for large propulsion engines?
After giving a short overview of technical solutions including test
results, the paper summarizes the challenges and concludes with
the evaluation of several Tier III technologies..
Exhaust emission control of Mitsubishi UE
diesel engine
A. Miyanagi, K. Watanabe, J. Yanagi, Mitsubishi
Heavy Industries, Ltd., Japan
This paper shows our approach and perspective to exhaust emission
control of Mitsubishi UE low speed two-stroke diesel engine for
marine propulsion. Regulations for the emission from marine
diesel engines are tightened still further. IMO Tier II regulation
requires nitrogen oxides to be reduced approx. 15% by 2011 and
Tier III requires them to be reduced 80% by 2016. Sulfur oxides are
required the phased reduction of sulfur content in fuel. Carbon
dioxide is also the matter being discussed for the future regulation.
UE engine adapts to IMO Tier II with engine parameter optimization
such as Miller cycle, fuel injection rate, optimization of fuel spray
and swirl ow in combustion chamber in order to prevent large
increase of carbon oxide. For IMO Tier III regulation, aftertreatment
of emission is under consideration. Combination of exhaust gas
re-circulation and water injection could be possible to reduce
nitrogen oxides. However, this combination possibly brings some
carbon dioxide increase and reliability degradation caused by
sulfuric acid. For sulfur oxides, reduction of sulfur content in fuel
might be well received and suitable for after treatment and EGR
system because of low sulfuric oxides. In future, demand for carbon
dioxide reduction will probably be strengthened. Several measures
are under investigation such as waste heat recovery system, hybrid
turbocharger and so on. It is assumed that this approach would be
signicant in conjunction with shipping mode optimization.
Two-stroke engine emission reduction
technology: state-of-the-art
M. F. Pedersen, A. Andreasen, S. Mayer, MAN
Diesel & Turbo SE , Denmark
Future emission regulation requires drastic reductions of harmful
regulated pollutants from large diesel engines. For marine diesel
engines, especially the recently adopted amendments to MARPOL
Annex VI, contains signicantly tightened regulations in terms of
emission control for both existing and new engines. Engine-out
emissions can be controlled either by primary or secondary
methods. Primary methods focus on the process on emission
formation and involve e.g. adjustment of the engine injection
equipment, injection and exhaust valve timing, as well as
technologies such e.g. Water-In-Fuel emulsion (WIF) and exhaust
gas recirculation (EGR). Secondary methods focus on exhaust gas
after-treatment and involve for instance NOx reduction using
selective catalytic reduction (SCR) and scrubber technology for
washing out sulfur species as well as particulate matter. This paper
will focus on primary methods. The regulation, as well as an
increasing demand from various owners, operators, ports and
other concerned task holders, has led to MAN Diesel using part of
its R&D resources in developing retrot measures for existing
engines. The retrots are aimed at reducing NOx, but will also be
benecial for other emission and operation aspects. Recent results
on this work will be presented in the paper. Water in fuel emulsion
(WIF) is an existing wellproven technology for large two-stroke
engines, especially for land based stationary diesel power plants.
Recently WIF has been further investigated on the 4T50ME-X test
engine in Copenhagen. Both the NOx reduction potential as well
as the effect on other emissions is investigated. In this paper water
contents up to 90 % vol. added water have been achieved and a
NOx reduction approaching 60% has been obtained. While the
emission of unburned hydrocarbons (HC) increase somewhat it is
shown that WIF is very effective in reducing the emission of CO.
Results from investigations on exhaust gas recirculation (EGR) will
be presented. The results will include an overview of the potential
for NOx reduction and the inuence on other emissions such as
CO and HC. High EGR ratios exceeding 40% have been achieved
and it has been shown that EGR has the potential to full the IMO
Tier III legislation. While the emissions of HC decrease slightly the
CO emissions increase. As a result from the extensive testing of the
EGR technology on the 4T50ME-X test engine, it has been decided
to test the technology onboard a ship. EGR and WIF technologies
can be combined for even further NOx reduction. Results from
combinatorial tests are presented in the paper. Extremely low
emission of NOx down to 0.2 g/kWh has been demonstrated
while achieving low emission levels of both HC and CO.
Theoretical and experimental study on
measures to minimize the NOx -SFC trade-off
K. Sugiura, K. Shimada, Mitsui Engineering and
Shipbuilding Co., Ltd., Japan,
K. Takasaki, K. Okazaki, Kyushu University, Japan
MES (Mitsui Engineering and Shipbuilding Co., Ltd.) and Kyushu
University have been theoretically and experimentally investigating
effects of some measures to clear the IMO NOx regulations for
marine diesel engines, MARPOL Tier II starting from 2011 and
Tier III from 2016. Formation of NOx, a product from thermal
dissociation of combustion air, is strongly inuenced by the
maximum combustion temperature (ame temperature). For
example, lowering the ame temperature of 200K (for example,
from 2400K to 2200K) realizes a NOx reduction to one tenth. On
the other hand the higher the ame temperature, the better
combustion results and the higher the maximum temperature in
the thermodynamic cycle, the higher the thermal efciency. For
that reason, NOx and specic fuel consumption (SFC, directly
linked to CO
2
emission) are in a trade-off relation. The authors
introduce some unique trade-off minimum measures, with which
NOx can be reduced keeping the sacrice of SFC to a minimum.
Effects of the following measures have been veried with
visualization of spray combustion using a specially designed visual
test engine and a constant volume combustion chamber (CVCC)
simulating the combustion chamber of a marine diesel engine:
1. Water utilization, the measures to cool the combustion ame
and restrain NOx formation using water
1-1. FWE, fuel water emulsion
1-2. DWI, direct water injection (DWI is dened as the method
of water injection into the cylinder from other injection holes than
the fuel injection holes.)
Applying the water technologies, following results have been de-
rived: For FWE, 30% NOx reduction by adding 30% water (100%
fuel + 30% water) without any increase of SFC has been conrmed
from running tests using a medium-speed engine. Improvement of
spray combustion applying FWE that compensates the bad effect
of water has been clearly visualized by the visual test engine. Fur-
ther MES has achieved a long-time record of FWE application to a
Mitsui MAN B&W two-stroke engine for electric power generation
in Guam Island. Regarding DWI, a clear drop in ame temperature
has been found in the visual data. A 75% NOx reduction with less
than 3% increase of SFC has been achieved at low load (25% load)
as best record using a two-stroke test engine (400 mm bore).
2. Miller cycle technique, a method to lower the maximum
combustion temperature by lowering the temperature at the
beginning of combustion (at the compression end).
As a fundamental research work, the Miller cycle effect has been
examined using the CVCC (constant volume combustion cham-
ber). And 20% NOx reduction has been conrmed by lowering the
air temperature at combustion start by 50K. This result will encou-
rage the engine designers to apply the Miller cycle technique.
3. Application of EFI (Electronically controlled fuel injection
system) to achieve a trade-off minimum
Drastic improvement of spray combustion by combining smaller in-
jection holes and higher injection pressure (raised to 150 MPa) has
been visualized. Utilizing the visual data and CFD spray combustion
simulation, the trade-off minimum measures are being investi-
gated. As an example, rate-shaping, controlling of fuel injection
pressure at the beginning of injection applying EFI is introduced. A
drop in ame temperature that leads to NOx reduction, with smaller
deterioration of combustion by rate-shaping has been conrmed,
compared to the normal way like injection timing retard, by analyzi-
ng the high-speed photos taken from the visual test engine.
(25) Fundamental Engineering Gas Engines
Formation of formaldehyde in lean burn gas
engines
M. Bauer, G. Wachtmeister, Technical University of
Munich, Germany
In recent times stationary gas engines, especially those fuelled with
poor gases, have shown amounts of formaldehyde emissions
exceeding the given limits. In order to achieve compliance with the
emission regulations for newly developed engines as well as for
old sites, research was conducted at the Lehrstuhl fuer
Verbrennungskraftmaschinen (LVK, Chair of Internal Combustion
Engines) of the Technische Universitaet Muenchen to discover the
factors inuencing the formation of formaldehyde as gas-engine
emission component. The fundamental effects of charge-air
pressure, excess air ratio and ignition timings on the emissions of
formaldehyde were investigated in basic experiments. A
combination of high charge pressure, low excess air ratio and late
ignition timings led to a decrease of the emissions of formaldehyde.
On the other hand low charge pressures and lean airfuel- mixtures
caused signicantly higher emissions of formaldehyde, partly
rising with decreasing spark advance. Following the basic
experiments, the inuence of engine and operating parameters on
the emissions of formaldehyde were investigated. Within these
experiments the operating parameters fuel gas composition and
mixture humidity and the engine parameters swirl intensity,
compression ratio, shape of the combustion chamber and top
land crevices volume were varied. The emissions of nitrogen
oxides were held constant within these investigations. The
characteristics of the formaldehyde emissions over ignition timing
were qualitatively the same for all variations. Emitting most
formaldehyde at advanced ignition, late ignition timings implicate
a decrease of formaldehyde emissions and sinking engine efciency.
The more carbon dioxide the fuel gas mixture contains, the lower
are the formaldehyde emissions. A slight reduction of the
formaldehyde emissions could also be achieved by reducing the
compression ratio by one unit, whereas increasing it by two units
caused the formaldehyde emissions to rise signicantly at the same
time. Strikingly increased formaldehyde emissions have also been
measured in tests with a piston with increased volume of the top
land crevice. Compared with this swirl intensity, mixture humidity
and shape of the combustion chamber did not inuence the
amount of formaldehyde emissions signicantly, but caused the
characteristics of formaldehyde emissions over ignition timing to
shift. A correlation could be found between the rate of heat release
and the shifts in the formaldehyde emissions characteristics. The
temperatures of fresh mixture and coolant as well as the exhaust
gas pressure were varied within short tests. When nitrogen oxide
emissions were held constant, no notable inuence on the
formaldehyde emissions could be found. A short test, in which the
exhaust valve clearance was reduced to zero, led to a signicant
rising of formaldehyde emissions. Within this research project
there could be found no factor capable of reducing formaldehyde
emissions without negative effects on further important parameters,
for example nitrogen oxides, efciency and exhaust gas
temperatures, except a reduced volume of the top land crevice.
However, a reduction of the top land crevices volume is structurally
limited.
Optimization of combustion and knocking
behaviour in open chamber gas engines
based on optical analysis and 3D-CFD
simulation
P. Christiner, G. Kogler, A. Wimmer, LEC - Large
Engines Competence Center, Austria,
T. Jauk, Graz University of Technology, Austria
In addition to the criteria of highest possible performance, greatest
efciency and lowest emissions, one critical development goal in
the optimization of large gas engines is to apply engine concepts
versatilely to a very diverse range of gases. In particular, the goal of
reaching a high BMEP level with different gas qualities necessitates
taking measures to shift the knocking limit. In this context, the
80 Schiff & Hafen | June 2010 | Nr. 6
Tuesday, 15 June
optimization of piston geometry plays a decisive role in open
chamber combustion concepts. To solve the complex problem, an
integrated methodology consisting of calculation with the
3D-CFD code AVL-FIRE and experimental investigations on a
single-cylinder research engine (SCRE) was chosen. To review the
pre-calculations of the effects of changes in geometry on knocking
behavior, a verication of the simulation results for selected
variants was initially conducted using a VisioKnock system from
AVL, which also permits the detection of knocking in piston
bowls. Based on the adapted simulation tools, optimization
measures were derived, extracts of which will be presented in the
article.
Knock occurrence prediction by means of
chemical kinetics in heavy duty dual-fuel
engine
G. Javadirad, M. Gorji, Nushirvani University of
Technology, Iran,
A. Al-Sened, Technomot Ltd., United Kingdom,
M. Keshavarz, H. Safari, Iran Heavy Diesel
The onset of knock is a major issue of running dual fuel engines
at high loads with different gaseous fuels and ambient conditions.
Two types of knock can limit the power output from dual fuel
engines: diesel knock and gas (spark) knock. It is acknowledged
that the ratio of diesel fuel mass to gaseous fuel mass is an
important index in determining which type of knock is
predominant. This paper describes the development of a two-
zone predictive model for the onset of knock in a dual fuel engine.
A 9-step short mechanism with 11 chemical species is used to
determine the chemical reactivity of the endgas zone. The
contribution of pilot diesel fuel combustion is taken into account
by a heat release model. The results were rst validated against
some published results of engine analysis and performance
prediction. Secondly, a known dual-fuel development engine was
simulated and, nally, an engine in service, which had been
converted from diesel to dual-fuel, was simulated. Good
agreement with existing performance data was demonstrated in
all these cases.
Stoichiometric operation of natural gas
engines for very low emissions applications
J. Hiltner, M. Flory, Hiltner Combustion Systems,
USA
The utilization of natural gas engines for power generation and
other stationary applications has grown dramatically in the last
two decades, due largely to the favorable emissions characteristics,
and more recently, to the favorable power density and thermal
efciency of lean burn spark ignited engines relative to their
various market competitors. With minimal required after-treatment
and relatively low-cost controls, open-chamber and pre-chamber
lean burn engines are capable of efciency and BMEP levels
comparable to similar displacement diesel engines, with an order
of magnitude reduction in NOx and particulate emissions. This
rapid development is now threatened in many markets by proposed
emissions regulations that are below the currently achievable
engine out NOx capabilities of lean burn engines. While SCR
aftertreatment offers a clear technical solution for larger
installations where very low NOx levels are required, these systems
represent a signicant increase in system cost and complexity and
are not economically feasible for smaller installations, particularly
those operating in remote areas. This combination of factors is
driving many traditional natural gas engine markets, particularly
in North America, away from lean burn combustion and back to
stoichiometric combustion systems where 3-way catalysts can be
utilized to reduce overall emissions of NOx, CO, NMHC and to
some extent other trace pollutants. Engines operating under
stoichiometric conditions generally offer lower performance and
suffer from signicant durability issues due to high in-cylinder
and exhaust gas temperatures. This paper explores the roots of the
performance penalty paid for a shift to stoichiometric combustion.
Engine test results from a heavy duty natural gas engine are used to
illustrate the impact of heat release rate, charge thermodynamics,
in-cylinder heat transfer, knock limits, engine breathing and
exhaust gas temperature limits on engine performance under
stoichiometric conditions. The individual effects of each of these
parameters is quantied through one-dimensional modeling of
the test engine. The impact of cooled, low pressure EGR is also
discussed in terms of its performance potential relative to
stoichiometric and lean combustion systems. The loss of engine
power density, increase in brake specic engine cost, and the
increase in greenhouse gas emissions of stoichiometric engines are
then quantied relative to their NOx reduction potential with
respect to high performance lean burn engines. This paper seeks to
quantify the performance and market penalties associated with a
shift to stoichiometric engine operation, as well as describing the
roots of these penalties.
Aspects of Turbomachinery
Turbocharger performance stability under
HFO conditions
V. Haueisen, T. Behr, W. Gizzi, ABB Turbo Systems
Ltd., Switzerland
To meet the performance and emission requirements of modern
diesel and gas engines turbochargers must be built using the same
highly advanced aero- and thermodynamic design principles
applicable to related turbomachinery such as gas turbines and
aero-engines. Unlike these applications, however, turbochargers
are not always operated with clean media. Under harsh
conditions turbochargers can ingest oil and dust laden air on the
compressor side as well as severely contaminated exhaust gases
on the turbine side. Since peak aerodynamic performance is
required and the geometries of the compressor and turbine stages
are designed with this aim, it is evident that any contamination in
the ow duct or on blade proles will inuence aerodynamics
and may lead to performance deterioration. Possible consequences
for the engine of a drop in turbocharger performance are higher
exhaust gas and valve-seat temperatures, while for the turbocharger
there is the possibility of increased rotor speed. Each of these
consequences can even lead to an undesirable reduction in engine
load rating. Additionally, fouling on the turbine side of the
turbocharger can cause the blade wear rate exceed acceptable
limits. As a result mechanical cleaning, shorter exchange intervals
or premature reconditioning may be necessary, with all their
economic impacts. Several cleaning procedures are available to
counteract the build-up of fouling on turbocharger components
and thus keep performance more or less stable. However, under
certain boundary conditions, and especially on some four-stroke
HFO burning engines, these measures often have only limited
effect. As a result, an uncontrolled downward drift in performance
is possible over a turbochargers operating period. Besides the
drop in performance in such circumstances, there is also the
disadvantage that todays cleaning methods are not always well
suited to the avoidance of turbine component wear. The present
paper outlines available cleaning methods and their integration
into the turbocharger design and development process in order to
narrow the gap between the performance potential of turbocharger
technology and the performance effectively available over
standard service intervals. Current methods are described and
their efciency documented, based on eld-experience. Further,
the paper provides an insight into how wear due to contamination
can be signicantly reduced and how this can have a substantial
economic impact. Finally, parts of the development process are
described, showing how procedures can be derived by adopting a
systematic approach and how they lead to performance stability
in turbochargers operating on HFO.
3D-uid-structure interaction for an axial
turbocharger turbine blade to improve the
vibrational safeguard process
A. Bornhorn, S. Mayr, T. Winter, MAN Diesel &
Turbo SE, Germany
The vibrational safeguarding of a turbine rotor blade design is still
a great challenge for todays high performance turbochargers, in
particular thereby affected, that the turbocharger has to operate in
a very wide rotor speed range without any critical vibrational
excitation. According to the state of the art the vibrational
safeguarding is an integrated process of numerical simulation and
experimental verication. Finite Element calculations establish the
basis for experimental determination of dynamic blade load by
strain gauge measurement or non intrusive measurement
techniques e.g. tip timing. The measured blade loads again are a
necessary input for a subsequent numerical calculation of the
blades fatigue safety. As this approach is dependent on the
availability of prototype hardware results can be obtained in a very
late stage of the development process. In order to get decisive
references about the excitability of a turbine rotor blade during the
development process, a plurality of existing vibrational
measurements in their critical modes were recomputed with an
unsteady CFD code. The results of the CFD analysis are pointing to
aerodynamic effects, which are causative for an excitation. Beside
the evaluation and visualisation of the aerodynamic unsteady
effects, the time depending pressure distribution on the rotor
blade surfaces is the most important result of the CFD computation,
as this distribution is impressed as a time depending load on a FE
model. Considering, that the damping coefcient is not nally
determined, the FE analysis shows tendencies, which are
comparable with the measurements. Therefore it will be possible
in the future to obtain valuable indications about the vibration
behavior of a turbine rotor blade at a very early state of the
development process.
ST27: A new generation of radial turbine
turbochargers for highest pressure ratios
R. Drozdowski, K. Buchmann, Kompressorenbau
Bannewitz GmbH, Germany
The biggest challenge to future developments of medium-size and
large diesel engines in marine applications, especially engines
using heavy fuel, will be to comply with the tougher environmental
regulations of IMO Tier II. A supercharging system offers optimum
support for these developments by providing a higher boost
pressure and better efciencies. Since its introduction, KBBs HPR
turbocharger range has been well accepted on the market. KBB will
continue to face up to this challenge with the new ST27 range of
radial turbine type turbochargers. Based on the successful HPR
range, the new ST27 turbochargers reach pressure ratios of up to
5.5 with a high overall efciency. In order to meet the new demands
of engine applications, the ST27 range has been extended by two
additional sizes over the HPR range and will be used for gas, diesel
and heavy fuel oil engines with a power output from 300 to
4800kW. However, the outline dimensions for the ST3ST6 are
equal to those of the HPR3000 HPR6000. The ST2 is planned for
smaller and the ST7 for higher volume ow rates. The ST27 has
already been launched onto the market. The full range will be
available by the end of 2010. This paper describes the development
of the main ST27 turbocharger features such as bearing and
compressor design including temperature measurements in the
rotating impeller in preparation for adopting a new air-cooling
system. An extensive qualication test program was successfully
performed on both the turbocharger test stand and engine test
benches. The paper focuses in detail on the development process
for the radial turbine wheel. High rotational speeds and high
temperatures, but especially blade vibration, make the turbine
wheel one of the most critical parts in the turbocharger. In contrast,
less time is available for developments. Efcient and fast design
and evaluation tools help reduce prototyping and experimental
work to a minimum. Knowledge of the occurring peak vibratory
stress is essential during the design process. In this regard, a
method is presented to estimate the vibratory stress of radial
turbine blades by a simple excitation model. The effects of
mistuning induced by geometric differences in the blades result in
a further uncertainty during the design process.
The modeling and analysis of the effects of geometric-based blade
mistuning and thus the relevant effect on peak vibratory stress are
described in this paper along with the corresponding results of
blade vibration measurements.
Development of Niigata-NGT3B gas turbine
for large standby generator set
H. Kojima, S. Tarui, T. Kuribayashi, K. Takahashi,
M. Koyama, Niigata Power Systems Co., Ltd.,
Japan
Niigata Power Systems Co., has developed the new gas turbine
NGT3B which is installed in a large standby generator set. This gas
turbine engine meets a large capacity of important facilities in
Japanese metropolitan areas. It is installed in the CNT-3000EA
generator set which generates 3000kVA. Furthermore, it is scaled
up to 6000kVA by using a twin NGT3B gas turbine. Although the
generator set is large, it can be quickly started within 40 seconds
dened by the re defense law in Japan. An additional specication
of rapid restarting within 40 seconds after an engine stop increases
reliability for a standby generator set. The other features are
lightness, a digital control, a remote monitoring system and a low
leakage lubricating system. The gas turbine engine is composed of
a single shaft, two-stage centrifugal compressor, three-stage axial
turbine, a single-can combustor, and a dual-fuel injector. One
characteristic is turning-less for rotor cooling after the engine
stops. Characteristic positions of rotor bearings realize it. The rated
output power is increased from 2207kW to 2648kW by the
improvement of NGT3A base model. A thermal efciency achieves
24.7%. On the other hand, the maximum power is 2800kW, so
some margin is given to the rated output power. Durability against
the heat cycle by the fast start is tested by repeated engine starts
and stops. And rapid restarting tests within 40 seconds are done
on the assumption that power grids are returned during the engine
stops. Long no load continuous running tests improve reliabilities
of early standby to blackout. Over load tests conrm the durability
of hot parts. There is no problem for durability of the engine. Any
remarkable decrease in performance can be detected in the
Tuesday, 15 June
durability tests.
This paper describes the design features of major engine component
and a generator set for NGT3B. An engine performance and
durability tests results are also shown.
June 15th Exhibition area
Poster Session
Session 1
The design of a new generation medium-
speed research engine
O. Kaario, M. Imperato, A. Tilli, K. Lehto, O. Ranta,
E. Antila, A. Elonheimo, T. Sarjovaara, M. Nuutinen,
M. Larmi, Aalto University School of Science and
Technology, Finland,
T. Roennskog, S. Pisilae, Componenta Pistons Oy,
Finland,
J. Tiainen, I Kallio, H. Rinta-Torala, Wrtsil Finland
Oy, Finland
Session 2
Improving the combustion process in lean-
burn natural gas compressor engines
R. Evans, R. Brown, A. Mezo, The University of
British Columbia, Canada
Combustion system design study to
maximize thermal efficiency in open
chamber stationary natural gas engines
B. Suhre, J. Adair, D. Chiera, L. Tozzi,
E. Sotiropoulou, Woodward , USA
D. Montgomery, P. Jensen, B. Hanks, A. Kim,
Caterpillar, USA
Session 3
Effects of Miller timing on the performance
and exhaust emissions of a non-road diesel
engine
S. Niemi, University of Vaasa and Turku University
of Applied Sciences, Finland,
P. Nousiainen, P. Lassila, V. Tikkanen, K. Ekman,
Turku University of Applied Sciences, Finland
Emissions the way ahead
P. Tremuli, A. S. Carter, Ricardo UK Ltd., UK
Improvements to transient response times
and decreased smoke production in medium
speed marine propulsion diesel engines
T. Yamada, Y. Okano, K. Hanamoto, S. Shimomura,
Daihatsu Diesel MFG.Co., Ltd., Japan
Liquids to Value
Werner-Habig-Strae 1 59302 Oelde
Tel. +49 2522 77-0 Fax +49 2522 77-1778
ws.systems@geagroup.com www.westfalia-separator.com
GEA Westfalia Separator GmbH
GEA Mechanical Equipment
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Bilgewasser < 5 ppm
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Diese speziellen Entwicklungen arbeiten mit selbstreini-
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als 15 ppm sorgen. In besonders sensiblen kosystemen
lsst sich der Wert mit einer adaptiven Pumpendrehzahl-
regelung sogar auf < 5 ppm senken.
Damit werden aktuelle und zuknftige IMO Richtlinien
sowie nationale Umweltauagen sicher erfllt. Und das
ganz ohne Einsatz von Chemikalien.
Ihr direkter Weg zum 24 / 7- Service:
www.westfalia-separator.com / de / service
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2
3
NO formation model of a diesel engine based
on quantum chemistry
S. Zhou, T. Xu, Y. Zhu, Harbin Engineering
University, P.R. of China
Optimization of combustion system to
comply with IMO Tier 2 regulation on
medium speed diesel engines
K. -D. Kim, W. -H. Yoon, S. -H. Ghal, H. -I. Kim,
Hyundai Heavy Industries Co., Ltd., Korea,
C.-S. Bae, Korea Advanced Institute of Science and
Technology, Korea
Session 6
Wrtsil gas engines the green power
alternative
H. Sillanpaeae, U. Astrand, Wrtsil Finland Oy,
Finland
Integrated cylinder pressure measurement
for gas engine control
S. Neumann, M. Bienwald, Imes GmbH, Germany
Session 12
Acid and base in engine oil and the correct
determination of oil change intervals
F. W. Girshick, Infineum USA, L.P., USA
(111) Users Aspects
Marine Applications Service Experiences
Service experience of MAN B&W two-stroke
diesel engines
S. B. Jakobsen, MAN Diesel & Turbo SE, Denmark
A very large number of MC & ME engines are entering service these
years. The latest development of the most successful marine engine
series ever is the ME-B series of which more than hundred engines
are on order or delivered. The ME-B series are targeting the small
bore end (35-40-46-50 and 60) of the MAN B&W two stroke
engine range. Electronically controlled low speed diesels have
been part of our engine programme for several years, actually since
2001. Today more than 500 electronically controlled engines are
in service and with IMO Tier II emission rules coming into force
for vessels with keel-laying after 1st January 2011 increased focus
on the electronically engine versions are expected. Also because of
this development the optimized ME-B engine range is very
important and has already grabbed a lot of attention among ship
owners. This paper will deal with the latest service experience
obtained until now with ME/ME-C engines in service. Also early
service experience for the 6S40ME-B will be dealt with. The
difference between the ME-C concept and the ME-B concept will
be described from a service point of view. Advantages of recent
ME-software updates focussing on onboard trouble shooting will
be described and related to service experience. Furthermore update
on service experience on the MC/MC-C engine series will be given
focusing on the engine structure. Common for both the ME/ME-C
and the MC/MCC engine series is the well documented possibility
to do Condition Based Overhaul (CBO) with average Time
Between Overhauls (TBOs) of 32,000 hours and above. For tanker
this opens up the possibility to do only major overhauls at
dockings with ve years interval. Many ship-owners do now have
the experience of CBO. Also the development in relation to the
cylinder condition with focus on cylinder oil consumption will be
touched upon. Due to the present economic crisis (June 2009) a
lot of focus have lately been devoted to optimisation of low load
operation. In early 2009 MAN Diesel issued a Service Letter dealing
with the possibility of operating continuously down to 10% load.
Service tests with various scavenging air pressure increasing
measures at low load have also been carried out. Here tests with
turbocharger cut-out and Variable Turbine Area (VTA) turbochargers
are the most important ones. Result of these tests will also be dealt
with.
Field experience with the MWH ReliaValve
with sentry rotator: a 2-stroke exhaust valve
with demonstrated time between overhauls
(TBO) of over ve years
H. Fellmann, Mrkisches Werk GmbH, Germany
Optimizing exhaust valve service intervals has never been more
critical than today. Weak global economic conditions mean that
many two-stroke engines are operating under low load only, as
shipping companies try to reduce fuel consumption and related
costs. At the so called ecospeed, the exhaust valve spindle operates
under increased thermal load while under extremely harsh
environmental conditions. The resulting frequent overhauls make
exhaust valves cost intensive components of the engine. Hence,
there is an obvious need in the market for a two-stroke exhaust
valve which can achieve much extended service intervals even under
very adverse operating conditions. Today, the majority of two-stroke
exhaust valves have exhaust valve spindles with vane wheels.
Exhaust gas ow actuates the vane wheel and rotates the valve
during opening, resulting in a symmetrical distribution of isotherms
in the exhaust valve spindle. The disadvantages of this approach
include weak or absent polishing effects of the seat during closing,
and risk of valve spindle sticking. As a result, most engines require
overhaul of the exhaust valves after 6000 to 8000 running hours. In
2002, at the request of customers, MWH began development of a
novel two-stroke valve rotator, with a goal of extending the TBO to
a minimum of 18,000 hrs, equal to three years. Continued
development lead to the rst MWH ReliaValve with Sentry Rotator
being brought into service in 2003, and receiving a patent in 2004.
The detailed development steps and results of more than three
years endurance test were reported at the 2007 CIMAC conference
in Vienna. Now, after over six years running time, the rst ReliaValves
have been proven to reach a maintenance-free period of more than
ve years. As of the last inspection, carried out in 2009 without
overhaul of the valve spindle, seat ring or Sentry Rotator, the MWH
ReliaValve had reached nearly 32,000 running hours. The ReliaValve
was installed again and is expected to reach its 40,000
th
running
hour in 2010. Currently, eight two-stroke engines are completely
tted with MWH ReliaValves, while rm orders for tting another
seven engines with ReliaValves are in place. Additionally, more than
a dozen test installations are in operation and MWH has begun the
classication societys acceptance procedure. This paper describes
the latest service experience and provides eld description and
Tuesday, 15 June
Wednesday, 16 June
Thursday, 17 June Monday, 14 June
analysis of wear effects for different exhaust valves including
detailed discussion of tribology, thermal evaluations, engine load
and stresses.
Some reliability trends and operating issues
related to exhaust gas turbochargers and
diesel engine crankshaft & running gear in
the marine industry a classication society
view
K. Banisoleiman, J. Stainsby, Lloyds Register
EMEA, UK
Lloyds Register, (LR), is a leading international classication
society with objectives of enhancing its clients quality, safety,
environmental and business performance. In support of these
objectives LR maintains technical rules and regulations for
classication of ships and installed machinery, including engines
and turbochargers. LRs rules for diesel engines and turbochargers
stem from the International Association of Classication Societies
(IACS) Unied Requirements. This paper provides the perspective
of a classication society on marine exhaust gas turbochargers and
marine diesel engine crankshaft and running gear. The following
are addressed:
The most common recurring in-service defects and their
incidence statistics over the past decade for exhaust gas
turbochargers, crankshaft and running gear on the main propulsion
two-stroke, four-stroke and auxiliary diesel engines.
Failure investigation case-studies related to turbochargers and
marine diesel engine crankshafts and running gear are presented
as examples of the above. Finally, overall conclusions are drawn
based on the information presented affecting exhaust gas
turbochargers, engine crankshafts and running gear.
Operating experience with MaK M43
K. Vollrath, Caterpillar Motoren GmbH und Co. KG,
Germany
Example: Condition at 30,000 h overhaul
At the scheduled 30,000 hour overhaul of the main engine of a
container feeder running on HFO 380, various components were
dismantled and inspected. The components inspected included
cylinder heads, inlet and exhaust valves, main and big end bearings,
cylinder liners and landing surfaces, pistons, cams and rollers.
Except for the cylinder liners, the named components are part of
the manufacturers recommendations for a 30,000 hour overhaul.
The cylinder heads were found in excellent overall condition,
showing the expected light soiling in the combustion chamber. All
hydraulic nuts, exhaust gas anges/clamps and plug-in connections
for cooling water could be dismantled without difculty. All seals
were in excellent condition. All measurements on the valve guides
were found within tolerances. Inlet and exhaust valves were found
in very good condition with slight to moderate soiling of the
stems. The seat surfaces were fully intact and only a minimal
material loss due to high temp. corrosion could be observed on
the bottom of the exhaust valve plate. On the pistons, the
combustion bowl was very clean with a clearly visible, cleanly
limited injection pattern, but no measurable burn-off. The piston
ring group was very clean overall and no measurable wear of the
chromium layer was found. The wear of ring grooves during last
15,000 hours was measured at < 0.01mm/1,000 operating hours.
Together with the piston skirts where no irregularities were found
as well, the piston crowns were reinstalled in as-is condition. On
the complete surface of the liner the honing ridges were still
present, no other wear marks such as coke abrasion etc. found. In
the upper area wear rates < 0.01mm/1,000 operating hours were
measured. On one cylinder, the landing surface of the liner to the
crankcase was inspected and no traces of relative movement
between landing surface of cylinder liner and crankcase were
found. All big end and main bearings were found with very good
condition of the running surfaces with scarcely visible, even
running pattern. No cavitation marks were found, no wear marks
on the back of the bearings. The valve cams and rollers show the
known wear patterns, but no ridges are perceptible. The running
pattern is stable compared to earlier inspections. One complete
rocking lever (lower valve drive) was dismantled and taken apart
in the workshop. The check of roller, bush and pin revealed no
irregularities. All inspected components safely reached the
manufacturers expected lifetimes. Valves and bearings were
exchanged because a safe operation until the next scheduled
overhaul could not be guaranteed. All other inspected components
could be retted after cleaning.
(21) Fundamental Engineering Piston Engines
HERCULES-B: The continuation of a major
R&D effort towards the next generation
N. Kyrtatos, NTUA, Greece,
L. Hellberg, Wrtsil Corp., Finland,
C. Poensgen, MAN Diesel & Turbo SE, Germany
HERCULES-Beta is the second phase of the HERCULES programme,
which was conceived in 2002 as a long-term strategic R&D plan.
The project was initiated by Europes two major engine
manufacturers, Wrtsil Corporation and MAN Diesel and is
jointly coordinated by ULEME EEIG. HERCULES-Beta began on
September 2008 with a budget of EUR 25 million and it is planned
to run for 36 months. The project consortium has 32 participants,
including engine-component suppliers, equipment manufacturers,
universities, research institutions and shipping companies from
ten European countries. HERCULES-Beta comprises 56 subprojects
and is funded by the European Commissions Framework
Program 7 for R&D (FP7, Theme Transport). The projects principal
aim is to reduce marine diesel engine fuel consumption by 10%
and to improve the efciency of marine diesel propulsion systems
to more than 60%, signicantly reducing CO
2
emissions as a result.
A further aim of the project is to target ultra-low exhaust emissions
by eliminating 70% of NOx and 50% of particulates from marine
engines by 2020. The rst phase of the HERCULES project
concentrated on the development of tools (e.g., simulation
software, measurement techniques, etc.) and the general
investigation of potential avenues for reducing emissions and fuel
consumption. Initially, the project established and operated
prototypes. The results stemming from this indicate a great
potential for signicantly reducing fuel consumption and emissions
and reaching the projects ambitious targets. HERCULES-Beta
directly builds on the ndings of the rst phase of the HERCULES
project. The tools previously established are employed to more
closely investigate, understand and ultimately optimise the engines.
Both analytical investigations as well as prototypes will be rened,
based on rst-phase results, with the intention of achieving the
ultra-low emission and fuel consumption targets. Finally, by
carrying out eldtests on the prototypes developed in the rst
phase, information on the important effect of real-life boundary
conditions will be gathered and analysed. The paper presents the
complex structure of the project, as well as some initial results.
Optical and numerical investigation of the
combustion process in a single cylinder
medium speed diesel engine
U. Waldenmaier, J. Metzger, P. Porten, G. Stiesch,
MAN Diesel & Turbo SE, Germany,
T. Heidenreich, U. Wagner, Institute for
Reciprocating Engines (IFKM), University of
Karlsruhe, Germany
Strict emission regulations and the need of higher efciency of
future diesel engines require an optimized combustion process. For
getting a better understanding of the combustion process optical
investigations represent a powerful tool and they are already widely
used within the development process of passenger car and truck
engines. For medium speed diesel engines however, optical
investigations are still not common due to costs of optical test
engines and technical practicability. Within the IP-Hercules
project MAN Diesel SE in cooperation with the Institut fuer
Kolbenmaschinen (IfKM) at the Technical University of Karlsruhe
realized optical in-situ investigations of the combustion process on
an MAN Diesel SE 32/44 CR single cylinder medium speed diesel
engine. For the optical investigations a special optical cylinder head
was developed with several optical accesses for an endoscope and
also laser illumination. Endoscopic investigations were chosen
because an emphasis was placed on minimum modications to the
combustion chamber. The deection of spray and combustion due
to the optical instrumentation had to be minimized in order to
obtain results fully representative of the standard engine as well.
The rst optical investigations aimed on soot luminescence. For
that purpose special injectors were designed for separating a single
ame plume and spray cone respectively. Pressure and temperature
conditions at start of injection were adjusted by modied charge air
conditions. Different marine fuels were used for the tests. The
images of the combustion process were recorded with an endoscope
and a high speed camera. For comparing optical images and CFD
combustion simulation results, selected engine operating points
were simulated with a modied version of the CFD code KIVA3V-
Release2 containing additional sub-models developed both at the
Engine Research Center of the University of Wisconsin - Madison
(ERC) and at MAN Diesel. The purpose of the comparison was to
validate the CFD models with in-situ measurements inside the
combustion chamber. First results show that endoscopic in-situ
investigations of the combustion process can give feasible data for
validating CFD combustion simulation models. The used CFD-
models are capable of predicting standard measurement data of
medium speed diesel engines like cylinder pressure, heat release
rate or NOx emissions without adjustment of model parameters.
The comparisons of spatially resolved data show that the used CFD
models are capable of predicting important trends, but that they
are not yet accurate enough for getting exact agreement with the
optical images. Nevertheless, the observed deviations between
spatially resolved details represent valuable information about how
to further optimize the CFD models with a focus on medium speed
diesel engines.
Fuel injection strategies for heavy fuel
medium speed engines to comply with
future emission limits
R. Rabe, M. Epp, H. Harndorf, E. Hassel, C. Fink,
University of Rostock, Germany
To full prospective emission regulations, IMO Tier III engines
must be able to adjust themselves to operating conditions and to
fuel quality currently applied. This requires the implementation of
an optimal combustion control strategy to distinguish between
HFO and distillate fuel operation. The research objective at the
University of Rostock is to nd fuel injection strategies for efcient
and emission-minimised combustion of maritime fuels. The
conventional fuel injection system of the heavyfuel capable single-
cylinder research engine has been replaced with a CR injection
system, a freely programmable research engine control unit and
tted with optical accesses. With this HFO-capable, needle
controlled CR injection system which allows up to ve independent
injection events per working cycle, the medium-speed single-
cylinder research engine offers ideal conditions for research.
Results from other analysis facilities at the University of Rostock,
i.e. the CR injection rate analyser, the high-pressure / high-
temperature chamber, the optical and laser-optical research tools
and the DOE-Method are validated with the single cylinder HFO-
research engine. Thereby, a detailed understanding of the
relationships between different CR injection strategies, fuel quality,
combustion and emission formation processes is gained. This
serves as a valuable foundation for future engine control strategies
and engine internal emission reduction. As a result, engine-type
independent basics for the functions to be integrated in engine
control units are created, allowing injection adapted to the
pertaining emission limits and the operation conditions of the
individual fuels and fuel qualities. The test engine and the optical
and laser-optical analysis tools used are presented in the paper.
Furthermore, Injection Rate Analyzer studies such as the injection
rate dependency on fuel viscosity and the viscosity-inuence on
fuel spray penetration depth found in the high-pressure/high-
temperature chamber are shown. Their effects on the engines
emission process depending on the fuel and its conditioning are
discussed. Further research projects will be presented.
Experimental and computational
considerations of fuel spray mixing
H. J. Hillamo, V. Vuorinen, T. Sarjovaara, O. Kaario,
M. Larmi, Aalto University School of Science and
Technology, Finland
Fuel sprays play major role in primary emission reduction of diesel
engines. In this study fuel sprays have been studied in pressurized
measurement chamber. Experimental fuel spray imaging results
were analyzed by image processing techniques to analyze mixing
and the internal structure of the sprays. The interesting features of
sprays include shear layer vortices, interaction of droplets with the
vortices and subsequently mixing. To support these views we offer
possible explanations to mixing using Large-Eddy Simulation (LES)
of a spray jet. The LES results support the experimental picture on
spray formation mechanisms. In specic, LES reveals that droplet
size is an important parameter and closely related to mixing.
Turbulent diffusion of droplets is also demonstrated in the LES
simulations. Measurements were performed using both laser sheet
imaging and back-light imaging. The inner structures of fuel spray
and turbulent mixing were of interest. Ambient conditions were
non-evaporative. The tests of the common rail diesel engine injector
have been done at pressurized injection test rig. In diesel sprays the
inner structures of spray can have high effect on mixing and those
structures are monitored. Turbulence levels in fuel sprays have high
importance to mixing of fuel and air. Used procedure reveals inner
structures of spray, and the growth of structure sizes of droplet
clusters (more concentrated areas of spray). In the near nozzle area
the occasional change in concentration of droplets is most likely
dominated by nozzle effects, but after the spreading of spray and
complete atomization, the more concentrated areas of spray are
formed due to ow effects. Certain estimations of droplet size
distribution can be linked to experimental data.
Tuesday, 15 June
Wednesday, 16 June
Diesel Engines Modelling I
Aspects of emulsied fuel spray combustion
in a high-pressure and high-temperature
atmosphere
H. Okada, T. Tsukamoto, H. Sasaki, Tokyo
University of Marine Science and Technology,
Japan,
T. Ohtsuka, Ibaraki Prefectual Kaiyo High School,
Japan
Marine diesel engine-operation with
emulsied fuels is an effectual method for
NOx reduction as the Tier II regulation
controls applied from 2011 in IMO.
Previous studies revealed that the
emulsied fuel improved the thermal
efciency, and suppressed the formation
of thermal NO and soot particles (carbon
components etc) in diesel engine due to
the secondary atomization caused by the
micro-explosion. However, the micro-
explosion phenomena and the behavior
of water particles in the emulsied fuel
droplets are not clear enough to understand
its effects on combustion. The process of
spray formation, ignition and combustion
of emulsied fuel spray in high-pressure
and high-temperature atmosphere which
corresponds to burning condition in
marine diesel engines was investigated by
using the equipment involving a
combustion chamber (386533), a fuel
injection system was able to single diesel
spray and a fuel nozzle of marine diesel
engine. The experiments were conducted
in a variety of conditions of ambient gas
pressure up to 6.9MPa, the ambient gas
temperature up to 900K, the fuel injection
pressure up to 75MPa, and the nozzle
opening pressure was 31.4MPa. The
emulsied fuel was a mixture of water
particles dispersed in marine diesel fuel
(MDF). We made the different water
content emulsied fuel oil with the
emulsier. It was found that as follows:
(1) The spray angle of fuel became wide
following the increase of injection volume
and ambient gas pressure regardless of
water contents. Its angle of emulsied-fuel
became a little narrow for increasing of
penetration by high density with water
content in compared with MDF.
(2) The position of occurring rst ame
exists at the mixing part of around spray,
and the ame at downstream region
spreads in case of burning with high water
contents emulsied fuel.
(3) In the high ambient temperature,
the ignition lag became short regardless of
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(4) As the water contents increased, the
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short.
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pressure combustion chamber same as in high load diesel engine
conditions , the differences of ignition lag between the emulsied
fuel and MDF become little, and the burning period of emulsied
fuel becomes short in compared with MDF. From these experimental
results using emulsied fuels, it is presumed that the combustion
temperature decreases by evaporating latent heat of water, the
burning period becomes short, the high temperature burning
period decreases, and then, the creation of thermal NO is
suppressed for them.
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Assessing the performance of spray and
combustion simulation tools against
reference data obtained in a spray
combustion chamber representative of large
two-stroke diesel engine combustion systems
R. Schulz, K. Herrmann, G. Weisser, B.v. Rotz,
S. Hensel, F. Seling, Wrtsil Switzerland Ltd,
Switzerland,
Y. M. Wright, M. Bolla, K. Boulouchos, Swiss Fede
ral Institute of Technology (ETH) Zrich, Switzerland
The optimization of the combustion systems of large marine diesel
engines still relies largely on extensive testing; however, it is more
and more supported by computational uid dynamics (CFD)
simulations in spite of limitations regarding the applicability of
the available spray, evaporation, combustion and emissions
formation models to those systems. As combustion is particularly
sensitive to the fuel vapour distribution, the accurate simulation of
spray and evaporation processes is seen as a prerequisite for reliable
combustion and emissions formation results. In order to enable
the validation of such simulations at conditions relevant to large
two-stroke engines, a novel experimental setup was realized,
consisting of an optically accessible, disk-shaped constant volume
chamber of 500 mm diameter with peripheral injection into a
swirling ow. In this setup, thermo- and uid dynamic conditions
similar to those applying at start of injection of an engine are
obtained by feeding pressurized and heated air or nitrogen to the
spray combustion chamber (SCC) via inclined intake ports. The
SCC has been used extensively for visualizing spray phenomena by
means of shadow imaging techniques, thereby covering a large
range of operating conditions, including non-reactive and reactive
cases, as well as a variety of congurations, specically with respect
to the injector nozzle. In the present paper, those data are used for
the validation of different CFD sub-models for spray and
evaporation, based on initial conditions at start of injection, which
have been derived on the basis of comprehensive simulations of
the lling of the chamber, veried separately through ow
measurements. Additionally, since each spray is also affected by the
conditions upstream the orice, the ow inside the injector is
simulated in order to identify its effect on the injection boundary
conditions, thereby taking into account the geometry of the nozzle
tip actually used in the SCC tests, which is determined by means of
computer tomography. This investigation hence focuses on the key
aspects of spray and evaporation simulation, including different
fuel modelling approaches and injector geometry effects. It allows
identifying the most suitable models and model combinations,
thereby establishing a basis for the simulation of combustion and
emissions formation, and thus represents a major step towards the
application of CFD for actual combustion system optimization.
Modelling of the oxidation of fuel sulphur in
low speed two-stroke diesel engines
A. Andreasen, S. Mayer, MAN Diesel & Turbo SE,
Denmark
In large marine two stroke diesel engines during combustion of
sulfur containing fuel, the sulfur is oxidised to SO
2
, mainly,
although substantial amounts of SO
3
and H
2
SO
4
will form as well.
These latter species may cause corrosional wear of the cylinder
liner if not neutralised by lube oil additives. Potential attacks is
due to either condensation of sulfuric acid on the cylinder liner
lube oil lm or direct dissolution of oxidised sulfur species in the
lube oil lm in which reaction with dissolved water may be the
source of acidic species. In order to evaluate and predict corrosional
wear of the liner material, it is pivotal to have realistic estimates of
the distribution/concentration of oxidised sulfur species as well as
a reliable model of formation, transport and destruction of acidic
species in the oil lm. This paper addresses the former part by
invoking a detailed reaction mechanism in order to simulate the
oxidation of fuel bound sulfur and predicting the concentration of
SO
2
as well as the conversion fraction into SO
3
and H
2
SO
4
. The
reaction mechanism is coupled to a realistic model of the
combustion process in which the air entrainment into the
combustion zone is accounted for. The results of the simulation
are evaluated with respect to previously applied models as well as
existing data on the conversion fraction of SO
2
to SO
3
and H
2
SO
4
.
The conversion fraction is found to be in a range of 2.6-6.7 %.
A study on the spray combustion
characteristics of bio diesel fuel
A. Azetsu, K.-O. Hagio, M. Aoki, Tokai University,
Japan
Bio-derived fuel, such as vegetable oil and so forth, is a renewable
energy and obtained a considerable amount of interests as a
promising alternative fuel for IC engines. Concerning the alternative
fuel for diesel engine, fatty acid methyl ester, FAME, is now in the
stage of practical usage. The production of FAME is examined from
many vegetable oils such as palm oil, rapeseed oil, coconuts oil,
etc., and there are many studies concerning the applicability of
FAMEs as an alternative fuels for diesel engines. However majority
of those studies are engine tests to examine the effect on engine
performance and emission characteristics, and the study concerning
the fundamental characteristics of spray combustion, i.e., ignition
delay, ame temperature and soot production characteristics are
still needed. From these backgrounds, the objective of our study is
to understand the fundamental spray combustion characteristics of
FAME mixed with diesel oil, called Bio Diesel Fuel hereafter. To
examine the phenomena in detail, diesel spray ame formed in the
constant volume high pressure vessel was visualized and the ame
temperature and the soot concentration were analyzed by two color
method of luminous ame. The ambient high-pressure and high-
temperature conditions inside the constant volume vessel were
achieved by the combustion of hydrogen in an enriched oxygen
and air mixture. The composition of the mixture was such that the
oxygen concentration after hydrogen combustion was approximately
21% by volume. Following hydrogen combustion, fuel was injected
into the vessel at the time when the ambient pressure reached the
expected value, and the spray combustion was then examined. The
fuel injection system used in the present study is an electronically
controlled accumulator type fuel injection system developed by the
authors. The ambient pressure and temperature were set to 3MPa
and 930K, and the injection pressure was set to 100MPa, a typical
ambient and injection conditions of modern diesel engine. Spray
combustion was photographed using the ICCD camera and the
two-color method was used to evaluate 2-D temperature and soot
distributions in ame. In this two-color pyrometry system, a
doubling prism with two different band-pass lters was placed in
front of an ICCD camera to obtain the two spray images
simultaneously. The FAMEs examined in this study are Palm Methyl
Ester, PME, Rapeseed Methyl Ester, RME and Coconuts Methyl
Ester, CME, and compared with the combustion characteristics of
diesel oil. From the systematic experiments, it is explored that the
characteristics of ignition delay is well explained by the Cetane
number of bio diesel fuels and that of PME is the shortest. The
ame temperature of bio diesel fuel is lower than that of diesel oil
by 50 to 100 K, which can be explained by the C/H ratio of each
fuels and the ame temperature of CME is the lowest. Furthermore
soot production decreased drastically by using the bio diesel fuel in
Tuesday, 15 June
Wednesday, 16 June
the order of the mass fraction of oxygen in the molecule. The soot
production of CME is extremely lower than that of diesel oil,
therefore CME should be an promising candidate for the fuel of
clean diesel engines.
Electronic Control Systems
From remote monitoring to life-cycle asset
management The development of a new
service concept
J. Pensar, Wrtsil Corporation, Finland,
R. Windischhofer, Abo Akademi University, Finland
During the last decades, information and communication
technology has enabled a rapid development of information based
services for various technical installations. At the same time, the
demands of investors, owners, and authorities to improve the
performance of their investments have increased, which puts new
expectations and requirements on service solutions for industry. In
this paper we explain the change of remote condition monitoring
services from a technical expert service to a service solution which
focuses on improving the overall commercial and technical
performance of an industrial asset. Critical review of the evolution
and current state of remote condition monitoring services gives
that the expectations seldom have been realized in form of true
practical achievements, and in case of success, the results have
been rather limited. Typically, the solutions derive more from a
technical opportunity than from a thorough understanding of the
user needs. This has resulted in solutions that have been too
technical, too fragmented or too limited to really utilize the
possibilities to add a considerable value from a total life-cycle
view. To dene a service concept with a real and substantial value
for the life-time management of engineering assets, the service
requirements have to be studied from a different point of view. We
describe a framework and a concept for potential services, where
substantial focus has been put on investigating the real user needs.
In the study, aspects like a wide scope of services, modularity, a
reduced number of applications and interfaces, synergies between
technical and commercial services, information integration,
operational efciency, risk management, as well as the means of
communication within and between organizations have been
considered. This concept has further on been implemented in a
real-life pilot implementation, in which it has been further rened
to match to the user needs. The paper also extends the discussion
towards lacking standardization in the eld, the need of combining
different knowledge areas, new requirements on supplier and user
collaboration, and it elaborates on the possible merits and
drawbacks international standards could offer in order to reach a
more widespread development of real value adding services.
Permanent diagnosis and optimization of
large-bore marine engine operation with
expert based AVL EPOSTM
H. Mohr, R. Teichmann, N. Mayrhofer, AVL List
GmbH, Austria,
C. Pfister, AVL AUTOKUT Engineering Kft., Hungary,
R. Johansen, Kongsberg Maritime AS, Norway
The shipping companies are facing strong demands to reduce
operational costs, fuel consumption and emissions. Beside the
current economical situation new emission legislations are going
to affect this business in a short term. This leads to the need for a
continuous holistic ship operation optimization with special focus
onto the engine room. AVL EPOSTM enables a permanent online
monitoring and diagnosis of the propulsion and auxiliary engines
- two-strokes and four-strokes - onboard a vessel. The outcome
allows the operators a persistent engine operation optimization.
This system develops its maximum performance as one heartpiece
of Kongsbergs vessel performance optimizer, integrated in the
respective marine automation system. The rst version of AVL
EPOSTM was introduced together with Kongsberg Maritime into
the market in June 2009. The system has been developed by
utilizing AVLs typical core competencies and products from the
large engine division, the instrumentation and test system division
and the advanced simulation technology division in combination
with extensive internal and external practical experience. AVL
EPOSTM is based on well-proven in-house software tools. A big
part contains the algorithms of the expert system. The software is
engineered with an open platform concept allowing the integration
of all kind of measurement systems for e. g. shaft torque, bearing
clearance and temperature. The current version allows the online
diagnosis of the fuel injection and the combustion, latter in
combination with AVL cylinder pressure sensors suitable for long-
term online operation with HFO, biofuel or gas. Several of these
sensors are in operation on various kinds of engine types in different
installations with operating times of up to 14.000 hours. Since
2008 two pilot installations are in operation in the eld: one on the
car carrier Hoegh Detroit with a HFO-fueled slow-speed main
engine and one in the stationary power plant Stendal with mainly
gas-riven dual-fuel medium-speed engines. Both installations
showed a very reliable behaviour delivering very accurate results
and diagnoses. The cylinder pressure sensors showed no operation
related failure up to now. Since mid of 2009 a test installation on
the container vessel Maersk Drury is in operation fullling the
ship owners expectations clearly. Currently several extensions of
AVL EPOSTM are under development, e.g. automatic TDC
correction, thermodynamical turbocharger monitoring, prediction
of component behaviour and NOx modelling. As nal goal it is
foreseen to extend AVL EPOSTM to all relevant zones and auxiliary
systems for capturing the engine operation in its entireness.
Applying close loop control, Auto-tuning, to
MAN Diesel two-stroke engines
T. Moeller, MAN Diesel & Turbo SE, Denmark
This paper will introduce the development and technical
description of closed loop engine control, Auto-tuning, and
furthermore demonstrate the service experiences and conclusions
gained from applying the concept to MAN Diesel two-stroke ME as
well as MC engine types. The continued focus on reducing fuel oil
consumption, emissions and overall operational costs has,
combined with availability of new reliable technologies, allowed
for development of new systems to more effectively obtain results
in these areas. One of the means is the MAN Diesel Auto-tuning
concept, that by clever innovation addresses all of the areas,
without adding considerable system complexity and installation
costs - as otherwise is typically the case of other concepts. The later
years progresses in sensor technology have made high accurate &
reliable sensors with long life time available for two-stroke
applications. The MAN Diesel PMI online system for continuous
cylinder pressure measuring, utilises sensors provided by either
ABB or Kistler. With the MAN Diesel Auto-tuning concept, our
PMI online system is integrated into the engine control system
(electronically controlled engines) for continuous close-loop
tuning of the engine. This paper will discuss and present the
challenges identied as well as the full scale eld test results
observed in respect to which of the traditional key parameters
(Pmax, Pcomp, PI) that from a cost benet approach is target for
being auto-tuned. Not only actual engine type and layout inuences
this targeting, also safety issues, transparency of the tuning process
towards the operator, remote tuning opportunities and strategy for
handling the non-linearity of the process to be adjusted is among
the aspects to be taken into account. The paper primarily focuses
upon applying Auto-tuning to electronically controlled engines.
However, the additional challenges to overcome by introducing
Auto-tuning also for conventional engines with camshaft
operated fuel plunger and exhaust valves is outlined. For these
engines, the existing VIT (Variable Injection Timing) is replaced by
a continuous close loop control of the VIT actuation, integrated
with the Auto-tuning system. The MAN Diesel developed concept
for Auto-tuning is capable of optimising operation of the engine
to well within the recommended maximum deviation and
operation limits, thereby allowing for an optimisation with
considerable benets to be gained even for engines already being
operated well from an traditional point of view. The optimisation
is achieved even though the Auto-tuning system in fact utilises
the same handles as otherwise used by the operator for manual
adjustment, at the same time dramatically limiting the required
operator efforts to keep the engine always optimal tuned. By
ensuring optimised engine tuning, we have actively lowered
operational costs, and generally improved system efciency.
Thereby, a positive effect has been achieved on the total fuel
consumption as well as the overall environmental impact on the
surroundings. This paper will reveal the newly developed
techniques & means reaching this important target.
The UNIC embedded controls rst years of
eld experience
J. Pensar, Wrtsil Corporation, Finland,
J. Akerman, F. Oestman, P. Juppo, Johan Grankull,
Wrtsil Finland Oy, Finland
In 2002, Wrtsil took a decision to develop a new embedded
control system for harsh environments as a strategic move to ensure
the performance and reliability of future products. The requirements
on the system were set very high unsurpassed reliability, high
fault tolerance, extreme scalability and exibility as well as a cost
efcient design were some of the objectives. The outcome of the
design eventually became known as UNIC Unied Controls
and was rst introduced on engines in the eld in 2005. The
development of the more complex features was, however, at that
time still ongoing, and the nal and most advanced applications
went into commercial operation in 2008. The design introduced
novel ideas related to sensor design, cabling, electronics, fault
tolerance and redundancy that enabled a both reliable and cost
efcient design. The system also introduced new possibilities for
advanced engine control, with several patented inventions related
to e.g. engine speed/load control as well as fuel injection, pushing
the envelope for what can be considered state-of-the-art in engine
controls. It should, however, be remembered that only the real-
world experience will show the actual reliability of the system.
Today this system has been delivered with thousands of engines
and has acquired more than ve million cumulative operation
hours in the eld. This gives us now the opportunity to review how
well the design ideas and assumptions have turned out in practise
and how well the system has withstood the test of the realworld.
This paper guides us through the project, focusing not only on the
aspects and assumptions that turned out to be successful, but also
on the problems, failures and rework that occurred during the
introduction process. Based on this experience, some important
lessons can be learned for future work. In addition, this paper also
reects on the future development of controls, looking towards the
future on both embedded controls and its relation to the Big
Picture, i.e. efcient system integration and total solutions.
(112) Users Aspects
Marine Applications Monitoring
Shipboard engine performance assessment
by comparing actual measured data to
nominal values produced by detailed engine
simulations
N. Kyrtatos, E. Tzanos, NTUA, Greece,
J. Coustas, D. Vastarouhas, E. Rizos, Danaos
Shipping Co. Ltd., Greece
During the lifetime of a ships engine, the original shop trials and
sea trials are often the only available reference conditions, which
can be used for engine performance analysis, during ship operation.
In the case of container vessels, the engine actual operating point
may be far away from any reference conditions. In addition,
charterers may request different operating regimes for the ship. In
such cases, the shipping company needs to predict, with condence,
details about the operation and performance of the engine and its
auxiliaries, in conditions where there is no measured or reference
data. Extrapolation, using corrected gures from shop/sea trials,
often results in errors. This paper presents a novel method and
procedure for obtaining performance gures for a specic shipboard
engine, at any possible operating point, at different operating
regimes. These reference gures are produced by using detailed
simulation models for engine performance prediction. Up to now,
such detailed models are mainly used by manufacturers for engine
design. The nominal performance gures produced by detailed
simulation models can also be used as reference, to compare with
any shipboard measured actual performance data, for engine
performance evaluation. The paper describes the above procedure
used by Danaos Shipping Co. on two different main engines of
large containerships, typical of its eet. The implementation
initially involved collection of geometric and operational data for
each engine. Then the generic engine simulation software Mother
(Motor Thermodynamics) was tuned and pegged using the shop
test data and initially validated using the sea trials data for each
specic engine. The results of simulation allowed prediction of all
engine parameters within 3% of actual measured values at sea
trials. A task force within the Danaos Technical Department was
specially trained in using the simulation software. Further sets of
simulations at operating conditions away from sea/shop trials,
allowed the prediction of all engine parameters and comparison to
measured data and thus provided a good baseline for engine
performance evaluation and condition assessment.
One way to condition-based survey for
J. Rebel, Germanischer Lloyd, Germany
Particularly in times of economic crisis, availability and hence
reliability is very important for cargo vessels. This is the main
reason why an increasing number of shipping companies invest in
condition monitoring technology and move towards
conditionbased maintenance. Classication societies are involved
in this subject in order to support non-open-up surveys by offering
respective survey arrangements. Since 2005, Germanischer Lloyd
Tuesday, 15 June
Wednesday, 16 June
has been engaged in pilot projects for condition monitoring (CM)
systems covering the crank-train of two-stroke crosshead diesel
engines and other items of diesel equipment. The main engine of
the test vessels C/V Norasia Alya and C/V Hamburg Express
are equipped with bearing wear condition monitoring. In joint
industry projects, the shipping company, the engine licenser, the
manufacturers of the CM systems and the GL as the responsible
classication society have been working closely together in order
to gain eld experience with these tools and to develop an efcient
way to condition-based survey procedures. The paper continues
the presentation of selected results of the ongoing eld tests
regarding the verication of the condition monitoring method
and the denition of requirements for the condition-based
maintenance procedures. In case of the crank-train bearing
monitoring, the condition-based survey procedure is fully
developed and will be presented for both vessels.
Development of a remote non intrusive
diagnosis system for two stroke diesel
engines
F. J. Jimenez-Espadafor, J. A. Becerra Villanueva,
M. Torres Garcia, T. Sanchez Lencero, Seville
University, Spain,
F. Fernandez-Vacas, M. Bueno del Amo, Endesa
Generacion, Spain
Maintenance cost and unexpected failures can be drastically
reduced in low speed diesel engines using vibro-acoustic analysis.
This methodology has presented as a reliable method for detection
of manufacturing faults, running damages and other abnormalities
in engine and its components. Continuous trending keeping
deviations of monitorized parameter allows also reduction of fuel
consumption, optimize exhaust emissions, and increase
components life time and increase safety. This paper describes the
method of vibration monitoring for fault diagnosis based on time-
windowing and frequency analysis. The effectiveness is
demonstrated based on the results of two year operation on a large
two stroke power plant diesel engine, located in Mahon, Spain.
Evaluation method of engine and propulsion
shaft alignment for large vessel
I. Sugimoto, T. Nakao, Hitachi Zosen Diesel and
Engineering Co., Ltd., Japan
Propulsion shaft alignment of large vessel is sensitive to draft
change from light draft to full load draft. Each initial bearing offset
of the shaft alignment changes by the uctuation of draft level.
Especially, it presents vessels such as VLCC and large bulk carrier.
The reasons include a propulsion shaft diameter stiffer and an
engine main bearing center distance shorter. Those correspond to
engine development trend of higher power and more compact size.
The initial bearing offset change affects each bearing performance.
In some cases, the change causes sever trouble to an engine and
propulsion shaft. It is necessary to estimate an engine crankshaft
and propulsion shaft alignment against a draft change for both
engine development trend and improving reliability of bearings
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and shafts. Our past study was mainly focused on engine bearings
in service condition. Before in service, it is indispensable for users
to estimate reliability both of engine and propulsion shaft
alignment against a vessel deformation and engine thermal
expansion. So, an evaluation method of both engine and propulsion
shaft alignment has developed for large vessel such as VLCC and
bulk carrier. Input parameters are a vessel deformation information
and an engine thermal expansion data. The vessel deformation is
able to be given by a vessel deformation result by a FEM analysis, a
directly measurement result of shaft alignment of a similar vessel or
an inverse calculation result of shaft alignment of a similar vessel
by using our developed software. In this tudy, an inverse calculation
result is used. The evaluation values are conventional shaft
alignment calculation values and engine crankshaft values. The
conventional shaft alignment values include bearing load,
propulsion shaft angle at stern tube bearing, shaft bending moment
and shaft bending stress. The engine crankshaft values are crankshaft
deection and bearing load. Calculation parameters are intermediate
shaft bearing height, engine bearing height and engine inclination,
which are decided by a vessel deformation and an engine thermal
expansion. The calculation procedures are as follows.
(1) A certain shaft alignment for initial condition is set.
(2) Shaft alignment after considered a vessel deformation for a
vessel draft condition and an engine thermal expansion is
calculated.
(3) Output values are calculated.
(4) Each output value is estimated whether to meet or not with
permissible values.
(5) Permissible vessel deformation and draft level is solved.
By calculating the shaft alignment including the whole range of
designed draft level, allowable shaft alignment area is able to be
solved. The validity of this method is conrmed that the already
serviced vessel data are enough for reliability within the allowable
area. It is also conrmed that the vessel deformation and engine
thermal expansion inuence mainly engine aft side bearing. A
stern tube bearing performance is determined by initial installation
and is not inuenced by a vessel deformation and engine thermal
expansion. Finally, it is claried that a conventional design is
essential for the stern tube bearing, and it is necessary for engine
bearing to consider a vessel deformation. At a vessel under
construction, this method is able to indicate the allowable value of
intermediate shaft bearing height, engine bearing height and
engine inclination. And for in-service vessel, by using the inverse
shaft alignment calculation, safety margin of shaft alignment
against vessel deformation is able to be indicated.
(22) Fundamental Engineering
Piston Engines Mechanics
Comparison of crankshaft calculation
methods with reference to classication
societies requirements
M. Savolainen, H. Tienhaara, Wrtsil Oy, Finland,
T. Resch, AVL List GmbH, Austria,
B. Smiljanic, AVL AST d.o.o, Croatia
Crankshaft strength analysis methods have signicantly developed
since last ten years. Modern numerical methods combine exible
multi-body dynamic simulation, Finite Element method and
multiaxial fatigue criteria to predict local stresses under realistic
boundary conditions very accurately. In parallel traditional,
analytical methods and rules as Unied Requirement M53 are still
used and have their place in large engine development due to their
stability and reliability. Therefore they are also used by classication
societies. Nevertheless, durability results between different
methods can vary signicantly due to their different approaches,
representation of structures and loads, but also material data
consideration and inuence factors. Modern numerical methods
also have the disadvantage that they can be considerably dependent
on the tools involved and even the user, due to high number of
required input and their deviation, as well as the complexity of the
usage in general. Due to the necessity for high reliability, especially
for large engine crankshafts, on one hand, but new demands in
sense of efciency and costs on the other hand, which can hardly
be covered by traditional approaches, it is important to enhance
the current rules to go closer to the limits and reach the new targets,
but avoid loosing the stability of these methods. Therefore the
relation between the methods and their results is of interest to be
able to connect them or further develop the traditional ones.
Within the current project different methods for crankshaft llet
strength are analyzed and compared. The present work is done
within the CIMAC Working Group 4 and discusses a sequence of
different approaches, starting from original UR M53 up to most
complex approach using MBS, FEM-structures and multi-axial
fatigue method. Each step is based on the previous one and
differences in results are outlined to detect the specic inuences
of each approach. Focus is set on the local stresses and safety
factors in pin and journal llets of the specic crankshaft. The
target crankshaft is a modern 20-cylinder 4-stroke ship engine
crankshaft from Wrtsil. The examined operating condition is
600rpm with full load. Specic inuences are investigated
separately. Most important are stress concentration factors from
analytical denition, via FEM based ones, up to direct evaluation
of stresses, which avoids the usage of such factors, the load
denition and the resultant local stresses. Loads are derived from
analytically calculated bending moments in combination with
torsional torque from separate torsional vibration analysis up to
full 3-dimensional and transient coupled bending and torsional
ones. Effects of phasing between loads and stress components as
well as mean stress inuence are worked out. Additional inuences
from material denition, inuence factors and the usage of
different fatigue methods are compared.
Fatigue design and optimization of diesel
engine cylinder heads
T. Gocmez, Institute for Combustion Engines VKA
RWTH Aachen University, Germany,
S. Lauer, FEV Motorentechnik GmbH, Germany
Cylinder head high cycle fatigue (HCF) and thermomechanical
fatigue (TMF) behavior has become more critical under todays
stringent demands, where modern engines are increasingly designed
much closer to their mechanical limits. Often, the problem of
critical loading of cylinder heads is solved by a material variation
and/or by a design change - depending on the most critical fatigue
mechanism. This leads to additional design iterations and
accordingly costs. Therefore, an optimized design done in early
phases of engine development lowers the cost. This paper aims to
give an insight on optimization possibilities (production process,
material selection, design features) and a focus on integrated
cylinder head design optimization for cost effective engine
development. An integrated simulation approach covering the
development needs in terms of turnaround times, accuracy and
reliability during the different phases of cylinder head engineering
process is presented. A through understanding of fatigue
mechanisms via design of experiments is provided along with
primary material and design feature selection criteria, mathematical
formulation of the design optimization problem and cylinder head
Tuesday, 15 June
Wednesday, 16 June
optimization roadmap. Showing that TMF is a global problem and
HCF is a local one, pre- and post-optimization measures for the
former and latter are proposed, respectively. Emphasis is given to
increased quality in entire development process by do it right the
rst time philosophy, where analysis of mass distribution on
cylinder heads and 1D heat transfer through the combustion
chamber walls taking into account the coolant side boiling effects
are integrated to the frontloading. A new solution for the TMF
problem of heavy duty cylinder heads, by the introduction of a
groove between bore diameter and sealing diameter on cylinder
head ame deck, is presented as well. The result is maximization of
effectiveness of calculation methods on the end product. The
integrated usage of benchmark, empirical, analytical and nite
element methods, which are explained throughout the paper,
delivers an optimized dimensioning process of valve bridge width
and thickness at concept phase and removal of local structural
weaknesses on cylinder head coolant jacket side at detailed design
phase. The application of proposed methods is provided on an
example high end diesel engine cylinder head with 100kW/L
specic power and 250 bar peak ring pressure. The initial
dimensioning of the valve bridge proved to be safe in terms of TMF
and 40-50% improvement in safety factors of local HCF critical
regions are achieved within ve iterations of an automatic overnight
calculation, proving the effectiveness and efciency of the proposed
methodology. Keywords: cylinder head, high cycle fatigue,
thermomechanical fatigue, TMF groove, structure optimization
Fracture mechanics approach to contact
problems in medium speed diesel engines
C. Loennqvist, A. Maentylae, Wrtsil Finland Oy,
Finland
A medium speed diesel engine contains many components that
are intended to transmit high static and/or dynamic loads. To be
able to transmit these loads, the components are joined to the
engine block, or to sub-assemblies, with heavy-duty screws or
interference ts. A high pre-tightening force or interference level is
applied in order to obtain proper functioning of these joints. Due
to complicated geometry, concentration of pre-tightening force
around the screw-hole, difference in compliance of the joined
parts, machining errors and waviness, it is sometimes difcult to
obtain an evenly distributed contact pressure. This, in connection
with superposed cyclic external loading, may cause interfacial
sliding to localize at regions where contact shear tractions reach a
certain limit value: friction factor times contact pressure. This
process is often referred to as fretting and may cause irreversible
damage in the form of wear and/or fatigue crack nucleation at
stick-slip boundaries. It is particularly perilous as it often is allowed
to progress undetected until nal failure. Many factors, such as the
material combination, microstructure, variation of friction
coefcient, number of cycles and inuence of steep stress gradients,
make fretting especially challenging to approach from a calculation
point of view. In 2004 Wrtsil therefore initiated a multi-
collaborative research project with the ambitious aim to develop
calculation methods and design rules that take fretting into
consideration. The third and currently on-going continuation
project is greatly focusing on the complete type of contacts, the
category to which most of the contacts in medium speed diesel
engines belong. The mating surfaces of engine block and liner,
engine block and main bearing cap, counterweight and crankshaft
are a few examples. In practice, analysis has to be conducted with
the help of numerical methods like the nite element method
(FEM) which allows contact-related displacement and traction
elds of complex geometries to be solved. Sharp corners that
constitute typical regions for crack nucleation, nevertheless,
introduce singularities that require the use of an extremel dense
mesh and an elastic-plastic material model. In this aspect, fracture
mechanics and the application of generalized stress intensity
factors developed by researchers at the University of Oxford offer a
promising approach. This approach has an analogy with familiar
linear elastic fracture mechanics, hence it assumes that the critica
traction eld scales with a proportionality constant. The
attractiveness of the method is, among other things, found in the
much lighter FE model its implementation requires. Tests with
sharp cornered pads were therefore conducted at the University of
Oxford with the aim to obtain a test setup that resembles a at-on-
at contact of actual engine components. The results show that the
knock-down factor with sharp-edged corners, as in comparison
with plain fatigue, may be as high as 3.8. The test outcome
correlates well with the analysis results obtained from
implementation of a ne FE model and elastic-plastic material
model. Moreover, the correlation by application of critical stress
intensity is also in good agreement.
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The inuence of hull deection and propeller
loading on load distribution in engine bearings
B. J. Vartdal, Det Norske Veritas AS, Norway
Out of damage cases reported to DNV, one of the most common
machinery related damages experienced for direct coupled diesel
engines are those to main engine bearings and in particular to the
aft most engine bearings which are inuenced by the alignment of
the propeller shaft. The effect of the shaft alignment on the main
engine bearings are to be accounted for by the shaft alignment
calculation. However, historically the shaft alignment calculations
have considered the only varying parameter affecting the load
distribution of the main engine bearings to be due to structural
changes of the main engine as caused by thermal variations. Other
known parameters such as hull deections and propeller forces are
known to affect the main engine bearing loads, but these
parameters have been omitted mainly due to the complexity
associated with determining such parameters. Since 2001, DNV
have carried out a research project in order to quantify the inuence
of hull deections and propeller loads on shaft alignment and
load distribution in propeller shaft and main engine bearings for
direct coupled drive trains. The project included full scale
measurements as well as comprehensive nite element and CFD
analysis designed to quantify and assess the effect of such parameter
variations. The measurements and analyses have been carried out
for a number of vessels. Several vessels within the same vessel type
have been studied as well as different vessel types. The vessel types
studied are VLCCs, container vessels and LNGs. The part of the
study presented here focuses on main engine bearings and the
potential for variation of load distribution in the main engine
bearings caused by feasible parameter variations experienced
during vessel operation. Such parameters include hydrostatically
induced hull deections, hull deections caused by tank lling,
hull deections caused by hydrodynamics, propeller thrust, lateral
propeller forces and thermal effects. The results of the study clearly
indicate the relative importance of each of the inuencing
parameters and that the need to include the inuence of the
parameters studied depends on the shafting and the vessel type.
Diesel Engines Downstream Components
Theoretical and practical results of engine
and exhaust gas performance optimisation
H. Jungbluth, A. Tippl, Innospec Ltd., Germany,
D. Daniels, Innospec Fuel Specialties, USA,
I. Crutchley, Innospec Limited, UK,
S. Bludszuweit, H. Stueckrad, MET Motoren- und
Energietechnik GmbH, Germany
The economic crisis, the global target on emission reduction as
well as cost speed efciency has led to slow steaming, which causes
a higher deposit formation in the combustion process and
negatively inuences the exhaust gas equipment. The negative
impact of deposit formation on internal combustion equipment
efciency, operations, and subsequent cost is well documented in
literature. This paper will not only describe this phenomenon; it
will provide a theoretical calculation about the impact of the
deposit formation on the turbocharger efciency as well as practical
methods to reduce and avoid these deposits. The formation of
deposits in internal combustion engines and its inuence on fuel
economy was studied by developing a foresighted calculation and
by practical tests onboard ships. The presented investigation of the
deposit formation is, in part, described as initiating with an
induction phase. This phase is immediately followed by continual
deposit growth until it reaches an equilibrium phase of growth
and decay. Deposit growth is inuenced by numerous factors.
These factors include but are not limited to time, combustion
environment, composition of the materials that form the deposits,
and physical conditions at the location of formation. Engine
efciency can only be restored by removal of existing deposits, or
more preferably by avoiding the induction phase itself. Avoiding
the induction phase is best accomplished by precluding the initial
formation of a liquid surface layer of deposit precursor material.
The simulation as well as the eld trials will show that keeping the
exhaust gas system clean will avoid efciency losses of the
turbocharger system and improve environmental sustainability. A
more complete combustion achieved by chemical fuel treatments
will reduce deposit formation signicantly. By example, only a
clean turbocharger will avoid efciency losses, which result into a
fuel benet of approximately 2 % or more depending on the
equipment. These concepts will be proven by new innovative
theoretical calculations and substantial eld evidence. There are
several known cleaning procedures for the turbocharger equipment.
However, the optimum, most cost effective and most convenient
method of protecting the equipment is to avoid fouling.
Exhaust gas heat recovery on large engines
potential, opportunities, limitations
I. Vlaskos, P. Feulner, A. Alizadeh, I. Kraljevic,
Ricardo Deutschland, Germany
Improving efciency is a major development trend in all
applications of energy conversion. This applies to large engines
especially, since the ecological benet of reduced greenhouse gas
emissions is going hand in hand with the economic advantage of
reduced fuel cost. In recent years conversion of exhaust gas heat to
useful work has become a focus of development efforts in many
branches of combustion engine work. This paper looks at the
potential, which can be realised by staged processes, the
opportunities for utilisation on large engines and some pertinent
limitations. To this end a hypothetical large engine is conceived
and some options for exhaust heat recovery systems are calculated
for application on this engine. Analysis is limited to operation at
full load and rated speed since the positive impact of any
improvement of efciency is greatest there and furthermore many
large engines in energetic installations (power stations) are
routinely operating at these conditions. Since steam and ORC
systems are currently en vogue and widely covered in a great
number of publications this paper will concentrate on gas cycles.
Next generation of exible and reliable SCR-
systems
C. Gerhart, H.-P. Krimmer, Alzchem Trostberg
GmbH, Germany,
B. Schulz, NIGU Chemie GmbH, Germany,
O. Kroecher, Paul Scherrer Institute, Switzerland,
D. Peitz, Paul Scherrer Institute, Germany,
Th. Sattelmayer, P. Toshev, Lehrstuhl fuer Thermo-
dynamik, Technical University of Munich, Germany,
G. Wachtmeister, A. Heubuch, Lehrstuhl fuer Ver-
brennungskraftmaschinen, Technical University of
Munich, Germany
Driven by upcoming tighter emission regulations for internal
combustion engines selective catalytic reduction (SCR) technology
Tuesday, 15 June
Wednesday, 16 June
had become state of the art. With SCR lowest NOx levels could be
reached. SCR had been adapted to mobile onroad applications
from heavy duty [1] down to smaller engines in passengers cars.
Now rst installations also for larger, nonroad or stationary engines
have been realized. The integration of SCR with AdBlue R as
standardized aqueous urea solution is already in operation in a
variety of onroad applications [2]. Still there are reliability and
operation problems to overcome concerning solid residues, mixing
into the exhaust gas ow and efcient decomposition upstream or
directly on the SCR-catalyst. Also for nonroad engines in many
cases standard AdBlue R as ammonia precursor does not full
requirements in the various applications. Of interest would be a
better ammonia release potential per litre, less water in the liquid
solution and in some cases an improved stability concerning
freezing at the lower end and less decomposition and consequently
less vapour pressure at the higher end of the ambient temperature
conditions. The direct use of ammonia gas from pressure vessels
has already been banned in mobile onroad applications due to
critical safety issues while handling and in the supply chain.
Throughout the search of a safe, liquid ammonia precursor,
guanidinium salts came into the focus of further investigations [3].
These high-N containing and non-toxic substances could become a
new class of molecules as ammonia precursor in a variety of
formulations depending on the application. Especially guanidinium
formate has a extremely high solubility of more than 6 kg in 1 litre
water (equal to > 0,52 kg NH
3
/l compared to 0,2 kg NH
3
/l of AdBlue
R ). Guanidinium formate could be used in formulations with urea
and water depending on the application: without urea as highly
concentrated solution with an elevated freezing point but high
stability up to 100C or as an eutectic mixture with urea (e.g. 41%
guanidinium formate, 16% urea) resulting in a freezing point
below -30C. Investigations on the hydrolysis have shown that this
guanidinium salt can be completely decomposed to ammonia on
a titania hydrolysis catalyst above 200C. Due to the low water
content of the liquid solution about 50% less energy is required for
complete heating, evaporation and decomposition to ammonia
compared to AdBlue R . The main difference compared to aqueous
urea is the slightly elevated optimum temperature for complete
decomposition. A complete, reliable and independently working
system of such a next generation SCR should include a small and
compact ammonia generator containing a hydrolysis catalyst
operating under well dened conditions. A simple bypass reactor
unit for the decomposition of the liquid precursor to ammonia gas
could have advantages e.g. in availability of ammonia and be more
independent of the exhaust or engine conditions. The complete
decomposition to ammonia would occur under controlled
conditions. Specications and investigations on such a type of
ammonia generator will be presented.
Attenuation of low-frequency exhaust noise
from combustion engines
S. Frederiksen, C. Ammitzbo, Silentor A/S,
Denmark,
B. B. Jessen, Delta, Denmark
There is an increased awareness about disturbance caused by low-
frequency exhaust noise from all types of combustion engines.
Especially large, 2-stroke engines are characterized by a low ignition
frequency which increases the risk of prominent noise at this
frequency and at higher harmonics. When the frequency of a
sound wave is low, there will be less attenuation at transmission
through walls, windows, etc. In addition, low frequencies are
associated with relatively long wavelengths that may coincide with
distances between walls, whereby strong, standing waves can be set
up. This increased awareness includes, not only audible sound of
low frequency, but also infra-sound (below around 20 Hz), which
cannot be heard, but felt, to a degree which varies from one
individual to another. Although the matter from a medical point
of view is still somewhat obscure, there is scientic evidence that
some people are sensitive to infra-sound to a degree that can
documented objectively. Accordingly, some noise regulations
today stipulate maximum allowable noise level within a wide
frequency spectrum, including values at infra-sound frequencies.
Therefore, the acoustic engineer cannot ignore the issue of infra-
sound, apart from disturbance caused by noise within the audible
spectrum. Conventional silencers can indeed yield satisfactory
attenuation at all relevant frequencies, but stringent demands
regarding low-frequency performance tend to call for ample
accommodation space and for an allowance to design for rather
big pressure drops. This is in conict with the fact that available
space is often narrow, for instance on board ships. Also, a high
backpressure can retract from engine performance and can cause
unwanted increase of thermal loading of combustion chambers.
The paper presents a novel silencer concept that combines three
per se well-known silencer principles in an optimal way. The rst
of these principles is the reactive sound-reection principle; a
silencer according to this principle in acoustic theory is sometimes
referred to as a low-pass lter, since it attenuates noise of frequencies
higher than a lower cut-off frequency. The second principle is the
sound-absorptive principle which provides mainly high frequency
attenuation. The third principle is the Helmholtz resonator
principle in which sound conned to a certain frequency band is
being absorbed. Each principle has its pros and cons: The reactive
silencer can provide noise reduction within a wide frequency
spectrum, but there is a pressure-drop penalty. A resonator, on the
other hand, can be designed for an insignicant pressure drop, but
its bandwidth is rather narrow. Additional problems with a
resonator are, that its resonance frequency is sensitive to temperatur
variations, and that the frequency at which maximum attenuation
is needed will change with rotational speed of the engine, making
exact tuning difcult. The various principles can be combined in
such a way that the attenuation spectrum of a reactive stage is
supplemented at the lower end by a resonator. Automatic tuning
of the resonator can be performed by a robust feed-forward control
loop which can compensate for frequency shifts caused by changed
rotational speed of the engine. The paper presents the theoretical
basis for the new silencer concept, supported by empirical
verication, as well as an evaluation of its tness from a practical
application point of view, as related to an ongoing eld project.
(51) Component & Maintenance Technology
Piston Engines Components
Recent development in analysis and design
of principal bearings of large two stroke
diesel engines
P. Rnnedal, H. W. Christensen, MAN Diesel &
Turbo SE, Denmark
The two stroke crosshead low speed diesel engine has been a
preferred prime mover in the merchant marine for mostly a century.
Although its basic working principle has not been changed, the
demand for still higher power, produced at the lowest possible fuel
consumption, from a machine occupying a minimum of space, has
constantly increased the demands to its three principal bearings,
main bearing, crank pin bearing, and crosshead bearing. This paper
deals with design techniques for bearings as applied in modern
large two stroke diesel engines. Simulation methodology as well as
design verication techniques by measurements are described.
Most important, the actual design features, as developed using the
illustrated techniques, are shown. Calculation results from in house
simulation software including advanced combinations of
loadgeneration and Elasto Hydro Dynamic (EHD) analysis are
demonstrated, in particular for a newly developed main bearing
assembly, and for the Blended- Edge (BE) main bearing applied in
MAN B&W two stroke diesel engines. Also simulation results for
the wide pad crosshead bearing, which has been introduced in the
ME-B engine series, are given. Major design particulars, bearing
application range, and service experience are illustrated in each
case. The actual geometry of a bearing journal, even when produced
within strict tolerances of cylindricity, may strongly inuence the
distribution of hydraulic pressure in the oil lm. A method of in
situ measuring the shape of a main bearing journal in detail is
presented, and the inuence of typical imperfections discussed.
Measurements of the oil lm thickness of the main bearings during
full operation, made on the 4T50MX test engine in Copenhagen,
are shown in correlation with the equivalent simulation results,
and illustrating the development on the main bearing components.
In parallel with the mechanical/geometrical development, also the
issue of material properties are addressed. Traditionally Babbitt has
been the preferred bearing material for a number of reasons.
However stronger Tin-Alu bearings have also been used for decades.
MAN B&W diesel engines use both type of materials, and recent
developments aim at merging best properties for both type of
materials in one. MAN has worked on this development for well
over four years now, and the rst service trials are presented.
Trends in engine design and their impact on
engine bearing design and performance
C. Forstner, Miba Gleitlager GmbH, Austria
Latest engine designs are committed to ultimate performance and
low cost of ownership which in turn means high power density
and fuel efciency combined with engine downsizing and extended
service intervals. The consequences are weight-optimized and
hence more exible engine components as well as cost reduction
at the expense of material and surface quality. At the same time
engine speed, Brake Mean Effective Pressures and Exhaust Gas
Recirculation rates are increasing to match the performance and
emission targets. All of the above mentioned measures are directly
affecting the load and operating conditions of conrod small end
bushings, connecting rod big end and main bearings. In order to
cope with this challenge new bearing design and material solutions
have been developed. This paper will focus on late-breaking topics
like recommended surface quality of crankshafts, fretting damages
at conrod big end bearings and the inuence of crankshaft torsional
vibration optimization on main bearing loads. Finally specic
bearing design changes and adaptations of existing bearing types
in order to achieve the required bearing performance and
operational safety will be presented.
Variable valve timing a necessity for future
large diesel and gas engines
C. Mathey, ABB Turbo Systems Ltd., Switzerland
Variable Valve Timing (VVT) systems have been used in the automotive
industry for a number of years and very different techniques,
including phase-shifting, variable valve lift and exhaust valve
reopening, can all be found on the market. Beside its positive impact
on emissions and fuel consumption, the main marketing focus is
still on driveability or, in PR language, the joy to drive. While these
systems could be described as standard automotive equipment today,
it has been rare in the past for Variable Valve Timing to be applied to
large diesel and gas engines. However, the coming emissions
regulations as well as further development work aimed at higher
brake mean effective pressures of turbocharged large engines,
especially those equipped with Miller-timing, will require more
exibility on the air management side. This paper shows and
discusses some of the possibilities offered by Variable Valve Timing
in respect of engine performance data, including transient behaviour,
emissions and the turbocharging requirements. Also presented is the
design of a newly developed variable valve train system that is
currently undergoing an extensive validation and qualication
program. The lay-out of this VVT has a considerable degree of
exibility, allowing it to be used on diesel and gas engines of different
sizes and for different purposes and giving it the customising
capability required by all large engine manufacturers. Even retrotting
on existing engines has been taken into account. The VVT system is
designed in such a way that no external power supply is required for
the operation and the control can be integrated in the engine
management unit. Several design features of this hydraulic mechanical
VVT are based on proven automotive design elements. First test
results are presented in this paper. To develop and manufacture this
new VVT system ABB Turbo Systems Ltd joined forces with a large
German OEM supplier; it is planned for prototypes for testing on
customers engines to be made available by the end of 2010.
Revised fatigue assessment of welded two-
stroke engine structures
D. Bachmann, S. Soennichsen, Wrtsil
Corporation, Switzerland
In this paper the strategy of Wrtsil 2- stroke for improvement of
the reliability of the welded engine structure is presented. The
strategy is based on three aspects such as production friendly and
mechanically optimized design, welding quality control and
instruction as well as the improvement and research on the fatigue
limits of welded structures. The latter is investigated in this paper
in detail. Therefore a fatigue test series has been performed with
weld seam variation regarding weld root quality (lack of
penetration) and post weld heat treatment. The paper closes by
analyzing the consequences of the ndings in these tests with
regard to existing and future 2-stroke engine structures.
Topology optimization of main medium-
speed diesel engine parts
P. Bhm, D. Pinkernell, MAN Diesel & Turbo SE,
Germany
Due to the ongoing progress in computing power of computer
hardware on the one hand and computational efciency of
simulation programs on the other hand, optimization by
simulation gains importance in the development process of
medium-speed diesel engines. This paper presents two studies of
main diesel engine parts where topology and shape optimization
methods have been successfully integrated into the design process
at an early design phase. The rst example describes a lightweight
crankcase design of a V-engine for a whole set of cylinder numbers
from 12V to 20V, the second one refers to an optimization of a
crankshaft with main focus on web and counterweight design. It is
demonstrated that topology optimization is an appropriate tool
for lightweight design and that a weight reduction of more than
twenty percent can be achieved. The method leads to new design
recommendations expanding the well-known eld of experience.
In both examples, the goal of weight reduction is accompanied by
a comprehensive set of requirements and constraints which have
Tuesday, 15 June
Wednesday, 16 June
to be ensured by the optimization procedure automatically. As the
distribution of applied material in a given design space inuences
the dynamics of the system, requirements for dynamic stiffness
and eigenmodes have to be incorporated into the optimization
process. Geometrical properties like symmetries have to be
guaranteed as well as specications from manufacturing. The given
examples illustrate that for main engine parts it is possible to build
up a topology optimization processes including a large number of
quality criteria concerning geometry, stiffness and dynamic
behaviour. For example, modal frequency criteria are combined
with constraints for bending and torsion. It is shown that it is
feasible to dene an appropriate set of load cases from a large
number of applied timedependent forces and moments and to
balance contributions from static and dynamic forces. When
necessary, the presented overall optimization process ensures
requirements with respect to strength by an additional shape
optimization step, as in both examples it is not possible to
incorporate constraints with respect to strength directly into the
topology optimization procedure. Aspects from transferring design
recommendations from topology optimization into a CAD based
design are addressed as well as particular needs for handling
models with a very large number of degrees of freedom..
(113) Users Aspects Marine Applications Fuels
Experience with measuring cylinder oil
consumption rate
C. Schneider, KRAL AG, Austria
This paper presents practical experience with cylinder oil
consumption measurement systems. After an analysis of tank level
measurements, used as reference, ndings regarding the ow
scheme in cylinder oil supply lines will be discussed. This comprises
two types of common electronically controlled injector systems.
Measurements did reveal a surprisingly high ow dynamic in the
low pressure feed lines which require further corrective actions to
ensure precise results. The paper includes measurement results as
well as a discussion of the options to further reduce cylinder oil
consumption. The latter are based on the availability of real time
consumption measurement results which can be used for the
calibration of electronically controlled injector systems.
Combustion quality of marine residual fuel
trend, control, effect on engine
A. Takeda, N. Iijima, S. Umemoto, H. Miyano,
Nippon Yuka Kogyo, Japan,
H. Nakatani, K. Adachi, H. Nomura, K. Adachi, NYK
Line, Japan,
H. Tajima, Kyushu University, Japan
The effectuation of the IMO/MARPOL 73/78 Annex VI and the
requirement for reducing the sulfur content in accordance with
future regulations have strongly inuenced the qualities of marine
residual fuels. For example, since light cycle oil (LCO) and claried
light cycle oil (CLO), which are obtained in the uid catalytic
cracking (FCC) process, contain a low level of sulfur and low
viscosity, they are suitable for use as raw material for low sulfur
fuels such as cutter stocks. However, a major portion of these types
of oil generally contain aromatic compounds, and in the case they
are blended in large quantities to marine residual fuel, its ignition
and combustion quality deteriorate. As a result, lowered
combustibility causes problems such as poor combustion in large
two-stroke diesel engines (main propulsion engines), which can
potentially result in major failures such as damage to the piston
rings and the cylinder liner. However, there is no limit value or
criterion regarding ignition and/or combustion quality of marine
residual fuel at the current moment. Therefore, fuel oil suppliers do
not need to pay attention about ignition and/or combustion in the
petroleum renery process with which marine residual fuel MFO is
made. Energy Institute (EI) had standardized the test method
(IP541) of ignition and combustion characteristics for residual fuel
by using constant volume combustion chamber such as Fuel
Combustion Analyzer (FCA) in 2006. However, a practical
evaluation method and the criterions for the ignition and
combustion quality are currently under consideration in CIMAC
and ISO, and are therefore not yet established. And, there are few
reports on the ignition and combustion quality of a large number
of marine residual fuels by IP541. Since combustion problems are
increasing in recent years, the consumer takes the necessary
measures to minimize engine problems caused by poor combustion
quality. In this paper, we will report the results of investigation and
research for ignition and combustion quality, and the experiences
obtained from operations of engine.
The users views of having to use low-sulphur
fuels combined with slow-steaming
K. Wilson, Keith Wilson and Associates, England
The present world wide economic situation has meant that almost
all ship operators have to employ slow steaming with their ships.
Long hours, or days, with engine operation at loads of 30 per cent,
or even less, bring problems with those engines and these are not
easy to solve, including ensuring that the exhaust gas meets with
local requirements, where necessary. At the same time, the
increasing number of sea areas (SECAs) which demand the use of
low sulphur content fuels or, very low sulphur exhaust gas
emissions, from all ships, present more problems for the engine
operator the User. The paper sets out to show the depth of these
problems and in particular the effects on engine operation, and
how the Users are dealing with them. Since the use of low sulphur
content fuel oils is now mandatory in different areas, the USER has
to invest in extra equipment to deal with such fuel oils at the same
time as extra investment in sometimes complex adaptations of the
engines, have to be made. In addition, there now seems to be a
problem of how much low sulphur content fuel can be supplied in
some ports, particularly where large ships are concerned.
Furthermore, new regulations have been brought forward rapidly,
where exhaust gas emissions are concerned, in waters off the state
of California, USA. These go well beyond the present requirements
laid down by the IMO to which all Users have taken considerable
steps, in conjunction with the engine designers, to meet the present
IMO tier requirements and the next IMO tier. The latest
requirements as laid down for Californian waters, mean that each
User has to invest in further equipment on board when it will only
be used for a relatively short time in each voyage. The need for
unilateral exhaust gas emissions across the world is paramount to
the Users but there are now several authorities who demand their
own exhaust gas emission levels. Apart from the larger main
engines on board many of the Users ships, the change over from
heavy marine fuel to a much lighter grade of fuel oil can cause
problems with auxiliary engines designed to use only one fuel oil
type. For those Users operating machinery in tankers, the problem
is further aggravated by having to deal with the exhaust gas
emissions from the boilers where much use is made of heavy fuel
oil for considerable periods since fresh water generation onboard
is essential. Dealing with sulphur in the exhaust gas, on board has
yet to be fully exploited.
Florian Visser
Advertising Director
Tel.: +49 (0)40 / 237 14 117
Fax: +49 (0)40 / 237 14 236
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SMM Daily News Advertisement
Full colour rates+VAT
Bookable days are:
Tuesday, September 7
th
2010
Wednesday, September 8
th
2010
Thursday, September 9
th
2010
Friday, September 10
th
2010
The 24
th
Shipbuilding, Machinery & Marine Technology International (SMM) trade fair will
be staged at Hamburg Exhibition Centre from September 7
th
-10
th
2010. Leading ship building
companies and maritime equipment suppliers will present many innovations at this SMM.
As usual, DVV Media will produce the daily trade fair newspaper SMM Daily News from
Tuesday to Friday!
Here are the rates for your advertisement:
183 x 63 mm
1/4-page
1,240
183 x 251 mm
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2,390
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690
) N A S S O C I A T I O N W I T H
D
a||y N
Jw
s
No 1 | 23 SJLJ||J| 2008
Ship equipment innovations must
come onto the market faster
5hIp equIpment makers must
Invest mOre In research and de-
veIOpment and brIn new prOd-
ucts OntO the wOrId market
faster, Cermany's mInIster re-
spOnsIbIe fOr shIpbuIIdIn saId
at a press cOnference at the
OpenIn Of thIs year's 5MM.
Innovaion was lc kcy fac-
oi o aclicving sliphuiIding
indusiy giowl in lc facc of
a massivc cxpansion of slip-
yaid capaciy in dcvcIoping
couniics, cspcciaIIy in Asia,
said Dagmai WoliI, sac scc-
icaiy in Ccimany's Economy
Minisiy.
TOday at 15.00 hOurs

HaII A1, 5tand 534
5PQJDPGUIF%BZ
&OWJSPONFOUBOEFYIBVTU
FNJTTJPOT
Purllclunls.
Dr. SlaIun Slndlar, buurd
nanbar MAN Dlasal
Dr. Huns-Halnrlch Null chlaI
axacullva, Carnun shl-
uwnars' ussuclullun vDR

nura un ua 3
SMM La||
Carnun shlbulldln nlnlslar Dunur Wuhrl (laIl) saas lnnuvullun us kay lu shlbulldln succass. Dr. Harbarl
Aly (canlra) Irun ThyssanKru Murlna Syslans wurns Euruaun shlbulldln Iucas nura cunallllun.
First Class bulk carriers: a new perspective
dd 1
22.09.2008 20:32:10
The NOrweIan 5ea-CarO A5
pIaced cOntracts wIth POIIs-
POyce fOr desIns and equIp-
ment systems fOr twO rOrO
vesseIs and twO OptIOns. ThIs
marks a new dIrectIOn In mer-
chant shIp prOpuIsIOn.
1lc nis slips in lc woiId o
hc fucIIcd soIcIy wil Iiquc-
ncd nauiaI gas (LNC) lavc
hccn oidcicd hy Sca-Caigo AS.
On dcIivciy fiom lc Blaiai
slipyaid in India in 2ulu lc
ncw l32.Sm Iong vcsscIs wiII
hc ahIc o caiiy 5,6uu onncs of
caigo on a diaugl of 6m, wil
up o 94 1EU of conaincis on
dcck and l,l4u Ianc-mcics of
ioio capaciy. An impoian
cnd icsuI wiII hc a vciy Iaigc
icducion in cmissions com-
paicd wil a simiIai slip using
Iiquid fucI. CO2 cmission wiII
hc icduccd hy ahou 2u%,
RoIIs-Roycc picdics, NOx hy
ahou 9u%, paiicuIacs wiII hc
ncgIigihIc and suIplui oxidc
cmissions wiII hc zcio.
Ingc Bocn, RoIIs-Roycc Diicc-
oi Mciclan SoIuions, said:
'RoIIs-Roycc is icsponsihIc foi
lc ovciaII vcsscI dcsign, dcii-
vcd fiom Sca-Caigo's Iong cx-
pciicncc wil coasaI and sloi
sca slipping, and wiII suppIy
aII lc majoi cquipmcn and
syscms incIuding main cnginc,
icducion gcai, piopcIIci, slaf
gcnciaoi, unncI how liusci,
iuddci and scciing gcai, auo-
maion, and lc LNC fucI so-
iagc and landIing syscm.
1lc Bcigcn B35:4uVl2PC
main gas cnginc uscs lc pio-
vcn RoIIs-Roycc Ican huin
comhusion cclnoIogy la
is lc kcy o ohaining a vciy
ligl lcimaI cfncicncy and
good conioI in a gas-fucIIcd
cnginc. I is cIasscd foi lc
Ioad[spccd opciaionaI pa-
cin la comcs wil mcclani-
caI coupIing o a conioIIahIc
picl piopcIIci. ConscqucnIy
a simpIc singIc cnginc piopuI-
sion syscm las hccn possihIc
in lc Sca-Caigo ioio vcsscIs
- convcnionaI in aII hu lc
fac la LNC is lc fucI.
CoId Iiquid gas wiII hc soicd
in wo insuIacd asks foi-
waid of lc cnginc ioom. 1lis
spacc wiII aIso lousc lc cva-
poiaoi syscm la convcis
o Iiquid ino a Iow picssuic
waimcd gas and suppIics lis
o lc gas cnginc wlicl uins
lc piopcIIci liougl a icduc-
ion gcai and aIso suppIics
lc vcsscI's cIcciicaI Ioad hy
mcans of a gcnciaoi diivcn
off lc gcaihox.
POIIs-POyce. HaII A4,
5tand 300
lntegrated Bridge Systems
PaytheOn Anschtz Is annOun-
cIn at the 5MM that It has re-
ceIved an Order fOr cOmpIete
Interated brIde systems fOr
mea yachts frOmcOnsuItIn en-
Ineers Peter Meyer PrOject Ma-
naement AdvIser CmbH (PMA).
The mea yachts wIII be buIIt by
Cerman shIpyard ThyssenKrupp
MarIne 5ystems AC (TKM5).
In lc ncx fcw ycais, 1KMS
slipyaid HDW-Caaidcn of
KicI wiII huiId cxcIusivc mcga
yacls. As a suppIici of ligl-
quaIiy navigaion and com-
municaions cquipmcn foi
mcga yacls, Raylcon An-
scluz las won lc coniac o
n lc ncwhuiIdings wil com-
pIcc Incgiacd Biidgc Sys-
cms. 1lc coniac was signcd
hy PMA, wlicl is in claigc of
pIanning and cooidinaing
lc cniic cIcciic packagcs
of lc yacls.
1lc scopc of suppIy foi lc
ncw mcga yacls covcis foui
muIifuncionaI woiksaions
(iadai, ECDIS, conning) wil
widc-sciccn a pancI coIoui
dispIays, gyio compass syscm
wil CPS and magncic com-
pass, auopiIo, scciing conioI
hascd on CAN hus cclnoIogy,
cclo soundci, spccd Iog as
wcII as a compIcc CMDSS ia-
dio saion incIuding Inmaisa
hioadhand.
Raylcon Anscluz loIds a Iaigc
numhci of icfcicnccs foi mcga
yacls fiom Icading Cciman and
incinaionaI slipyaids. Bcsidc lc
oidcis foi 1KMS, Raylcon An-
scluz is cuiicnIy cquipping majoi
piojccs foi Cciman yaids Luisscn
and Ahcking &Rasmusscn.
PaytheOn Anschtz presents Its
cOncept Of an Interated brIde
and the technOIOy fOr mea
yachts In HaII B, 5tand 320.
Slurlln lu rasanbla Cululn Klrk's brlda ln Slur Trak. A naw
lnlarulad brlda syslan.
A ferry for sons and daughters.
.nOt fOr mOthers and fathers.
ThIs Is hOwUwe CttO, 5aIes and
MarketIn Manaer Of Cerman
shIpyardFIensburer 5chIffbau-
CeseIIschaft (F5C) descrIbes
the new ferry desIn cOncept
IcOn, whIch was presented tO
the pubIIc fOr the rst tIme at
the 5MMyesterday.
1lc ncw fciiy is a nis gIancc
siiking hccausc of is unusuaI
luII and supcisiucuic slapc.
I appcais o hc simiIai o a
spacc slip and lc aim of lc
fuuiisic dcsign was o cicac
an icon foi lc slip of lc fu-
uic. 1lc goaI is o makc iavcI
hy fciiy aiacivc and a pIcasu-
iahIc cxpciicncc, Oo says. 1ia-
vcIIing hy fciiy docs no lavc
o hc hoiing and lis las hccn
piovcn hy Noiway's CoIoi Linc
wil is ciuisc fciiy conccp, a
paiadigm clangc wlicl las
hccn succcssfuIIy acccpcd hy
lc maikc.
'1lis slows la in lc fciiy
maikc you can no onIy win
maikc slaic hu la you can
aIso cicac hiand ncwmaikcs,
said KIas Biogicn fiom Slip-
Pax, a company invoIvcd in lc
dcvcIopmcn of lc ncw dc-
sign. 'Foi lc Icon conccp wc
lavc unincd aII lc impoian
dcmands on a modcin fciiy:
Aiacivcncss, comfoi, safcy,
cnviionmcnaI pioccion and
nauiaIIy pionahiIiy.
Frun laIl lu rlhl. Klus Bruran Irun ShlPux, Daslnar lvur Mullka
und Uwa Ollu Irun FSC wllh u nudal uI lha naw lcun Iarry dasln.
Lenth Over aII. abt. 1.80 m
Breadth MOuIded. abt. 27.50 m
DesIn Drauht. .30 m
DesIn DeadweIht. 4.800 dwt
5ervIce 5peed. 22.0 kn
MaIn EnInes. M.C.P. 1,800 kW
TraIIer Lane Metres. 1,00 Im
Passener CapacIty. 1,00
Crew. abt. 50
lCON CONCEPT -
MAlN PARAMETERS
hc vaiicd accoiding o aica of

opciaion.
Wly lc FIcnshuigci Scliffhau-
CcscIIsclaf dccidcd o dcvcIop
lc Icon fiomis own icsouiccs,
cxpIains Oo so: 'If wc wan o
icainoui maikc slaic, wc mus
dispIay oui ahiIiy and wiIIing-
ncss o makc innovaions. 1lis
is viaI o loId and cxpand oui
maikc slaic in lis niclc sccoi
agains cvci-siongci compcii-
on fiomlc Fai Eas.
1lis is wly FIcnshuigci Scliff-
hau-CcscIIsclaf cmpIoys 25 cn-
ginccis wlosoIcIy conccniac on
icscaicl and dcvcIopmcn. '1o
kccp lc Icad wlicl wc posscss,
wc mus kccp lc know-low in
oui own company, lc said.
FIensburer 5chIffbau-CeseII-
schaft. HaII B4 (rOund OOr),
5tand 450
Biogicn hcIicvcs lc fciiy mai-
kc las vciy good dcvcIopmcn
pocniaI. 'Evciy ycai, l.7 hiI-
Iion pcopIc usc fciiics as a
mclod of ianspoi, lc said.
'1lc numhci of pcopIc wlo
iavcI hy aiiciaf is l.3 hiIIion.
In addiion, in coming ycais
many ohsoIcc slips wiII hc ic-
movcd fiomlc gIohaI cc, so
a icquiicmcn foi ncwhuiIdings
cxiss. 'If Euiopc lad sucl siin-
gcn Iimis on lc scivicc agc of
fciiics as Clina las, lcn aIonc
52 pciccn of aII fciiics now
opciaing in lc Mcdiciiancan
wouId lavc o go ino iciic-
mcn, said Oo. FIcnshuigci
Scliffhau-CcscIIsclaf, onc of
lc woiId's Icading yaids foi fci-
iy consiucion, pIans incnsivc
maikcing of lc ncw dcsign o
fciiy companics in lc ncai fu-
uic. A maikcing iip o Duhai
is pIanncd in lc Auumn. 1lc
goaI is o Iauncl lc nis Icon
cIass fciiy hy 2ul3.
1lc fciiy conccp is dcsigncd o
hc ahIc o mcc lc dcmands of
a widc iangc of slipping com-
panics. 'As wc lavc no dcvcIo-
pcd lc Icon foIIowing a conc-
icc inquiiy fiom a singIc slip
ownci, wc lad o hc vciy cxih-
Ic, said Oo. Sizc, piopuIsion
syscm and inciioi nings can
SeaCargo order rst
two LNGfuelled roro vessels
A SAILOR 500 FleetBroadband terminal
plus a crew communication solution and
mobile internet bundle
Visit the Inmarsat stand, hall B6, stand 111 and complete a
competition entry form.
Terms and conditions apply.
The mobile satellite companyTM
WIN
6 SMM Dully Naws [ 25 Salanbar 2008 [ Nu 3 SMM Dully Naws [ 25 Salanbar 2008 [ Nu 3 7
SMMDAlLY NEWS [ FERRY DESlCN
The NOrweIan 5ea-CarO A5
pIaced cOntracts wIth POIIs-
POyce fOr desIns and equIp-
ment systems fOr twO rOrO
vesseIs and twO OptIOns. ThIs
marks a new dIrectIOn In mer-
chant shIp prOpuIsIOn.
1lc nis slips in lc woiId o
hc fucIIcd soIcIy wil Iiquc-
ncd nauiaI gas (LNC) lavc
hccn oidcicd hy Sca-Caigo AS.
On dcIivciy fiom lc Blaiai
slipyaid in India in 2ulu lc
ncw l32.Sm Iong vcsscIs wiII
hc ahIc o caiiy 5,6uu onncs of
caigo on a diaugl of 6m, wil
up o 94 1EU of conaincis on
dcck and l,l4u Ianc-mcics of
ioio capaciy. An impoian
cnd icsuI wiII hc a vciy Iaigc
icducion in cmissions com-
paicd wil a simiIai slip using
Iiquid fucI. CO2 cmission wiII
hc icduccd hy ahou 2u%,
RoIIs-Roycc picdics, NOx hy
ahou 9u%, paiicuIacs wiII hc
ncgIigihIc and suIplui oxidc
cmissions wiII hc zcio.
Ingc Bocn, RoIIs-Roycc Diicc-
oi Mciclan SoIuions, said:
'RoIIs-Roycc is icsponsihIc foi
lc ovciaII vcsscI dcsign, dcii-
vcd fiom Sca-Caigo's Iong cx-
pciicncc wil coasaI and sloi
sca slipping, and wiII suppIy
aII lc majoi cquipmcn and
syscms incIuding main cnginc,
icducion gcai, piopcIIci, slaf
gcnciaoi, unncI how liusci,
iuddci and scciing gcai, auo-
maion, and lc LNC fucI so-
iagc and landIing syscm.
1lc Bcigcn B35:4uVl2PC
main gas cnginc uscs lc pio-
vcn RoIIs-Roycc Ican huin
comhusion cclnoIogy la
is lc kcy o ohaining a vciy
ligl lcimaI cfncicncy and
good conioI in a gas-fucIIcd
cnginc. I is cIasscd foi lc
Ioad[spccd opciaionaI pa-
cin la comcs wil mcclani-
caI coupIing o a conioIIahIc
picl piopcIIci. ConscqucnIy
a simpIc singIc cnginc piopuI-
sion syscm las hccn possihIc
in lc Sca-Caigo ioio vcsscIs
- convcnionaI in aII hu lc
fac la LNC is lc fucI.
CoId Iiquid gas wiII hc soicd
in wo insuIacd asks foi-
waid of lc cnginc ioom. 1lis
spacc wiII aIso lousc lc cva-
poiaoi syscm la convcis
o Iiquid ino a Iow picssuic
waimcd gas and suppIics lis
o lc gas cnginc wlicl uins
lc piopcIIci liougl a icduc-
ion gcai and aIso suppIics
lc vcsscI's cIcciicaI Ioad hy
mcans of a gcnciaoi diivcn
off lc gcaihox.
POIIs-POyce. HaII A4,
5tand 300
lntegrated Bridge Systems
PaytheOn Anschtz Is annOun-
cIn at the 5MM that It has re-
ceIved an Order fOr cOmpIete
Interated brIde systems fOr
mea yachts frOmcOnsuItIn en-
Ineers Peter Meyer PrOject Ma-
naement AdvIser CmbH (PMA).
The mea yachts wIII be buIIt by
Cerman shIpyard ThyssenKrupp
MarIne 5ystems AC (TKM5).
In lc ncx fcw ycais, 1KMS
slipyaid HDW-Caaidcn of
KicI wiII huiId cxcIusivc mcga
yacls. As a suppIici of ligl-
quaIiy navigaion and com-
municaions cquipmcn foi
mcga yacls, Raylcon An-
scluz las won lc coniac o
n lc ncwhuiIdings wil com-
pIcc Incgiacd Biidgc Sys-
cms. 1lc coniac was signcd
hy PMA, wlicl is in claigc of
pIanning and cooidinaing
lc cniic cIcciic packagcs
of lc yacls.
1lc scopc of suppIy foi lc
ncw mcga yacls covcis foui
muIifuncionaI woiksaions
(iadai, ECDIS, conning) wil
widc-sciccn a pancI coIoui
dispIays, gyio compass syscm
wil CPS and magncic com-
pass, auopiIo, scciing conioI
hascd on CAN hus cclnoIogy,
cclo soundci, spccd Iog as
wcII as a compIcc CMDSS ia-
dio saion incIuding Inmaisa
hioadhand.
Raylcon Anscluz loIds a Iaigc
numhci of icfcicnccs foi mcga
yacls fiom Icading Cciman and
incinaionaI slipyaids. Bcsidc lc
oidcis foi 1KMS, Raylcon An-
scluz is cuiicnIy cquipping majoi
piojccs foi Cciman yaids Luisscn
and Ahcking &Rasmusscn.
PaytheOn Anschtz presents Its
cOncept Of an Interated brIde
and the technOIOy fOr mea
yachts In HaII B, 5tand 320.
Slurlln lu rasanbla Cululn Klrk's brlda ln Slur Trak. A naw
lnlarulad brlda syslan.
SeaCargo order rst
two LNGfuelled roro vessels
0 FleetBroadband terminal A SAILOR 500 FleetB
plus a crew communication solution and pllus a crew communic
mmobile internet bundle et bundle
tand 111 and complete a Vis sit the Inmarsat stand, hall B6, sta
coompetition entry form.
Term ms and conditions apply.
The mobile satellite companyTM
WWIN
SMM Dully Naws [ 25 Salanbar 2008 [ Nu 3 7
au ughterrs..
Lenth Over aII. abt. 1.80 m
Breadth MOuIded. abt. 27.50 m
DesIn Drauht. .30 m
DesIn DeadweIht. 4.800 dwt
I d k 5ervIce 5peed. 22.0 kn
MaIn EnInes. M.C.P. 1,800 kW
TraIIer Lane Metres. 1,00 Im
Passener CapacIty. 1,00
Crew. abt. 50
lCON CONNCEPT -
MAlN PARRAMETERS RS
hc vaiicd accoiding o aica of

opciaion.
Wly lc FIcnshuigci Scliffhau-
CcscIIsclaf dccidcd o dcvcIop
lc Icon fiomis own icsouiccs,
cxpIains Oo so: 'If wc wan o
icainoui maikc slaic, wc mus
dispIay oui ahiIiy and wiIIing-
ncss o makc innovaions. 1lis
is viaI o loId and cxpand oui
maikc slaic in lis niclc sccoi
agains cvci-siongci compcii-
on fiomlc Fai Eas.
1lis is wly FIcnshuigci Scliff-
hau-CcscIIsclaf cmpIoys 25 cn-
ginccis wlosoIcIy conccniac on
icscaicl and dcvcIopmcn. '1o
kccp lc Icad wlicl wc posscss,
wc mus kccp lc know-low in
oui own company, lc said.
FIensburer 5chhIffbau-CeseeII-
schaft. HaII B4 (rOund OO Or),
5tand 450
c fciiy mai-
dcvcIopmcn
cai, l.7 hiI-
fciiics as a
i, lc said.
pcopIc wlo
l.3 hiIIion.
oming ycais
ps wiII hc ic-
ohaI cc, so
cwhuiIdings
d sucl siin-
civicc agc of
, lcn aIonc
fciiics now
cdiciiancan
ino iciic-
FIcnshuigci
af, onc of
yaids foi fci-
ans incnsivc
cw dcsign o
lc ncai fu-
iip o Duhai
Auumn. 1lc
lc nis Icon
dcsigncd o
dcmands of
ipping com-
no dcvcIo-
wing a conc-
a singIc slip
c vciy cxih-
piopuIsion
i nings can
6 SMM Dully Naws [ 25 Salanbar 2008 [ Nu 3
dd dda
hcIicvcs lc
vciy good d
aI. 'Evciy yc
opIc usc f
of ianspoi
umhci of p
y aiiciaf is l
ion, in co
hsoIcc slip
fiomlc gIo
cmcn foi nc
f Euiopc lad
is on lc sc
s Clina las,
cn of aII
g in lc Mc
lavc o go
said Oo.
u-CcscIIscla
d's Icading y
iucion, pIan
ng of lc nc
mpanics in
maikcing i
cd in lc Au
o Iauncl l
y hy 2ul3.
y conccp is
o mcc lc d
iangc of slip
As wc lavc
Icon foIIow
uiiy fiom a
wc lad o hc
Oo. Sizc,
and inciioi
What's up
lNFOTAlNMENT.
China Time 2008
Hamhuig is lc mos impoi-
an Iocaion foi Clincsc com-
panics in Euiopc. Ovci 45u
Clincsc nims aic hascd in
Hamhuig, hcIicvcd o hc moic
lan in any olci Euiopcan
couniy. As pai of is coninu-
ing Clina iniiaivc, lc ciy
of Hamhuig sagcs lc Clina
1imc annuaIIy, wlicl lis ycai
akcs pIacc hcwccn l2 o 27
Scpcmhci. Ovci 2uu cvcns
aic incIudcd in lc piogiammc
covciing suhjccs ianging fiom
husincss, lc cnviionmcn,
poIiics and Iaw o socicy
cuIuic, IifcsyIc, scicncc and
spoi. Somcling is offcicd
foi cvciyonc. A compiclcn-
sivc piogiammc of cvcns
can hc found in lc Incinc:
www.chInatImehambur.de
ENTERTAlNMENT.
Cotton Club
Livc music cvciy day is lc mo-
o foi lc Coon CIuh. 1lis lc
oIdcs jazz cIuh in Hamhuig
and las aclicvcd famc wcII hc-
yond lc ciy. In JuIy ncx ycai,
lc Coon CIuh ccIchiacs is
5ul annivcisaiy and mus hc
ahou lc onIy Euiopcan jazz
ccIIai wlicl las picscncd Iivc
music fiom jazz hands aImos
cvciy day foi sucl a Iong imc.
Many Cciman hands lavc
saicd lcii caiccis in lc cIuh
and many of lc incinaionaI
jazz gicas icguIaiIy akc up lc
offci o pIay a lc cIuh. And
onIy a fcw mcics away fiom
lc cIuh you wiII nnd lc CioL-
ncumaik, a maikcpIacc sui-
ioundcd hy many IivcIy hais,
puhs and icsauians.
COttOn CIub
AIter 5teInwe 10
2045 Hambur
TeI. +4-(0)40-343878
www.cOttOn-cIub.Or
EATlNG OUT.
Friesenkeller
Noil Cciman cooking in a
Iaidhack, Hanscaic amosplcic
in lc lcai of lc ciy cIosc o
lc imposing ciy laII, cmhcd-
dcd in lc lisoiic AIsci Ai-
cadcs, wil a vicwovci lc AIsci
canaIs: 1lis is lc FiicscnkcIIci.
Hcic you wiII nnd ypicaI noil
Cciman nsl and mca dislcs.
Visiois fiom ahioad can lavc
somc gica fun iying ou dislcs
lcy may ncvci lavc lcaid of
Iikc pcais, hcans and poik, Iahs-
kaus wil ioIImops and glci-
kins oi icd fiui compo. A ahIc
icscivaion is iccommcndcd:
FrIesenkeIIer
Am 1unfernstIe 7
Ecke AIsterarkarden
20354 Hambur
TeI. +4-(0)40-357020,
www.frIesenkeIIer.de
Ejector technology for

the shipbuilding industry
1lc cjccoi spcciaIis Koiing
Hannovci AC picscns is
dcIivciy piogiammc foi lc
sliphuiIding indusiy, wlicl
las hccn cxpandcd in scvciaI
sccois. Now cjccois wil Ia-
ciaI moivc ow connccions
aic aIso avaiIahIc in smaIIci
sizcs. JIS-angcs can hc sup-
pIicd fasci duc o impiovcd
sock kccping. And lc nnaI
inspccion hccomcs casici hy
a sandaidizcd pioccduic la
is icady o hc agiccd wil Cci-
manisclci LIoyd. Eacl cjccoi
is dcsigncd in accoidancc wil
lc icguIaions of woiIdwidc
cIassincaion companics foi
sliphuiIding- and offsloic
indusiy incIuding CL, LR,
ABS and DNV. Eacl cjccoi
passcs a dcsign and picssuic
cs hcfoic Icaving lc woiks.
Moic lan l35 ycais ago Eins
Koiing dcvcIopcd lc ,Injcc-
oi' as a scam jc hoiIci fccd
pump and lcn consanIy
dcvcIopcd is cxpciisc in
uid dynamics. A fuilci scp
wilin a fcw ycais was lc dc-
vcIopmcn of many ypcs of
cjccois now wcII known. 1lc
widc piogiammc iangc of-
fcicd oday is aimcd o suppIy
pioducs wil ligl cfncicncy
and a maximum of cnviion-
mcn pioccion.
KrtIn HannOver AC.
HaII A2, 5tand 10
Kurlln. 135 yaurs uI ajaclur
axarlanca.
22 SMM Dully Naws [ 23 Salanbar 2008 [ Nu 1 SMM Dully Naws [ 23 Salanbar 2008 [ Nu 1 23
SMMDAlLY NEWS [ WHAT'S UP lN HAMBURC
ENT NTERTAlNMENT.
Cotton Club
Livc music cvciy day is lc mo-
o foi lc Coon CIuh. 1lis lc
oIdcs jazz cIuh in Hamhuig
and las aclicvcd famc wcII hc-
yond lc ciy. In JuIy ncx ycai,
lc Coon CIuh ccIchiacs is
5ul annivcisaiy and mus hc
ahou lc onIy Euiopcan jazz
ccIIai wlicl las picscncd Iivc
music fiom jazz hands aImos
cvciy day foi sucl a Iong imc.
Many Cciman hands lavc
saicd lcii caiccis in lc cIuh
and many of lc incinaionaI
jazz gicas icguIaiIy akc up lc
offci o pIay a lc cIuh. And
onIy a fcw mcics away fiom
lc cIuh you wiII nnd lc CioL-
ncumaik, a maikcpIacc sui-
ioundcd hy many IivcIy hais,
puhs and icsauians.
COttOn CIub
AIter 5teInwe 10
2045 Hambur
TeI. +4-(0)40-343878
www.cOttOn-cIub.Or
Ejector technology for
the shipbuilding industry
1lc cjccoi spcciaIis Koiing
Hannovci AC picscns is
dcIivciy piogiammc foi lc
sliphuiIding indusiy, wlicl
las hccn cxpandcd in scvciaI
sccois. Now cjccois wil Ia-
ciaI moivc ow connccions
aic aIso avaiIahIc in smaIIci
sizcs. JIS-angcs can hc sup-
pIicd fasci duc o impiovcd
sock kccping. And lc nnaI
inspccion hccomcs casici hy
a sandaidizcd pioccduic la
is icady o hc agiccd wil Cci-
manisclci LIoyd. Eacl cjccoi
is dcsigncd in accoidancc wil
lc icguIaions of woiIdwidc
cIassincaion companics foi
sliphuiIding- and offsloic
indusiy incIuding CL, LR,
ABS and DNV. Eacl cjccoi
passcs a dcsign and picssuic
cs hcfoic Icaving lc woiks.
Moic lan l35 ycais ago Eins
Koiing dcvcIopcd lc ,Injcc-
oi' as a scam jc hoiIci fccd
pump and lcn consanIy
dcvcIopcd is cxpciisc in
uid dynamics. A fuilci scp
wilin a fcw ycais was lc dc-
vcIopmcn of many ypcs of
cjccois now wcII known. 1lc
widc piogiammc iangc of- ff
fcicd oday is aimcd o suppIy
pioducs wil ligl cfncicncy
and a maximum of cnviion-
mcn pioccion.
KrtIn HannOver AC.
HaII A2, 5tand 10
Kurlln. 135 yaurs uI ajaclur
axarlanca.
SMM Dully Naws [ 23 Salanbar 2008 [ Nu 1 23
Whaat's upp
lNFOTAlNMENT.
China Time 2008
Hamhuig is lc mos impoi-
an Iocaion foi Clincsc com-
panics in Euiopc. Ovci 45u
Clincsc nims aic hascd in
Hamhuig, hcIicvcd o hc moic
lan in any olci Euiopcan
couniy. As pai of is coninu-
ing Clina iniiaivc, lc ciy
of Hamhuig sagcs lc Clina
1imc annuaIIy, wlicl lis ycai
akcs pIacc hcwccn l2 o 27
Scpcmhci. Ovci 2uu cvcns
aic incIudcd in lc piogiammc
covciing suhjccs ianging fiom
husincss, lc cnviionmcn,
poIiics and Iaw o socicy
cuIuic, IifcsyIc, scicncc and
spoi. Somcling is offcicd
foi cvciyonc. A compiclcn-
sivc piogiammc of cvcns
can hc found in lc Incinc:
www.chInatImehambur.de
EATlNG OUT.
Friesenkeller
Noil Cciman cooking in a
Iaidhack, Hanscaic amosplcic
in lc lcai of lc ciy cIosc o
lc imposing ciy laII, cmhcd-
dcd in lc lisoiic AIsci Ai- i
cadcs, wil a vicwovci lc AIsci
canaIs: 1lis is lc FiicscnkcIIci.
Hcic you wiII nnd ypicaI noil
Cciman nsl and mca dislcs.
Visiois fiom ahioad can lavc
somc gica fun iying ou dislcs
lcy may ncvci lavc lcaid of
Iikc pcais, hcans and poik, Iahs-
kaus wil ioIImops and glci-
kins oi icd fiui compo. A ahIc
icscivaion is iccommcndcd:
FrIesenkeIIIer
Am 1unfer ernstIe 7
Ecke AIster erarkarden
20354 Hammbur
TeI. +4-(0))40-357020,
www.frIese senkeIIer.de
22 SMM Dully Naws [ 23 Salanbar 2008 [ Nu 1

SMMDAlLY NEWS [ WHAT'S UP lN HAMBURC
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Tuesday, 15 June
Wednesday, 16 June
Environment-friendly operation using LPG on
the MAN B&W dual fuel ME-GI engine
R. S. Laursen, MAN Diesel & Turbo SE, Denmark,
V. W. Rudh, Hamworthy Gas Systems AS, Norway
With the new gas code, the use of LPG, i.e. propane and butane, as
fuel for propulsion of ships has now come one-step closer, and
MAN Diesel is ready with an engine design for this specic use. LPG
has been used as a fuel in the car industry for many years, and now,
with the dual fuel ME-GI engine, it is also possible to use LPG on
ships in general. The discussion and interest in lowering CO
2
, NOx,
SOx and particulate emissions have increased operators and ship
owners interest in investigating future fuel alternatives. Using LPG
as fuel on the two-stroke ME-GI offers the same emission benet as
with LNG, where emissions can be reduced signicantly compared
with MDO. Therefore, there are very good environmental reasons
for using this fuel in coastal areas and on inland waterways. The GI
system can also be applied on the small bore ME-B engines, which
suit into smaller tankers, bulk carriers, container vessels and RoRo
ships. Because of the general need to reduce CO
2
emissions, it is
already seen in some regions, especially in the Mediterranean, that
a lot of trafc is being moved from the highways to the seaways.
This trend is expected to continue because sea transportation has
proved to be less CO
2
polluting than both trucks and trains. This
CO
2
benet can be further improved by using gas as the fuel. Many
ship owners have realised that in the next ve to six years there will
most likely be an overcapacity in the LNG carrier eet and in the
LNG production. Obviously, this generates an interest in using
LNG and LPG as a fuel on ships in general, since the gas fuel for a
period is expected to be cheaper than other types of fuels, and the
difference will be even bigger when comparing with other types of
low-sulphur fuels. LNG is considered the fuel of the future, and
very few doubt this prediction. But establishing the LNG bunkering
facilities, comprising small-size LNG terminals and a network of
LNG supply ships, is costly and time consuming and, furthermore,
it is also a subject to safety concerns and public debate in some
countries. Only a few countries have an LNG network in place for
general use of gas as a marine fuel, one example being Norway, but
unless an unrealistic high price for the LNG can be obtained, the
use of LNG is not just around the corner for ship operation.
However, in due time it will be. To establish a supply network for
use of LPG as a fuel is far easier because LPG terminals are less
costly and not such a big safety concern, simply because LPG has
been around for a long time. Older LPG carriers can be brought
into use where they could function as bunkering stations. All the
old LPG carriers have an onboard reliquefaction plant installed,
which is less expensive to run, when compared to reliquefaction
systems for LNG. Furthermore, ship to ship loading of LPG is not
considered complicated, and would be a possible scenario when
LPG is bunkered from an LPG carrier. Some MAN Diesel gensets
are already running on LPG as the fuel on LPG carriers. Taking it
now one step further, this paper describes the technology behind
the ME-GI dual fuel MAN B&W two-stroke engines, using LPG as
fuel, and its associated fuel supply systems. The engine requires a
gas supply pressure of 550 bar and a temperature of 35C. At this
temperature and pressure, the LPG is liquid and different fuel
supply solutions are available for generating this pressure for the
liquid. Hence, the ME-GI for LPG will use liquid gas for injection,
contrary to the ME-GI for LNG, where the methane is injected in
gaseous form. All the way from tank to engine the LPG remain in
liquid phase and non-cryogenic pumps can be used to generate the
pressure. These pumps are standard equipment in the LPG industry,
where quite a big number of suppliers are available. Safety is a
concern when LPG is being used, since in gaseous form, contrary to
methane, both propane and butane are heavier than air and will
drop in case of leakage. This safety needs to be analysed and our
safety considerations and precautions will be described in detail.
Evaluation of using natural gas as a fuel for
LNG carriers Application of marine gas
turbines
A. Radwan, M. Morsy, University of Alexandria,
Egypt,
M. Fahmy, Arab Academy for Science and
Technology, Egypt
Liquid natural gas (LNG) shipping industry has increased
dramatically since 1959. The cargo capacity has jumped from
150,000m
3
to 250,000m
3
meanwhile; the transport distance
reached 7000 Nmile. Numerous LNG carriers demonstrate a good
experience with using their boil off gas (BOG) as a fuel for
propulsion machinery, mainly steam turbines. Lately, about 40%
of the new orders shifted to slow speed diesel engines with
reliquefaction plant (SSDRL) and dual fuel diesel electric
propulsion (DFDE). So far, marine gas turbines are not applied yet
in LNG carriers. This paper discusses the applicability of using
natural gas as a fuel with marine gas turbine electric propulsion
(DFGE), utilizing natural boil off gas (NBOG) and forced boil off
gas (FBOG) as well as investigating its economical and
environmental benecial over other propulsion options. The
benchmark ship chosen for this study has a capacity of 150,000m
3

powered by conventional steam propulsion. For this purpose a
spreadsheet model were developed to determine the LNG carrier
operating cost for different propulsion options. This is in addition
to a sensitivity analysis to study the effect of varying range, (HFO)
and natural gas (NG) prices on ship operating cost. It was found
that, using (NG) as a fuel with the proposed marine gas turbine
cycle at current HFO and NG prices provides the highest cost
saving for a distance less than 4000 Nmile. With the expected
changes in fuel prices, the proposed cycle achieves cost saving of
3% per round trip and this saving is directly proportional with
increasing of fuel prices compared to other options.
Piston Engines Combustion Two Strokes
In-situ optical combustion diagnostics on a
large two-stroke marine diesel engine
H. H. Poulsen, J. Hult, S. Mayer, MAN Diesel & Turbo
SE, Denmark
Large two-stroke Diesel engines offer several challenges to successful
implementation of the type of optical and laser based measurement
techniques which have been applied with so much success in
smaller automotive engines during the last decade. In this paper we
will present the rst steps taken towards implementing optical
diagnostics in a full sized and fully operational two-stroke diesel
engine for marine application. Optical ports, tted with sapphire
windows, have been developed, which allow normal uninterrupted
engine operation over several hours. Considerations connected
with the design of those ports, which have window diameter up to
40 mm, are introduced. Results from several measurement
campaigns undertaken on this optical test engine will also be
presented. The evolution and movement of burning fuel clouds are
visualized at high framing rates (18 kHz) using a high-speed CMOS
camera. Two types of high-speed soot luminescence imaging have
been performed. By simply recording all visible light, the structure
and dynamics of the luminous regions can be studied. From such
image sequences individual ame ignition and propagation events
can be followed in a cycle-resolved fashion. In a second set of
experiments two-colour pyrometry is implemented, by splitting the
emitted black body radiation into two separate optical channels.
These are both captured on the same highspeed camera, whereby
the temperature of the soot in the ame envelope can be estimated
from the ratio of the two signals. The latter approach thus provides
complementary information on the temperature distribution of
the luminous regions during the engine cycle.
Study of exhaust gas separation (EGS)
system on 2-stroke engine
M. Takahashi, I. Tanaka, M. Ohtsu, Mitsui
Engineering and Shipbuilding Co., Ltd., Japan
2-stroke diesel engines have been improved to the state-of-the-art
heat engine, so thermal efciencies of those have already been
achieved to the level of more than 50% since some 15 years ago, and
there seems to be no room for further substantial thermal efciency
improvement by engine itself. On the other hand, turbocharger
mounted on engine is being signicantly improved to be more than
70% at total efciency, so that more and more excessive energy in
exhaust gas receiver is available for other use. Accordingly, attention
toward 2-stroke engine as earth friendly heat engine is focused on
how to utilize the excessive energy in exhaust gas receiver, and many
kinds of heat recovery equipments are under investigation and/or
development. In some cases of those applications, heat recovery
equipments have been already materialized. On 2-stroke engine,
scavenge process in combustion chamber is performed by nearly
stratied fresh air through scavenge ports of cylinder liner, so exhaust
gas from exhaust valve has similar prole of gas content and
temperature along time after opening of exhaust valve. If a gas
separation valve is installed just after exhaust valve, it must be easy
to achieve the gas separation. The exhaust gas with mainly
combustion gas shall be led into high temperature receiver and the
exhaust gas with almost fresh air shall be led into low temperature
receiver. The high temperature receiver is connected to turbocharger,
and the low temperature receiver is connected to the scavenge
receiver through EGS cooler and blower. The gas separation valve
will be managed by electronic control units to adjust the valve
timings for better total thermal efciency. As a result of EGS system
application, many kinds of advantages can be produced.
Waste Heat Recovery (WHR) rate of exhaust gas energy can be
drastically improved by increased gas temperature in high
temperature receiver
WHR system can be downsized by the decreased gas ow
amount and increased temperature
Turbocharger can be downsized by the decreased gas ow
amount
Conventional Selective Catalytic Reduction (SCR) can be
placed after gas outlet of turbocharger instead of before
turbocharger
SCR can be downsized by the decreased gas ow amount and
concentrated density of NOx
Engine performance at part load can be improved by adjusted
gas ow amount with the gas separation valve timing
Some pre-tests have been carried out on our test engine to clarify
the possibility of EGS implementation. Simulations of engine
performance have been made after the pre-test to study EGS
system from the viewpoints of WHR, SCR application, and so
on.
This paper begins with the explanation of EGS concept and deals
with pre-tests results comparing the calculation results. Furthermore,
prospective improvements of WHR and SCR installation are
discussed as the investigation results of engine performance
calculation and heat dissipation simulation as a whole system.
PIV study of the effect of piston motion on
the conned swirling ow in the scavenging
process in 2-stroke marine diesel engines
S. Haider, K. E. Meyer, J. Schramm, Technical
University of Denmark (DTU), Denmark,
S. Mayer, MAN Diesel & Turbo SE, Denmark
The effect of piston motion on the incylinder swirling ow for a
low speed, large two-stroke marine diesel engine is studied using
the stereoscopic PIV technique. The measurements are conducted
at 5 cross sectional planes along the cylinder length and at piston
positions covering the air intake ports by 0%, 25%, 50% and 75%.
The resulting swirling ow decays downstream the bulk ow
direction and variation in Reynolds number has only effect in
terms of magnitude. When the piston translates towards the top-
dead-centre, it gradually starts closing the intake ports. The
tangential velocity prole changes from Rankine/ Burgers vortex to
forced vortex and axial velocity prole changes from wake-like to
jet-like and then again to wake-like prole..
Design of experiments analysis of the NOx-
SFOC trade-off in two-stroke marine engine
A. E. Tuner, A. Andreasen, S. Mayer, MAN Diesel &
Turbo SE, Denmark
Conducting tests on large marine two-stroke engines is very
expensive in terms of manpower, and the running costs especially
the fuel oil consumption are signicant. In order to achieve high
quality and steady state results, the time required per test is also a
major constrain on the extent of the test plan. In order to reduce
the number of tests required to map the response surface of a given
number of variables, the theory of design of experiments (DOE) is
applied in the present study. Further, a strategy of achieving quasi
steady state in which tests are conducted fast allowing only little
time for engine stabilisation upon changing parameters is utilised
in order to bring down the time required per test. In the present
study we present results of the mapping of the response surfaces of
NOx, SFOC, and maximum cylinder pressure with respect to start
of injection, exhaust valve closing, injection pressure, injection
nozzle hole size, injection prole characteristics, and turbocharger
turbine area. Special emphasis is laid on the SFOC/ NOx trade-off
and identifying the means to meet future NOx emissions legislation
(IMO Tier II), while minimising the penalty in specic fuel oil
consumption. Different scenarios are investigated by means of
constrained optimisation mapping the results as function of
usually measured performance parameters, such as scavenge
pressure, compression pressure, maximum pressure, etc.
Diesel Engines Modelling II
Combustion chamber design to control
particulate matter emission
P. Tremuli, A. Skipton Carter, Ricardo UK Ltd., UK
This paper outlines the possibility to comply with the exhaust
emissions legislation faced by medium speed engine manufacturers,
considering mainly the application of primary in-cylinder
Tuesday, 15 June
Wednesday, 16 June
technologies. The potential for reduced particulate emissions at
low NOx levels is the focus. Ricardos development of a combustion
system for engines in the range of 170 230 mm bore assisted by
3D CFD analysis using Ricardo engine focused CFD code VECTIS
is described. As well as reducing engine-out particulate matter
(PM) emissions, the low soot combustion system should benet
engine rst cost, whole life costs and engine and aftertreatment
durability and reliability.
Computational study of in-cylinder NOx
reduction in a large marine diesel engine
using water injection strategies
C. Chryssakis, A. Frangopoulos, L. Kaiktsis, NTUA,
Greece
Recently imposed regulations by the International Maritime
Organization (IMO) include a 16% reduction in Nitric Oxides (NOx)
emissions between 2000 and 2011 for low-speed large marine Diesel
engines, and an 80% reduction by 2016 for the Emission Control
Areas (ECAs). Current research efforts for reducing NOx in large
marine engines consider multiple injection strategies, water addition,
Exhaust Gas Recirculation (EGR) and catalytic converters. In the
present work, the potential for NOx emissions reduction in a large
two-stroke marine diesel engine by means of Direct Water Injection
(DWI), as well as intake water addition, is studied using Computational
Fluid Dynamics (CFD) simulations. The modeling platform is a
modied version of the CFD code KIVA-3V. For a given fuel injection
prole, the effect of water mass on NOx emissions is rst investigated,
and compared to a reference case of zero water mass. The results
indicate that Direct Water Injection is substantially more effective
than intake water addition. Next, a variation of fuel injection proles
(for both techniques), as well as of water injectors locations (for
DWI) is performed; the effects on NOx and soot emissions, as well as
on Specic Fuel Oil Consumption (SFOC) are quantied. For the
cases of unmodied fuel injection, representative results indicate that
a reduction in NOx of approximately 85% is achieved with DWI, and
of 60% with intake water addition, for water mass levels of 50% and
200% of the injected fuel mass, respectively. Under those conditions,
SFOC is increased by approximately 4.5% and 2.0%, respectively,
accompanied by non-negligible increase in the emitted soot levels. By
systematically varying the locations of the water injectors, as well as
fuel injection timing, it has been possible to maintain the same levels
of NOx emissions reduction, with milder penalties in SFOC and soot
emissions. The present detailed study suggests that: (a) the 2016 NOx
emission standards could be met by proper water injection strategies,
(b) further improvements in emissions levels and engine performance
would be feasible in terms of optimized water and fuel injection,
based on rigorous optimization studies.
A combined numerical and experimental
study on the inuence of the injection
system on the spray, the combustion and
emissions in medium speed diesel engines
C. Fink, H. Harndorf, Rostock University, Germany,
M. Frobenius, AVL Deutschland GmbH, Germany,
R. Pittermann, WTZ Rosslau gGmbH, Germany
In cooperation with several partners a project funded by the
German government was initiated in order to investigate the
SINOx Emissions Control
for Marine Applications
SCR Catalysts & Systems
2/4-stroke engines & boilers
Large tankers to small fshing vessels
IMO Tier III compliant
90% NOx reduction
180+ successful installations
Johnson Matthey Catalysts (Germany) GmbH
Stationary Emissions Control,
Bahnhofstrae 43, 96257 Redwitz, Germany
T: +49 95 74 81 879, sinox-systems@matthey.com
www.jmsec.com
emission reduction potential of modern common-rail injectors
using different marine fuels. The experimental and numerical study
focuses on engine part load and low temperature (Miller-cycle)
conditions, as these conditions are mainly causing high smoke and
particulate emissions. The rst part of the project includes the
experimental and numerical analysis of injection sprays in a high
pressure/high temperature research chamber at Rostock University.
In order to account for nozzle internal effects, a coupled simulation
method between the nozzle internal ow and the spray is applied.
The CFD simulations have been performed using the CFD Code
FIRE, which provides a modern nonlinear cavitation model
combined with advanced turbulence modelling techniques to
account for transient cavitation effects in the needle seat area and in
the nozzle. By means of a special polymer moulding technique,
real nozzle geometries were derived and considered in the
simulation of the nozzle internal ow pattern. The obtained ow
conditions are then used as input data for the spray simulation.
Here, besides the droplet primary and secondary break-up and
droplet collision models, a new advanced evaporation model
considering droplet internal ows has been applied. The developed
models have been validated against experimental data obtained in
the optically accessible high pressure/high temperature research
chamber at Rostock University. Different optical methods are
applied in order to quantify the characteristic spray parameters
penetration length, cone angle, droplet size and velocity. Good
correlations of the experimental and simulation results are
observed, which conrm the applicability of the developed
simulation models for the simulation of the mixture formation in
the engine. In the second part of the project, the spray and mixture
behaviour as well as the combustion and emission formation in a
single-cylinder medium speed engine is investigated. The ECMF-
3Z-combustion-model has been applied for the simulations
together with an advanced NOx-model and a new developed
kinetic soot model. The complex combustion and emission
generation processes are investigated experimentally at the WTZ
Rosslau gGmbH. A single cylinder medium speed research engine
is equipped with the same common rail injector as used at Rostock
University. Optical measurements of ame temperatures and soot
concentration inside the cylinder are done for several variations.
Filter smoke numbers (FSN), particulates (mass, composition, size
distribution) and gaseous emissions are measured giving insight
into emission generation mechanisms. As smoke emissions during
low loads are mainly caused by oxygen lack, those conditions were
counted for by a reduced charge air pressure of the auxiliary blowers.
To investigate parameters for smoke emission reduction, the
inuence of the rail pressure, the injection timing and multiple
injections on the smoke reduction was analysed. Good agreement
of calculated and measured incylinder pressure traces as well as
pollutant formation trends could be observed for the investigated
arameter variations. The combined numerical and experimental
study shows the potential of further emission reductions by the use
of the exible common-rail system. The developed coupled
simulation method can improve the understanding of the inuence
of the nozzle ow conditions and the spray characteristics on
combustion and emission behaviour.
Predictive simulation of combustion and
emissions in large diesel engines with
multiple fuel injection
G. Pirker, B. Losonczi, W. Fimml, A. Wimmer,
F. Chmela, LEC - Large Engines Competencce
Center, Austria
Reliable simulation tools for preoptimization of the engine cycle
are necessary in order to minimize the time and cost of
development of a new engine and to full future requirements for
performance, efciency and emissions. As the number of
adjustable parameters in engine control continues to grow, an
ever larger number of variants must be investigated when
optimizing the entire system. Zerodimensional simulation
processes with simple handling and short calculation times have
proven to be advantageous. The shaping of the injection rate
through multiple fuel injection has likewise proven to be an
effective measure for reducing particulate emissions in large diesel
engines, especially when using exhaust gas recirculation. Thus the
reliable pre-calculation of combustion using different injection
strategies is increasing in importance. A consistent simulation
methodology describing the processes in internal combustion
engines has been developed at the LEC in recent years. In this
article, the continuing development of a combustion model for
large diesel engines is presented with a special emphasis on the
detailed modeling of the injection spray. An extended spray model
succeeds in describing the mixing process for operating points
with multiple fuel injection, which is a requirement for the
prediction of burn rate and emissions. Exact knowledge of the
injection parameters is essential as the basis for the burn rate
calculation with multiple fuel injection in particular. To this end,
a combined measuring system for determining the rate of
injection, spray velocity and the amount of fuel injected has been
developed at the LEC.
Piston Engines Wear & Monitoring
Contact pressure and temperature
prediction in a marine piston ring
D. Grunditz, H. Pedersen, H.-G. Qvist, S. Grahn,
Daros Piston Rings, Sweden
A novel simulation method is proposed for predicting temperature
eld and ring-liner contact pressure for a given top piston ring
design and given engine operating conditions. The method employs
AVL Excite to predict the blow-by gas ow rate and pressure
difference over the top piston ring. Further, Ansys CFX is used for
predicting the 3-dimensional gas ow eld past the top ring and
the 3-dimensional temperature eld in the top piston ring in a set
of steady-state simulations at different engine crank angles. The
time-averaged, 3-dimensional temperature eld in the top piston
ring is then predicted through a weighted average over the various
crank angles. Finally the circumferential ring-liner contact pressure
is predicted through the Ansys Simulation package, taking into
account the computed time-averaged, 3- dimensional temperature
eld in the top piston ring. There are different design concepts for
piston rings aiming to reduce thermal load and contact pressure
variation. The above model was applied to compare a traditional
straight-cut piston ring design against MAN Diesels Controlled
Pressure Release (CPR) design for the K90MC large bore, low- speed
marine diesel engine. The results show that the ring with the
straight-cut opening is heated on the inside near the opening due
to the blow-by gas ow. This generates a strong thermal gradient
which in turn reduces the ring-liner contact pressure near the ring
opening and creates hard contact at the opening. This effect is
signicantly reduced for the CPR design since the blowbygas ow
is then restricted to grooves resulting in a more even temperature
eld and a more even ringliner contact pressure. The predicted
3-dimensional temperature eld was validated against piston-ring
mounted thermo-plug measurements made by MAN Diesel for the
CPR design. The simulation results were found to compare
Tuesday, 15 June
Wednesday, 16 June
reasonably well with measured values. A set of hypothetical
temperature elds were applied in Ansys Simulation in order to
improve the understanding of factors affecting the ring-liner contact
pressure. The results show that the most important factor is the
temperature difference between the inside and the outside of the
ring. The average temperature of the piston ring was found to be of
minor importance to the ring-liner contact pressure.
Cylinder condition analysis in relation to
large bore engines
J. W. Fogh, C. L. Felter, MAN Diesel & Turbo SE,
Denmark
The present design of piston ring packs and cylinder liners is a
result of an ongoing development driven by environmental
regulations, reliability issues and operating costs of our two-stroke
engines. The use of low sulphur fuels, now a reality in several SECA
areas, an increasing demand from shipowners to be able to operate
the engines without major overhauls between dockings and the
cost of lube oil are some of the elements which have led to the
present piston ring pack design, maintaining the good cylinder
condition for our two-stroke engines. This paper is focused on the
development of the piston ring pack. The design and performance
of the latest piston ring conguration for our large bore engines
will be discussed. A short description of the development of the
other components relating to cylinder condition will also be given.
A general description of the service experience over the years will
be given. The conclusion which can be drawn from this service
experience is used to motivate the introduction of Ceramic coating
(Cermet) on the top and fourth ring in the standard ring pack.
Different designs of the piston ring pack are correlated to service
experience with a view on reliability. An analysis of the oil lm
thickness, pressures and asperity contact has been carried out using
our in-house piston ring programme showing the performance of
piston ring/liner contact. The theoretical results are compared with
the results from the service experience. Furthermore, tribological
tests of different piston ring designs have been carried out, using a
novel test rig and test procedure for evaluating piston ring/cylinder
liner contact. The results from these tests are compared with service
experience and simulation results from our in-house piston ring
programme. The main conclusion from this work is that the
introduction of Cermet coating on the top and forth piston rings
is in fact supported by service experience as well as by the theoretical
simulation results and the test rig results..
Development of bearing wear monitoring
system using automatic calibration
technique, B-WACS
J. K. Kim, U. Duk Hyung, K. Sok Ha, K. Sang Jin,
Doosan Engine, Korea
In this paper, bearing wear monitoring system (BWMS) that detects
abnormal wear in power train bearings of marine diesel engines is
developed based on automatic calibration technique. BWMS
provides continuous measurement of bearing wear status from the
power train bearings consists of three bearings such as main
bearing, crank-pin bearing and crosshead bearing. The primary aim
of BWMS is to detect a bearing failure before it develops to an extent
where heat is causing damage to other parts than the bearing shell.
The working principle of BWMS is based on the fact that any change
in bearing wall thickness in the loaded part of one of these bearings
will result in a corresponding change of bottom dead center level of
one or more of the crossheads relative to the engine structure.
Doosan BWMS, B-WACS(bearing warning and control system), is
consists of signal capture unit (SCU), signal analysis unit (SAU)
and date monitoring unit (DMU). The SCU is the processing unit
for sensing distance data from inductive proximity sensor and
nding BDC distance and sending data to SAU that analyzes the
data from SCUs and determines the wear status. DMU shows
bearing wear status in real time and other information such as wear
data trend, system status, alarm status and temperature etc-. In this
paper, for achieving high accuracy of SCU, the automatic calibration
technique is proposed. The idea of automatic calibration technique
is compensating contactless sensor value with regards to temperature
and precision laser distance sensor at once. It can realize the
accuracy of SCU up to 5m.
Development of a new evaluation method for
the inuences of catalyst nes on abrasive
wears of marine diesel engines burning
heavy fuel oil
T. Yamada, H. Ukai,
T. Fujii, Diesel United, Japan
Catalyst nes in the marine heavy fuel oil may cause abrasive wear
in the engines. In order to prevent problems resulting from use of
so called FCC (Fluid Catalytic Cracking) fuel, content of catalyst
nes must be put under control during whole process from
renery to the ship. For this purpose, as a practical solution to
represent the main components Al
2
O
3
and SiO
2
, quantitative
analysis of Al (Aluminum) and Si (Silicon) by ICP (Inductively
Coupled Plasma) method is generally adopted. The upper limit
of Al + Si content in the fuel is specied by engine makers and DU
systems for energy
;BM7
ELWA Elektro-Wrme Mnchen
A. Hilpolststeiner GmbH & CO.KG
Frauenstr. 2 -8221 Maisach
Tel 19-8111-228-0
Fax 19-8111-228-10
sales@elwa.cou
www.elwa.cou
booster-modules
fuel-water-emulsion
viscosity & temperature control
steam / thermal oil / hot water heaters
electric heaters
fuel pulsation damping
technical water systems
(Diesel United, Ltd.) species 15 ppm at engine inlet. Our eld
experiences show correlation between wear gures and Al + Si
content in the fuel, however, with some exceptions. There are
cases of high abrasive wear even with low Al + Si content. On the
contrary, there are cases of normal wear with higher Al + Si content
than our specication. Investigations have been conducted to
make clear why exceptional cases happen and our attention was
focused to catalyst nes particle size distribution in the fuel.
Meantime, attempts to develop a new evaluation method for the
inuence of catalyst nes on abrasive wears have been made. The
new evaluation method being developed consists of two steps.
The rst step is to produce worn particles by sliding a couple of
cast iron pieces in a test tube lled with sample HFO. The second
step isto measure the iron content in the sample HFO by iron
particle density sensor. Investigations whether the measured iron
content can be used as the index to show degree of risk for abrasive
wear in the engine have brought the following useful ideas to
understand why exceptions happen.
- Worn particle size distribution correlates with catalyst nes
particle size distribution in the sample HFO.
- In case large size catalyst nes (say 20m) exist in the sample
HFO, even if Al + Si content is low, measured worn particle size is
high. This gives an idea why abrasive wear with low Al + Si fuel
happens.
- In case of higher Al+ Si content than our limit (15 ppm) by ICP
method but the measured worn particle is low (low wear), the size
of catalyst nes particle distributes smaller side.
- Tests with fuels caused abrasive wear in engines in service
showed higher measured worn particles than the fuel without
problem.
The above results show that not only the quantity but also the size
of catalyst nes in the fuel is an important factor to evaluate the
risk of abrasive wear on the sliding components of marine diesel
engines.
The new method we are developing is simple, and easy to evaluate
risk of abrasive wear before the fuel is used. We believe the new
evaluation method, together with the conventional method with
Al + Si content, will help preventing abrasive wears in marine die-
sel engines.
Further development and application
of MWH CrystalCoat: a mineral-metal,
multi-phase coating to protect
highly-loaded engine components against
hot-corrosion
R. Stanglmaier, Mrkisches Werk GmbH,
Germany
A large fraction of marine and stationary engines operate on fuels
that contain corrosive elements, with the result that some highly-
loaded combustion chamber components, must be replaced
frequently due to hot-corrosion. Most of the time, the exhaust
valves for these engines must be manufacturedfrom expensive
super-alloys, but even such valves suffer from hot-corrosion in
highly-loaded engines. Since base materials with even higher
resistance to hot corrosion are generally not available, or are
extremely expensive in the cases where they are, MWH has
pioneered the development of mineral-metal, multi-phase
coatings for protecting highly-loaded engine components against
hot-corrosion. Mineral-metal, multi-phase coatings are a unique
and innovative approach to improving hot-corrosion resistance
in a cost-effective manner. In general, these coatings combine the
benecial chemical and thermal attributes of ceramic coatings
with the mechanical properties and substrate adhesion
characteristics of a metal. Mineral-metal coatings are very durable
and highly resistant to hot-corrosion, which makes them ideally
suited to the harsh environment encountered within the
combustion chambers of internal combustion engines. MWH
initiated the development of its rst 2-phase mineral-metal
coating system in 2004. Results of laboratory investigations and
initial eld tests for this 2-phase coating were presented at the
2007 CIMAC conference in Vienna. Since then, MWH has further
developed its mineral-metal coating technology and produced a
3-phase coating system with increased resistance to hot corrosion
at elevated temperatures. The 3-phase coating system (MWH
CrystalCoat) has been tested extensively in and outside of the
laboratory and reached the industrialization stage, so that engine
components coated with MWH CrystalCoat are now produced
commercially. This paper describes the development of MWH
CrystalCoat from initial concept, laboratory investigations,
industrialization, and up through commercial application. The
results of various eld tests, as well as the initial series products
are also presented and discussed. Finally, future development
opportunities and further renement of mineral-metal, multi-
phase coatings for special applications is discussed.
Poster Session
Session 2
Effect of intake channel design to cylinder
charge and initial swirl
A. Eero, TKK, Finland
Optimization of intake port shape in
a DI diesel engine using CFD ow
simulation
J. Kheyrollahi, DESA, Iran
Session 3
NOx formation simulation and NOx emission
reduction in a marine diesel engine
S. Zhou, Y. Zhu, Harbin Engineering University,
P.R. of China,
P. Zhou, University of Strathclyde, UK
Numerical simulation of a new dual fuel
(diesel-gas) D87 engine with multi-
dimensional CFD model
A. Gharehghani, M. Ghanbari, M. Mirsalim,
S. A. Jazayeri, Iran Heavy Diesel Engine Mfg.
(DESA), Iran
Computational study of ow and
combustion in a large marine diesel
engine operating with heavy fuel oil
C. Chryssakis, K. Pantazis, L. Kaiktsis, NTUA,
Greece
Tuesday, 15 June Wednesday, 16 June
Thursday, 17 June
Monday, 14 June
Characterising heat release in a
diesel engine: A comparison between
Seiliger process and Vibe model
Y. Ding, D. Stapersma, H. Grimmelius,
Technology University of Delft,
The Netherlands,
H. Knoll, Netherlands Defence Academy,
The Netherlands
Application of a SCRT system at modular
power plant based on On Road
technology
M. Himmen, I. Zirkwa, F. Kunz, HJS, Germany
J. M. Lippert, HummelEnergie Systeme, Germany
Session 5
Introduction of Doosan water in oil
monitoring system, O-WACS
K. -T. Hong, J. -S. Park, M. -C. Park, S. -J. Kim,
Doosan Engine, Korea
New Mahle innovative steel piston
designs for high performance gas engines
T. Estrum, Mahle GmbH, Germany
Session 11
PID controller auto-tuning for ship power
plant simulation system
F.E.I. Jingzhou, Harbin Engineering University,
China
Inclusion rating of clean steels: A study on
role of steel cleanliness on fatigue
performance of forged steel components
used in marine propulsion
K.Y Sastry, J. O. Nokleby, Det Norske Veritas AS,
Norway,
M. Hekkanen, M. Jarl, Oerebro University,
Sweden
The integration of mean value rst
principle diesel engine models in
dynamic waste heat and cooling load
analysis
H. Grimmelius, H. Nicolai, Delft University of
Technology, The Netherlands,
D. Stapersma, Netherlands Defence Academy,
The Netherlands
Operation & Field Experience
Scavenge performance monitoring
system for Wrtsil two-stroke engines
S. Nanda, Wrtsil Switzerland, Switzerland
In the last couple of decades the power output from slow speed
diesel engines has increased steadily to meet the high propulsive
power demands. The major challenge in the development
process has been to maintain an optimum trade off between
specic fuel oil consumption and nitrogen oxides emission
levels to meet the present IMO Tier I levels and future Tier II
levels. One of the in-cylinder measures used to control nitrogen
oxides emission is internal exhaust gas re-circulation which
lowers the maximum cycle temperature by controlling the rate
of heat release. Such advances in thermodynamics of diesel
engine technology has been possible with the use of analytical
tools such as Computational Fluid Dynamics and it is now
essential to develop monitoring techniques that will be able to
predict its performance and identify faults. The most common
parameters used to monitor the thermodynamic performance of
an engine are pressure and temperature at various points on the
cycle. Cylinder pressure monitoring when used with a light
spring version gives insight into the gas exchange process.
However, this technique can fail to indicate certain faults in the
thermodynamic process as it relies only on pressure measurement
which is a function of temperature and has its limitations when
it comes to monitoring present day diesel engines operating
with lower trapped air to fuel ratio. When operating closer to
stochiometric conditions, dissociation takes place which reduces
the cycle temperature. The strong inuence of dissociation
results in negligible change of cycle temperature compared to
appreciable changes in air to fuel ratio. Therefore, signicant
pressure changes are not observed when operating close to
stochiometric conditions. This highlighted the need to develop
a monitoring technique that could predict the trapped air to fuel
ratio of individual cylinders. Flame visualisation tests were made
to understand the the relationship between ame size and air
fuel ratio, and it was concluded that measurement of oxygen
concentration in the gas leaving the cylinder during the
blowdown and scavenging process could act as a good indicator
of combustion quality and scavenge performance. The
measurement of oxygen concentration in engine exhaust is
widely used in the automotive industry on spark ignition
gasoline engine for fuel regulation and is commonly known as
the Lambda sensor. These sensor types are typically only capable
of measuring oxygen concentrations in a narrow band around
stochiometric conditions and are not suitable for use on
compression ignition diesel engines which operate with a high
excess air ratio. A cheap and reliable lambda sensor capable of
measuring such a wide band of oxygen concentration from zero
to ambient air was made available in the market three years ago.
The sensor is active only during the period when there is a ow
in the duct. Oxygen concentration signals are recorded in the
time or crank angle domain against the exhaust valve open/close
and stroke signal. The prole of the oxygen trace and values
measured at the point of inexion or at the instant the ow from
the cylinder stops gives an indication of the combustion quality
and the scavenging process from individual cylinders. The
scavenge performance monitoring system has been successful in
identifying faults that was not possible with cylinder pressure
monitoring.
Goal based standards in verication of ship
machinery
E. Brodin, J. O. Nokleby, H. B. Karlsen, Det Norske
Veritas, Norway
This paper proposes to move the maritime industry towards a
function based set of regulations, rules and standards. The
intention is to take a holistic view at new designs in order to create
a safe vessel by introducing an overall set of denitions and
requirements to predened main functions. Main functions are
those functions being of vital importance for the safety of a vessel;
such as propulsion, steering and power generation. By introducing
a function based set of rules, newdesigns and new technology will
be met by a technology neutral safety regime allowing for
innovation to take place within a controlled and uniform
verication scheme. The use of new technology and new designs is
a continuous process within the maritime industry, and establishing
the overall requirements to a vessel will also contribute to a
common safety level for all technologies used and thus in a better
way ensure that the safety regime is not favoring one or more
technologies. Det Norske Veritas is in the forefront of this change
towards a function based regime and this paper will give a short
look into how this may be implemented.
An integrated modelling framework for the
design, operation and control of marine
energy systems
G. G. Dimopoulos, N. M. P. Kakalis, Det Norske
Veritas, Greece
Rapidly varying fuel costs, environmental concerns and forthcoming
emissions regulations impose a pressure on ships to operate in a
more efcient, cost-effective and environmentally friendly way. The
propulsion power and energy producing onboard installation i.e.
the marine energy system is the main contributor to the overall
cost-effectiveness, emissions footprint and efciency of the vessel.
To meet those stringent and often contradicting requirements, the
sophistication and, hence, complexity of modern marine energy
systems increases, while operating frequently at extreme conditions
and close to the design limit. The challenge of making both existing
and new marine energy systems more energy efcient and
environmentally friendly imposes a need for new approaches for
system conguration, design, operation and control that are able to
consider the energy production and conversion onboard ships
(fuel, mechanical, electrical, thermal) in an integrated manner. At
the same time, simultaneous assessment of performance, safety,
and reliability of marine systems, especially under real service
conditions and transient operation modes are becoming
increasingly important for both ship-owners and classication
societies. To date, however, there is no formal methodological
framework to cover the aforementioned needs in a holistic way. In
this paper we present a novel approach for integrated dynamic
process modelling and simulation of marine energy systems. Our
methodology is based on the mathematical modelling of the
dynamic thermouid behaviour of components including energy
conversion and rotating machinery such as heat exchangers,
evaporators, compressors, turbochargers, pumps, valves, pipes, etc.
The component process models are generic, recongurable, suitable
for different types of studies and valid for a wide range of operating
conditions. Then, following a hierarchical decomposition approach
the lower-level component models are used to synthesise higher
level subsystems and, in turn, complete energy systems. Experimental
or service data are used for model verication and validation. The
models are implemented in state of the art process modelling tools,
where they are coupled with representations of operational
scenarios/ proles. In that manner we are able to perform a variety
of model-based studies and applications like steady-state and
dynamic simulation, design, optimisation and control of user-
dened energy system congurations under realistic service
conditions. The developed modelling framework aims at providing
model-based decision support on: a) energy and emissions optimal
design of onboard machinery, b) performance evaluation under
real-service dynamic conditions for the whole mission envelope of
the system, and c) assessment of the potential and operational
capabilities of innovative designs. The main benet from this
holistic approach is that the steady-state design characteristics, off-
design operational modes and dynamic/transient behaviour can be
simultaneously assessed and/or optimised in a unied and
consistent modelling framework. The presented approach can
signicantly aid the design process for new systems as well as the
energy management, performance prognosis, and control
optimisation and reconguration for existing vessels. The main
characteristics and benets of our methodology are illustrated via
the dynamic modelling of a marine combined cycle system.
Field experiences and opportunities of
modern measurement techniques
T. Philipp, Geislinger GmbH, Austria
Condition monitoring plays an important role in modern
drivelines with combustion engines in order to gain operational
safety, to expand overhaul periods or to detect abnormal operating
conditions. Torsional vibration measurement/monitoring is a well
known and wide spread instrument to supervise the vibratory
behaviour of a certain element (e.g. torsional vibration damper,
torsional elastic coupling) or of the complete driveline. The
Geislinger Monitoring System (GMS) was originally invented as a
monitoring device for dampers and couplings in combustion
engines. Its main goal was and it still is today the monitoring
of the damper vibratory twist angle, mounted on the free end of
the engine. The on-line comparison with reference-data gives
direct feedback to the operator of the installation. It shows the
current condition of the damper or coupling which allows not
only a direct judgement regarding the current situation but also
indicates the necessity of an overhaul. The GMS has proven its
appropriateness in hundreds of installations, mainly on two-stroke
marine applications. NowadAys the GMS is not only used as a
monitoring device for couplings and dampers but as a monitoring
and measurement tool for all kinds of vibratory aspects in
drivelines: The detection of engine misring based on the vibratory
behaviour is signicantely faster than the widley used observation
of the exhaust temperatures. In future applications the t.d.c.-signa
of electronically controlled engines can be used to offer not only a
faster but also a detailed information on which cylinder the
misring takes place. Theoretically even the detection of engine
unbalance is possible using the same computational approach. A
further enhancement on the capabilities of the GMS is the power-
monitoring based on twist angle measurement. It allows the
optimization of fuel consumption with minimized cost and
installation effort compared to other power-meter solutions. Its
effectiveness was already proven by various installations in wo-
stroke and four-stroke applications. In critical installations the
GMS can also be used as a long-term-measurement device with
data storage. This feature allows the detection of stochastic and
irregular load conditions as a part of failure investigations. A
typical example are reciprocating compressor sets driven by
combustion engines. These applications pass through various and
sometimes unknown load conditions which makes a proper pre-
calculation difcult. Long-term-measurements help to understand
Thursday, 17 June
Monday, 14 June
the special behaviour of these installations in order to select best
matching and long lasting products and solutions. This paper
describes the various monitoring and measurement possibilities
of the GMS and possible future applications as a powerful tool for
torsional vibration related problems.
Diesel Engines Fuels I
A step to reduce SOx emission from ships
improvement in combustion of high-aromatic
and low-sulfur distillate fuel
K. Takasaki, K. Okazaki, D.
Yamanishi, Kyushu University,
Japan,
K. Sugiura, Mitsui Engineering
and Shipbuilding Co., Ltd.,
Japan,
S. Baba, H. Tanaka, Hitachi
Zosen Corporation, Japan
New regulations of the International
Maritime Organization (IMO), introducing
drastic reductions in fuel sulfur content,
allow 0.1% sulfur in fuels used in emission
control areas (ECA), starting from 2015.
Together with the worldwide situation of
decreasing fuel resources the introduction
of alternative fuels complying with future
regulations displays an important research
these days. Light Cycle Oil (LCO) also
referred to as Cracked gas oil, a sub-
product from the FCC process in rening,
has the potential to be used as an alternative
for current marine fuels. Due to the
desulfurization in the FCC process, LCO
reaches a low sulfur content of 0 to 0.2%.
However, LCO shows a high content of
aromatic hydrocarbons, mainly composed
of one and/or two ring aromatics. As the
number of fused benzene rings is rather
low, LCO has a low and comparable
viscosity to gas oil. The high aromaticity of
LCO, 70-80%, results in a strong
deterioration of the ignition and
combustion properties of the fuel. Therefore
experimental investigation showing the
inuence of LCO on the overall combustion
characteristics is necessary in order to
elaborate the feasibility of LCO as a low
sulfur fuel. Experiments have been carried
out in the following order:
1. Properties including the aromaticity
of several LCO samples from Japanese oil
reneries have been investigated. Their
ignition quality has also been examined
using the well known constant volume
analyzer FCA (Fuel Combustion Analyzer).
The results conrmed that recent LCO
samples dating from the last four years
show signicantly poorer ignition quality
compared to samples taken more than ten
years ago.
2. Selecting a LCO sample of average fuel quality, combustion
characteristics have been investigated in detail, using a specially
designed visual test engine (bore/stroke: 190/350 mm, engine
speed: 400 rpm). Investigation of the ame images clearly
conrmed that the application of LCO leads to longer ignition
delay, longer after-burning and longer spray/ame burnup length
compared to MDO (Marine Diesel Oil) combustion.
3. Selecting another LCO sample of relatively good quality, running
tests, using a full-size single-cylinder low-speed test engine (bore/
stroke: 400/1350 mm, engine speed: 178 rpm), have been carried
out. The application of LCO in low speed engines could not clearly
indicate a difference in ignition quality compared to the use of MDO.
However the deterioration in combustion quality due to LCO
application could be detected by analyzing the exhaust gas data.
4. Unlike the case of low speed engines, LCO could have severe
LOrange GmbH, P.O. Box 40 05 40, 70405 Stuttgart, Germany
Tel. +49 711/8 26 09-0, Fax +49 711/8 26 09-61, www.lorange.com
With its pioneering achievements in injection technology, LOrange has again and
again met the most demanding challenges, setting milestones in the history of
technology. As a leading supplier of injection systems in the off-highway segment,
we contribute to our customers success with innovative technology and efficient
processes. Today our injection systems are found in high-speed and medium-
speed engines from all successful manufacturers worldwide. We are committed to
building on this trust as market leader and as a reliable partner to all our interna-
tional customers offering unmatched expertise and innovation.
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inuence on medium or high-speed engines, considering not only
the engine speed but also the combustion chamber size. The same
LCO sample as in 3. has been tested using a high-speed turbo-
charged 4-stroke marine engine (bore/stroke: 110/125 mm, engine
speed: 2400 rpm). As the high aromaticity of LCO might tend to
promote PM (Particulate Matter) emission in the exhaust gas, PM
and SOF (Soluble Organic Fraction) emission data have been
precisely measured by a dilution tunnel system.
During the test, pure LCO could not be burned at low load becau-
se of the severe diesel-knock caused by the long ignition delay and
has therefore been blended to gas oil (for automobile use) with
a varying percentage of 40 to 80%. The results indicate that LCO
blending leads to drastically increased PM emission (especially
SOF, unburned hydrocarbons).
5. Especially for medium and high-speed engines, the long
ignition delay, long after-burning and long ame-length of LCO
combustion could result in trouble for the piston ring and cylinder
liner causing the dry-out of the lubricating oil lm.
Using the visual test engine of 2., some measures to avoid such
problems have been investigated. It has been demonstrated that a
pilot injection as an application of EFI (Electronically controlled
Fuel Injection system) can be used to reduce the afterburning near
the cylinder liner wall. In conclusion, pure application of LCO
to highspeed engines seems to be unfeasible for all tested LCO
samples. At present stage, continuous running tests by a medium-
speed engine with 200-300 mm bore and engine speed of 750-
1200 rpm are missing. Furthermore, additional experiments of
worst grade LCO combustion in low-speed engines should be
carried out. Consequently the lowest grade of LCO applicable for
medium-speed 4-stroke engines and for lowspeed 2-stroke engines
need to be veried by carrying out further studies until 2015, when
IMO regulation in ECA will actually start.
Ignition and combustion properties of
marine muels, potential problems and
challenges. Will current and revised fuel
specications be able to ensure ignition and
combustion characteristics will be
adequately addressed?
D. O. Halle, J. Stirling, A. Strom, DNV Petroleum
Services, Norway,
J. K. Paulsen, Canima Services AS, Norway
Increasing use of low viscous, low sulphur blending components in
order to meet commercial specications and requirements for
marine heavy fuel, seems to have made an adverse impact on
ignition and combustion properties of HFO. The paper presents
recent ndings and research results related to ignition and
combustion properties of HFO and MDO fuels. The ndings are
based on extensive laboratory research and development as well as
ship board experience from practical operations. In addition to the
CCAI parameter, a standardized method for measuring actual
ignition and combustion properties is now available (IP541). The
project documents the limited global correlation between CCAI
and actual ignition properties expressed by the Estimated Cetane
Number (ECN) which is one of the parameters from IP541
combustion testing. An alternative screening method has been
developed based on CCAI in combination with other easily
available (low cost) analytical parameters like C, H and N. The
screening method can be used to increase detection rate of potential
problem fuels based on recommendations of ECN limit values
from leading engine manufacturers. The method can be used to
identify fuel samples that should be subject to further analysis by
IP541 test method in order to verify the actual ECN values and
avoid use of potential problem fuels onboard the ships. An extensive
laboratory test program of Marine Distillate Fuels (DMA, DMB,
DMC) has been conducted in order to get an overview of actual
ignition and combustion quality of distillate fuels on the market.
The results shows large variations, and indicates that current fuel
specications do not seem to secure consistent levels of ignition
and combustion properties of marine distillate fuels. The paper
questions whether increasing demand for distillate fuels may have
an adverse impact on ignition and combustion quality also for
these fuels supplied to ships in the future.
Optical Combustion Analyzer (OCA) for
evaluation of combustion characteristics of
bunker fuel oils
E. Tomita, A. Yamaguchi, T. Takeuchi, Okayama
University, Japan,
Y. Yamamoto, K. Morinaka, Eiwa-Giken, Co. Ltd.,
Japan
Recently, two-stroke diesel engines with low-grade heavy oil have
been used from the point of economical view because of high
thermal efciency and cheapness of the fuel price. However, some
marine diesel engines have been damaged due to less lubricant oil
that leads to abnormal abrasion of the piston ring and the cylinder
liner of the engine. There are many factors that affect scufng of
the piston rings and cylinder liners. Because of the complexity and
difculties, however, no one can predict scufng. On the other
hand, nowadays, how to produce distillate and residual oils
changes because of increase in demand of distillate oils. Therefore,
the quality of the bunker fuel oil has become worse. It is said that
CCAI value sometimes does not predict the ignitibility and there
may be a link between scufng and combustibility or after-burning
of fuel. We have developed a constant-volume vessel and
introduced in CIMAC 2004, ISME Tokyo 2005 and CIMAC 2007.
In this paper, a constant-volume vessel was newly designed. It has
only one long window and three photo-sensors at the opposite
side of the window. Bunker fuel oils of many samples from 2007
till 2009, which were used in two-stroke cycle engines, were
analyzed. This Optical Combustion Analyzer (OCA) system has
several features: (1) visualization of transient spray ame; (2)
excellent repeatability of experimental condition and sharp open
and close movements of the injector; (3) variable conditions of
ambient temperature and pressure; (4) control of the processes
with a computer; (5) compact size of the experimental apparatus;
(6) very short experimental time per one sample. A high-speed
color camera, three photo-sensors as well as pressure history for
analyzing rate of heat release were used to analyze the combustion
characteristics. The viscosity of the fuel injected was set to 18 cSt.
In this study, ignitibility, combustibility and afterburning were
investigated. In particular, typical four samples were selected to
compare the combustion characteristics. The ignitibility is one of
the most important characteristics for diesel engine. Ignition delay
was analyzed with photo-sensors and converted to OCA-CN
(Cetane Number), which was compared to ECN value obtained
with FCA. The combustibility was obtained to analyze the
expansion rate of area of ame image just after the ignition. The
after-burning was also obtained from image processing of
equalizing. The criteria of distinguishing bad fuel from bunker
fuel oils were discussed with analyzing ignitibility, combustibility
and after-burning characteristics. In the present stage, the only way
is to investigate the spray combustion itself. Further research
should be needed to identify the fuel combustibility from the
analysis of fuel properties in the future. The experimental
conditions in this system are not the same as in engines. However,
it is considered that this equipment is not a simulator but a
Thursday, 17 June
Monday, 14 June
detector. Then, this new OCA is considered to be an ideal
equipment for testing ignitibility, combustibility and after-burning
of bunker fuel oil by analyzing optical combustion
characteristics.
Investigating the ignition properties
of marine fuels by the Fuel Ignition Analyser
and its comparison to marine engines
P. de Hoog, K. Steernberg, Shell, The Netherlands,
S. Forget, Shell, UK
The manufacturing of marine fuels is facing increasing challenges
as the result of tightening environmental legislation relating to
emissions from shipping. This will affect fuel quality, mostly by
the increasing demand for low sulphur fuels. At the same time the
increasing demand for middle distillates for transport application,
leads reneries to increased conversion, which normally impacts
the volume and quality of heavy fuel oil. Properties particularly
affected are stability and the ignition and combustion qualities.
Poor ignition and combustion may result in unreliable engine
operation. For that reason, consideration is being given to the
inclusion of some form of ignition/combustion control in the
international marine fuels standard, ISO 8217, namely the Shell
developed Calculated Carbon Aromaticity Index (CCAI) value,
which has been widely applied already as indicator of ignition
quality. Another IP method to measure ignition quality, namely
the Estimated Cetane Number (ECN) measured by Fuel Ignition
Analyzer (FIA) is currently being considered for next versions.
When new techniques are accepted for specication purposes it is
important that these tests measure fundamental properties and
have been subjected to a robust review process, so that a sound
scientic basis is available that demonstrates the relationship to
fuel performance and mitigates the risk of product quality
incidents. First results of the evaluation of the FIA ECN by Shell
Global Solutions have been presented at the CIMAC 2007 congress.
[1] As results were not conclusive, research in this area was
continued with the purpose of further improving our knowledge
of fuel oil ignition quality and better understanding the possibilities
and limitations of FIA ECN. This additional work will be reviewed
in this paper. The profound understanding of the inuence of fuel
composition on the ignition quality has been one of the main
elements of the programme. Fit for purpose fuel is a key ingredient
to have a trouble-free operation on a vessel. For that reason, the
FIA ECN of a variety of renery residual components was compared
and related to the effect on the ignition quality of the nal fuel oil.
It was found that not all blending components can be measured
directly with the FIA due to viscosity constraints of the method
and that some blending components may show nonlinear
blending relations. Therefore, it is not straightforward to blend to
a certain ECN specication and it will increase complexity and
costs. The second element is the inuence of FIA test parameters
on the FIA ECN. The FIA ECN is measured at a standard temperature
and pressure, which is required for comparison of fuel samples.
However, engines run normally at different temperatures and
pressures, therefore several fuel oil samples have been measured at
the standard FIA conditions and with varying FIA test parameters
in order to identify the inuence of those parameters on the ECN.
The relative ranking of the fuel oil samples is also reviewed. It was
shown that the temperature can change the magnitude of the ECN
differences between the fuels. This indicates that a single FIA ECN
limit might not be a good indication of ignition quality for
different engines that operate at changing conditions. Ultimately,
the ECN should provide a result that could be used to predict
reliable ignition and combustion performance in diesel engines
with a high degree of condence. Therefore, the ECN of several
fuel oils are related to the ignition data from 2- and 4-stroke
engines, namely the AVL Caterpillar 1Y540 and the Bolnes 3(1)
DNL 170/600 research engines at Shell and the Wrtsil 4RT-
ex58TB research engine. The ranking of the ignition quality of the
fuel oil samples in the three engines and the ECN will be compared
in the paper. The experience that has been gained so far indicates
that a single ECN limit cannot be used for specication purposes.
The range of engines and operating conditions is too large to
describe the ignition performance with a single limit. It might be
that one ECN limit will be ideal for one group of engines, but may
be too low for another group of engines resulting in operating
problems.
Piston Engines Mechanics II
Stability of controlling operation inputs
over inlet air conditions of turbocharged
compression-ignition engines
G. Chen, Gannon University, USA
This paper investigates the operation stability and ultimate
responses of turbo-charged compression-ignition engines as
engine operation inputs are controlled over engine ambient and/
or inlet air conditions. The in-cylinder combustion and output
performances of an engine of this type are generally affected by its
ambient, inlet and cylinder intake air conditions. The effects are
extendedly analyzed and summarized. In consideration that an
Schaller Automation GmbH & Co. KG
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Tel.: +49 6842 508 0 info@schaller.de www.schaller.de
more than 43.000
engines well protected
operation input, such as fuel injection/combustion-start timing,
can be adjusted to alter the engine in-cylinder combustion and
outputs over the ambient or inlet air condition that may usually
vary, the stability of engine operation and conditions for
maintaining a stable operation, as an operation input is under
adjustment, are studied and analytically predicted. The study
addresses various cases in which different options for taking an
engine inlet and/or intake manifold air condition to execute the
control are considered. Then, the consequent effects of adjusting
the operation input and engine ultimate responses over the inlet/
intake conditions are investigated. The criteria for achieving a
stable operation and the ultimate state of operation of the engine
with the optional cases are also identied.
Full cyclic simulation and fatigue design of
conrod and crankshaft for medium-speed
diesel engine
J. H. Lee, S. C. An, K. H. Jung, J. H. Son, J. G. Bae,
Hyundai Heavy Industries Co., Ltd., Korea
Durability design of the crankshaft for marine diesel engines is not
easy because a dynamic load acting on the crankshaft is
combination of bending moment and torque and its magnitude
and direction continuously vary in every time. It is necessary to
understand a non-proportional loading of bending moment and
torque as well as multi-axial fatigue theory. In a practical point of
view, IACS M53 guideline is popularly used and if necessary,
additionally simple FE method is applied in order to evaluation
the fatigue strength more conservatively. However, a basic
assumption to combine bending stress and shear stress in IACS
M53 is different from a real stress history of crankshaft. The
variation of inertia and pressure force in fatigue analysis of the
conrod is generally taken into consideration. Since a weak point of
the conrod and effective loading on fatigue damage is different
relatively, the fatigue strength of the conrod should be evaluated
based on not the load variation but the stress history. The local
and global oil lm pressure distribution is very important for
optimum design of conrod and is resulted from the elasto-
hydrodynamic bearing analysis. In this study, the durability design
and verication of the crankshaft and conrod was carried out
based on the full cycle simulation during one cycle that is an
analysis technique to consider the time-varying forces and
moments in one cycle. In case of the crankshaft, the radial force
and tangential force on the crank pin were calculated and also an
alternating torque predicted by the torsional vibration calculation
was considered during one cycle. The whole time step was divided
by 72 steps and a combined stress in every step was calculated.
Fatigue safety was calculated at the crank pin llet, journal llet
and oil hole and a critical damaged plane at each location was
found by the FE analysis using the stress gradient method. In case
of analysis for the conrod, the bearing force with more realistic oil
lm pressure was applied to FE model. Based on the multistep
analysis that the assembly procedure is taken into consideration,
the effective force and stress of several weak points on fatigue
damage were identied and fatigue strength was evaluated.
Vibration characteristics of a V20 medium
speed gas engine simulation and
measurement
R. Nordrik, H. Solbakken, Rolls-Royce Marine AS,
Norway
The paper describes the strategy for selection of ignition sequence
for a multicylinder V20 engine. The optimum choice is a compromise
between several parameters, among these are: free mass forces and
moments, inner bending moments, guide force and main bearing
force distribution. Torsional, axial and bending behaviour of the
driveline system is important as well as the vibration response of the
engine structure. Modern tools like Multi Body Simulation give
valuable insight into the dynamic behaviour of an engine. To make
proper use of this tool it is however necessaryto correlate the results
with measurements. The MBS model is an assembly of individual
FE-models coupled together with bolts, elastic elements, bearings,
couplings etc. The characteristics of these couplings have large
inuence on the dynamic behaviour of the total system. In order to
get good simulation results the model need to be tuned by measured
values from an actual engine test. The paper discusses results from a
fullscale test of a V20 engine genset and how this inuence the MBS
model setup and vibration results. It is demonstrated how the
vibration level can be changed by introducing a number of different
measures.
A single-phase ow model based on void
fraction for boiling heat transfer calculation
in cylinder head
Xincai Li, Shanghai Jiaotong University, P.R. China,
Zhizhong Chen, Shanghai Marine Diesel Engine
Research Institute, P.R. China
Aiming at the heat-transfer phenomenon of sub-cooled boiling
in cooling water jacket of engine, a new computational model of
boiling heat transfer which is based on single-phase ow is presen-
ted and established by means of the concept of void fraction (the
percentage of vapor in unit volume). The model is based on the as-
sumption that vapor and liquid are homogeneously mixed in the
boiling liquid. Therefore, the uid is considered as a single-phase
ow in which gas and uid are mixed homogeneously, and it can be
solved by the single-phase equation and model. With respect to the
boiling portion, where the two-phase ow can be reected vividly
by the distribution of void fraction, the heat ux during the boiling
heat transfer is the sum of convection heat ux and the boil-off heat
ux of void fraction. The control equation with the variable of void
fraction is established by analyzing the micro-unit hexahedron of
the assumed homogeneous-phase uid. This equation is calculated
by commercial computational software with some requisite subrou-
tine. And the calculated result of this single-phase boiling model is
validated with the third-party experimental results. Aiming at the ap-
plication of this computational model which is applied to the design
of cylinder head, the selected arrange of the void fraction is presented
and recommended, namely, the mean value of void fraction which
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Va||: sc|allrar-prope||erl-or||re.de weo: WWW.sc|allrar-prope||er.de

Konstruktion und Fertigung von vibrationsarmen Propellern mit besten Wirkungsgraden sowie
kompletten Wellenanlagen Reparaturen Leistungsanpassungen Allgemeiner Maschinenbau
PROPULSION VON
Thursday, 17 June
Monday, 14 June
is located from the wall to the height of 5 mm is between 0.40 and
0.87. As a calculation instance, the numerical simulation on boiling
heat transfer process of cooling water jacket and temperature eld in
cylinder head of the diesel engine is carried out. Compared with the
data measured on engine test bench, the calculated result indicates
that this method can reect the boiling heat transfer in water jacket
rather accurately. So, this method benets to improve the computati-
onal precision in temperature eld computation of cylinder head.
Piston Engines Injection
Second generation of HFO injection system
for medium speed engines to full future
requirements
C. Senghaas, H. Schneider, S. Reinhard, LOrange
GmbH, Germany,
D. Jay, K. Ehrstroem, Wrtsil Corp., Finland
Electrically-controlled common-rail fuel injection system can
exibly manage to control fuel injection parameters (injection
advanced angle, injection pressure, injection duration and multi-
injection) within one working cycle of diesel engine, which helps
to compromise the optimal point of the engine power
characteristics, economic characteristics and emission performance.
While, how to obtain a set of optimum fuel injection parameters
suiting to all working condition and different operation
environment of an engine is a big burden. Because the process of
obtaining optimum fuel injection parameters, which is generally
called of fuel injection system calibration, mainly depends
nowadays on experiment calibration by bench testing experiments.
The experiment calibration not only is consumption a lot of
labour, time and money but also can not be performed for
designing engine. A numerical calibration method is presented in
this paper. From the method a set of optimum fuel injection
parameters may be calculated by 1D simulation of whole diesel
engine working process and parameters comparison of different
calculation working condition. A 1D simulation model of a 4
cylinders diesel engine with turbocharger and inter cooler was set
up, which was installed an electrically-controlled commonrail fuel
injection system and its MAP of injection parameters was unknown.
From simulation calculations of the model, the power characteristics
like indicated power and torque moment, economic characteristics
like indicated specic fuel consumption and indicated thermal
efciency, and emission performance like NOx and soot exhaust
quantities of this engine were calculated with different fuel
injection parameters. The simulation results of 25 operation
conditions and surveying results of bench testing experiment in
the same operation conditions of this engine were compared. With
the fuel injection parameters adjusted in simulation, a change
pattern of performances on power, economic and emission of the
engine were calculated out. When an optimum compromise
performance parameter was selected out from the change pattern
of performance in a calculation working condition of the engine,
the optimum performance parameter is approximately identical
with experiment result at the same working condition. It is
indirectly proved that the optimum fuel injection parameters
calculated from simulation analysis is the optimum one of meeting
the engine optimizing performances requirement. Based on the
simulation model of this engine, optimum fuel injection
parameters were also obtained as the engine running in extreme
hard environment conditions (extreme high/low temperature and
high level altitude). The simulation result shows that the power,
economic and emission performances of this engine could be kept
good through optimizing fuel injection parameters when the
engine running in extreme high/low environment temperature
condition. However, the engine performance could be partly
recovered only depending on change fuel injection parameters
when the engine running at high altitude area. It is perhaps needed
for diesel engine running at high altitude to optimize the
performance of turbocharger also. The study work explains that
numerical calibration method of electrically-controlled fuel
injection system by simulation analysis of working process for
whole diesel engine is an alternative method relative to experiment
calibration method. The optimum injection parameters could be
obtained approximately, economically and conveniently through
numerical calibration method. A lot of consumption in labour,
time and money may be saved from experiment calibration.
Proposal on controlled spray evaporation
and mixture formation by use of mutli-
component mixing fuel spray model
Y. Kobashi, Kanazawa Institute of Technology,
Japan,
M. Matsumoto, J. Senda, Doshisha University, Japan,
E. Matsumura, Toyota Motor Corporation, Japan
A novel approach to control the spray evaporation, mixture
formation and combustion processes, which are leading to a
reduction of diesel engine emissions by using several kinds of
mixed fuels with relatively low injection pressure is proposed. In
the mixed fuels, additives or lower boiling point fuels, such as CO
2
,
gas fuel and gasoline component, are mixed into higher boiling
point fuel such as diesel gas oil, through vapor-liquid equilibrium
with a formation of two-phase region in pressure-temperature
diagram, where liquid and vapor phases of both components are
mixed in. In this scheme, the authors intend to improve the fuel
properties such as the viscosity and to control both physical process,
that is the fuel vapor formation rate or spatial vapor distribution,
and chemical processes, those are the mixture ignition, emission
reduction of NOx and PM, and HC burn out. It is easy for mixed
fuel to obtain ash boiling spray due to the formation of two-phase
region on P-T diagram and it provides the relatively lean and
homogeneous vapor mixture. In this paper, the concept of the fuel
property improvement scheme with this mixing fuel application
through the chemical-thermodynamics theory is introduced. Then,
the practical feature and simple modeling approach for the
cavitation phenomena inside the injection nozzle hole are
summarized to examine the spray atomization and dispersion
processes. Also, multi-component fuel spray evaporation model is
developed to simulate the spatial vapor distribution of each fuel
species based on multi-dimensional simulation code of KIVA. In
the experiments, spatial vapor distribution of the fuels is conrmed
by applying LIF optical measurement technique. And the actual
combustion performance are veried using a Rapid Compression &
Expansion Machine (RCEM), constant volume combustion vessel
and small sized DI diesel engines.
Economical and technical aspects of Duap`s
fuel injection parts and systems
E. Vogt, S. R. Jung, M. Poletti, Duap AG, Switzerland
Today the user of an large bore engine is confronted with two
major challenges: on one hand are the increasing fuel costs which
are due to the volatility of the crude oil price hard to predict, on
the other hand are the step-by-step more stringent international
emission levels. The fuel costs are the major part of the total
operational costs of a large bore engine no matter if marine use
or land based. Furthermore, there are not many alternatives to IC
engines for main propulsion or power generation onboard of a
vessel. Luckily, the engine for itself is sturdy and reliable; some
engines are well over 30 years old and still good for another one or
two decades. But how to keep up with the two major challenges?
As far as the fuel injection system is concerned, DUAP does have
solutions. Without design changes on the fuel injection system,
which would require a lot of work to renew the classication tests,
DUAP can provide out of the Duatop product line nozzles and
pump elements for a large variety of engines. These parts are
manufactured at our site in Switzerland to the highest level of
quality standards and workmanship. What is the benet for the
user? Simply spoken, saving costs. Fuel consumption can be
decreased and the TBO can be extended. The following article will
provide the technical background. Beside the Duatop spare parts,
DUAP also provides complete common rail fuel injection systems,
including the newest Electronic Engine Control Unit. Like the
Duatop spare parts, they are also produced in Switzerland. Due to
the wide product range of high pressures pumps, fuel rails, injectors
and sensors, a large variety of engines from approx. 500kW to
12MW can be equipped. Of course this benets are also for new
built engines and their manufacturer available. Additionally to the
fuel injection parts for MDO, MGO and HFO DUAP also provides
special components for gas engines, comprising complete Micro
Pilot Duarail systems as well as pre-chambers, check valves and gas
injectors. Although gas engines are more niche products than
mainstream, their spread will expand due to good emission levels
and moderate fuel costs. The intention of this paper is to
demonstrate the benets Duarail and Duatop FIE parts can provide
to engine OEMs and end-users. Their technical features and new
engineering results in numerical simulation like FEM or hydraulic
simulation and extensive testing in DUAPs own test facility as well
as aspect regarding components for gas engines are included.
The new Heinzmann common-rail and EFI
engine control system for medium-speed and
high-speed engines
M.- T. Heller, A. Jaufmann, Heinzmann, Germany
In the near future the development of diesel engines for industrial,
marine, gensets and rail traction application will have to cope with
considerable challenges, as forthcoming emission limits, e.g. IMO &
EPA Standards, will be further reduced throughout the world. To be
prepared for this global tendency holistic optimisation of complete
diesel systems, consisting of high-pressure injection like common-
rail technology, engine and combustion processes and exhaust gas
after-treatment, is necessary. Heinzmann has more than 20 years of
experience in the eld of digital state-of-the-art electronic fuel
injection (EFI) control and monitoring systems for modern large-
bore engines. Building on the success of the Heinzmann Dardanos
Engine Control Units, Heinzmann has added the next generation
system, Odysseus, to its existing range of electronic components.
Odysseus is the last word in fully-integrated fuel injection equipment
(FIE); combining sophisticated injectors, high-pressure pumps,
accumulators and piping. This innovative product allows Heinzmann
to offer an attractive integrated solution for high-pressure marine
and heavy diesel fuel injection systems to meet the demands of future
emission reduction challenges. In this session Heinzmann will
present their new high-performance common-rail System for
medium-speed and high-speed diesel engines; for industrial power
generation and marine applications. By way of interesting customer
case studies, representing specic diesel engine projects, this technical
paper will describe the achievements of using high precision
components for fuel injection equipment. Functional groups such as
special control valves and high-pressure elements as well as control
electronic will be discussed, including endurance bench testing and
eld experience. The increasing challenges posed by compliance with
emission thresholds and stability, throughout the application period
of single components and the functional units, demands a great deal
of the FIE manufacturers especially for design, strength analysis,
hydraulic simulation, new manufacturing technologies and testing.
Experience with redundant technology for traction and marine
application will also be demonstrated. Heinzmann quality assurance
safeguards the strict requirements regarding design, material
specication and machining, as well as testing, approvals, auditing
and certications. This technical paper will illustrate results from
characteristic diagrams and wear analysis of Heinzmann products.
Fuel Injection & Valve Actuation
A study on numerical calibration of fuel
injection parameters for diesel engine
R. Li, L. Li, Southwest Jiaotong University,
P. R. China
Electrically-controlled common-rail fuel injection system can
exibly manage to control fuel injection parameters (injection
advanced angle, injection pressure, injection duration and multi-
injection) within one working cycle of diesel engine, which helps
to compromise the optimal point of the engine power characteristics,
economic characteristics and emission performance. While, how to
obtain a set of optimum fuel injection parameters suiting to all
working condition and different operation environment of an
engine is a big burden. Because the process of obtaining optimum
fuel injection parameters, which is generally called of fuel injection
system calibration, mainly depends nowadays on experiment
calibration by bench testing experiments. The experiment
calibration not only is consumption a lot of labor, time and money
but also can not be performed for designing engine. A numerical
calibration method is presented in this paper. From the method a
set of optimum fuel injection parameters may be calculated by 1D
simulation of whole diesel engine working process and parameters
comparison of different calculation working condition. A 1D
simulation model of a 4 cylinders diesel engine with turbocharger
and inter cooler was set up, which was installed an electrically-
controlled common rail fuel injection system and its MAP of
injection parameters was unknown. From simulation calculations
of the model, the power characteristics like indicated power and
torque moment, economic characteristics like indicated specic
fuel consumption and indicated thermal efciency, and emission
performance like NOx and soot exhaust quantities of this engine
were calculated with different fuel injection parameters. The
simulation results of 25 operation conditions and surveying results
of bench testing experiment in the same operation conditions of
this engine were compared. With the fuel injection parameters
adjusted in simulation, a change pattern of performances on power,
economic and emission of the engine were calculated out. When
an optimum compromise performance parameter was selected out
from the change pattern of performance in a calculation working
condition of the engine, the optimum performance parameter is
approximately identical with experiment result at the same working
condition. It is indirectly proved that the optimum fuel injection
parameters calculated from simulation analysis is the optimum
one of meeting the engine optimizing performances requirement.
Based on the simulation model of this engine, optimum fuel
Thursday, 17 June
Monday, 14 June
injection parameters were also obtained as the engine running in
extreme hard environment conditions (extreme high/low
temperature and high level altitude). The simulation result shows
that the power, economic and emission performances of this engine
could be kept good through optimizing fuel injection parameters
when the engine running in extreme high/low environment
temperature condition. However, the engine performance could be
partly recovered only depending on change fuel injection parameters
when the engine running at high altitude area. It is perhaps needed
for diesel engine running at high altitude to optimize the
performance of turbocharger also. The study work explains that
numerical calibration method of electrically-controlled fuel
injection system by simulation analysis of working process for
whole diesel engine is an alternative method relative to experiment
calibration method. The optimum injection parameters could be
obtained approximately, economically and conveniently through
numerical calibration method. A lot of consumption in labor, time
and money may be saved from experiment calibration.
More than 100,000 running hours eld test
experience in HFO operation with CR
injection systems on MAN medium speed
diesel engines basis for reliable and
efcient propulsion engines to reach IMO
Tier II and IMO Tier III legislation
G. Heider, T. Kremser, T. Gritzko, MAN Diesel &
Turbo SE, Germany
In 1996 MAN Diesel SE started the development of a CR-system for
medium speed engines for HFO operation up to fuel viscosity of
700 cSt. 2004 the rst eld test engine, a 7L 32/40 GenSet was put
into service as a retrot and collected up to now more than 20,000
running hours operated on HFO on a large container vessel.
Meanwhile several L32/40 CR gensets, L32/44 CR, V48/60 CR and
L21/31 CR engines collected more than 100,000 running hours in
HFO operation before MAN Diesel started up the serial production
of the new 32/44 CR and 48/60 CR engines. All of these engines are
still in service. The paper will give an overview about the eld
experience and countermeasures which were necessary to develop a
reliable product which fulls the customers demands concerning
low fuel oil consumption, invisible smoke over the whole load
range, low emission levels and maintenance costs. The experience
was made in a wide range of applications such as genset, cruise
vessel main propulsion and ferry main propulsion running 24h/
day. The eld test engines reached an availability of more than 90 %
per year. The paper also will point out the win/win situation for the
manufacturer and customer to participate in the development of
the CR technology. For customers satisfaction MAN Diesel provides
help for easy handling like online access per satellite connection,
easy leakage detection and operator training at site or at the new
built academies. The exibility of the CR-system is the base frame
for the future development of engines which fullls IMO Tier II and
IMO Tier III with high efciency. The necessary reliability, a must,
has been proven in the eld under real conditions.
A new fuel injection and exhaust valve
actuation system for a two-stroke engine
family in the 30 to 50 cm bore segment
E. Boletis, A. Kyrtatos, T. Yildirim, Y. Jia, Wrtsil
Switzerland, Switzerland
Two-stroke electronically controlled engines have been successfully
introduced in the marine segment, powering a large number of
merchant vessels in the last decade. The fuel and exhaust valve
actuation systems are key characteristics of this technology. From
Wrtsil side, the RT-ex family of engines has been designed,
providing performance and operational advantages to ship owners
and operators alike. The engines are equipped with an accumulator
type fuel system where the injection pressure and start of injection
can be individually selected at each operational point. Moreover, the
timing of the exhaust valve movement is fully controlled through a
dedicated actuation system providing additional operational
exibility. It has already been demonstrated that this exibility
provides signicant advantages throughout the engine operational
envelope. This exibility will become even more signicant in the
future as the variability of fuel types and fuel quality are increasing
and the exhaust gas emission legislation becomes more severe. Based
on the current eld experiences and the available technological
advancements, new system architectures are proposed in the 30 cm
to 50 cm bore segment. The systems are designed for low lifetime
costs and high reliability. Stringent emission requirements can be
fullled, with the engines fully prepared for future IMO Tier 3
emission legislation, without modications of the above mentioned
systems. Additionally, it is possible to make full use of existing system
components and subsystems which have demonstrated reliability
and lifetime in other marine applications, using the same type of
marine fuels and at severe operational conditions. This is important
due to the challenging development schedules for the systems of
new engine programs.
The fuel system is characterized by:
Two injectors per cylinder, each with embedded single circuit
solenoid valve
Injection timing and quantity control embedded in the injector
An accumulator (common rail) system based on a volume
optimized, multi-element, double wall rail
A fuel supply system based on engine driven, inlet throttle
controlled, multi-element pumps validated for two-stroke
applications
System pressure which is potentially up to 50% higher than
those currently applied on two-stroke engines.
The exhaust valve actuation is characterized by:
A 300 bar servo- oil actuating medium
Optimized solenoid valve actuation allowing continuous
control of exhaust valve closure.
Both fuel and valve actuation systems are supported by a new
electronic control system.
The proposed paper presents our experiences from the development
of these critical systems by providing a detailed insight on the
following:
The market requirements and their fullment;
The advancement between the current RT- ex technology on
larger bore segments and the new system;
The major sizing, design and development challenges;
The hydraulic system analysis used for the complete, multi-
cylinder engine;
The system integration at engine level;
The overall system and component performance.
Valve train with learning control features
M. Herranen, T. Virvalo, K. Huhtala, Tampere
T. Glader, I. Kallio, Wrtsil Finland Oy, Finland
The electro-hydraulic valve actuator (EHVA) system of a diesel engine
has a fully controllable gas exchange valve lift and valve timing. The
EHVA system can be utilized to follow existing valve lift proles and
provides possibility for utilization of modied or new valve lift
proles. Fast testing of different camshaft proles is benecial when
new combustion concepts are tested or when new valve timing
specications needs to be studied or optimized with existing
components. Comparison and testing of the different proles with
EHVA system is efcient, since all necessary changes can be done
electrically. Therefore the system should be able to follow the
pregenerated valve lift curves as precise as possible. It is known, that
traditional controllers are having problems to achieve reasonable
good tracking due to dynamics of the hydraulic system. This can be
improved by using more complex and advanced controllers, but
tuning of parameters of such controller is very time consuming. One
solution is to use an adaptive or a learning controller. In this study a
controller with a learning feature is investigated and introduced. The
modication of the reference signal is based on the detected errors
during the valve event, which is suitable method for a repeating work
cycle. Performance of the controller is simulated and some
experimental tests are presented. The EHVA system is additionally
integrated with security features for stopping and starting control
processes when needed. The lift proles of the gas exchange valves
can be changed or modied without need of stopping the engine. If
only opening and closing moment needs to be adjusted, the
controller system allows this without inuence to curve shape. The
controller was found capable to keep the tracking error of the gas
exchange valve lift within acceptable range and capable to respond to
changes in the running conditions within adequate time.
Diesel Engines Fuels II
Medium speed diesel engines operated
on alternative fuels: Lessons learned and
remaining questions
S. Verhelst, R. Sierens, Ghent University, Belgium,
L. Vervaeke, T. Berckmoes, L. Duyck, Anglo Belgian
Corporation nv, Belgium
Rudolf Diesel demonstrated his compression ignition engine at the
World Fair in Paris in 1900, with the engine running on peanut oil.
One year earlier, the rst 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). Diesel engines have undergone tremendous
progress since then, which has gone hand in hand with the
development of fuel standards, both for light and heavy fuels.
Currently, with increasing focus on noxious emissions, energy
security and greenhouse gas emissions, there is great interest in the
use of alternative fuels, mostly biofuels (biodiesel, straight vegetable
oils, animal fats, . . . ). However, it is unclear what the specications
for these fuels should be. Ghent University has recently started
research to dene suitable fuel specications for the current and
future engine technologies, in correspondence with one of the
priorities set by the European Biofuels Technology Platform (BTP).
Working group 3 of the BTP focuses on the R&D needs concerning
the end-use of the biofuels. It states that a systematic verication and
profound knowledge of the impact of the fuel properties on the
fueling system, engine technology, exhaust gas aftertreatment etc., is
an absolute prerequisite for the formulation of fuel standards. Diesel
engine manufacturer ABC, also located in Ghent, has done pioneering
work in demonstrating the use of several biofuels, including biogases,
with installations running on palm oil, frying oil, tallow, biodiesel,
pitch, bone fat, syngas, etc., and has gathered data from long-term
tests. Ghent University and ABC are cooperating in analyzing this
data and correlating it with the biofuels chemical and physical
properties. Furthermore, a constant volume combustion chamber is
being set up to study the spray and combustion characteristics of
these fuels. This paper discusses the initial ndings when operating
on different kinds of biofuels which problems were encountered
and how they were solved using several case studies. The effects of
fuel viscosity, fuel bound oxygen, phosphor content, insaturation,
free fatty acids, etc., on ignition delay, deposit formation,
polymerization, emissions, corrosion etc. will be discussed.
Marine distillate fuels specications
today and tomorrow
. Buhaug, Statoil ASA, Norway
When MARPOL Annex VI entered into force in 2005, it marked not
only the end of a long struggle by IMO to regulate harmful emissions
from international shipping, its entry into force also immediately
triggered a review of the regulation with a view to tighten emissions
standards established in the original Annex VI. As known to many
readers, strict future IMO regulations on NOx and SOx emissions are
agreed. The new regulations which will be implemented in steps
from 1. July 2010 towards 2020 will have far reaching implications
for marine fuels and diesel engines. In particular, a global limit of
0.5% sulphur is part if the new IMO regulation. Production of
residual fuels with 0.5% sulphur is believed to be economically
unattractive. This has lead to the description of the global cap of
0.5% S as end of heavy fuels or global distillates. These future
distillates are likely to be very different from present distillates,
however, and the characteristics of these fuels remain unclear. This
paper presents data on present day marine distillates and discusses
issue relevant to the use of distillate fuels including:
Fuel lubricity
Fuel particle contamination
Fuel water and microbial contamination
Distillate safety issues
Distribution and quality control
Fuel additives
The paper ends with a discussion on the need for research and
strategies for distillate fuels towards 2020.
High cetane number parafnic diesel fuels
and emission reduction in engine combustion
A. Tilli, M. Imperato, M. Larmi, T. Sarjovaara, Aalto
University School of Science and Technology,
Finland,
P. Aakko-Saksa, VTT Technical Research Center,
Finland,
M. Honkanen, Neste Renewable Fuels Oy, Finland
The objective of this study is to discuss and demonstrate the emission
reduction potential of high cetane number parafnic diesel fuels in
engine peration. The idea behind the study is to utilize the physical
and chemical renewable fuel properties, that are different from those
of the traditional crude oil based fuels. The ultimate goal is then to
develop optimum combustion technologies for these new fuels and
make a remarkable emission reduction in engine combustion. These
new fuels do not suffer from storage and low temperature problems,
as the Fatty Acid Methyl Ester (FAME) fuels, often called biodiesel,
often do. The very high cetane number, the absence of Polyaromatic
Hydrocarbons (PAH) and the absence of Sulphur allow far more
advanced combustion strategies than have been possible with current
fossil fuels. Due to these advantageous properties, these new
combustion technologies allow us to reduce signicantly Nitrogen
Oxide (NOx) emission without suffering from traditional trade-off
between Particulate Matter (PM) and NOx. The paper will rst tell
about previous studies in Helsinki University of Technology TKK and
Thursday, 17 June
Monday, 14 June
emission reduction in a standard heavy duty diesel engine. Then the
studies in a corresponding single-cylinder research engine EVE will
be presented. In the single-cylinder EVE engine advanced cycles like
Miller cycle and interrnal exhaust gas recirculation (EGR) have been
studied. Also the possible benets of blending oxygenates with the
fuels have been considered. The rst part of the paper concentrates
on high cetane number parafnic diesel fuels and their oxygenate
blends: previous studies on their properties and effect on engine
emissions. The second part describes the ongoing research in Aalto
University School of Science and Technology (previously TKK,
Helsinki University of Technology). In the studies, potential for
emission reduction has been estimated to be 70% or more and
promising preliminary results have been reached in the rst test runs.
This study is part of ReFuelproject, which is an IEA collaborative
task of IEA Combustion Agreement program and a collaboration
framework between IEA Combustion Agreement and IEA AMF
(Advance Motor Fuels) Agreement.
EMI MIN a government funded research
program to reduce emissions
U. Schlemmer-Kelling, S. Watzek, Caterpillar
Motoren GmbH & Co. KG, Germany
There is an ongoing worldwide legislative trend to reduce the
emissions of medium speed diesel engines [1]. For this reason, a
joint research program was established in 2002. Partners of the
so-called EMI MINI program were AVL Germany, LOrange,
University of Rostock, WTZ and Caterpillar Motoren. The program
was funded by the German Ministry of Economics. The
development target was to reduce the emission of diesel engines
by 50% without using after-treatment solutions. Meanwhile, the
second phase of this program (EMI MINI II) is nearly nished.
The team worked to dene the strategy [2] and the nal solution
was demonstrated on a multi-cylinder, turbocharged 6 M 32C
engine in Kiel. Using the strategy, Caterpillar Motoren was able to
reach the emissions target by tuning the combustion process. The
fuel and air systems were modied to reduce NOx and soot
emission for both steady state and transient operation. The major
building blocks of the concept were a common rail fuel system
which was able to operate under heavy fuel conditions and a
exible valve drive which allowed the Miller cycle to be turned on
and off. A DoE tool was used to nd the optimal settings for the
injection system at each load point. With the strategy, a 50 % NOx
reduction was achieved with invisible soot emission. However, a
slight loss in fuel efciency was also measured. A two-stage turbo
charging system could be used to improve efciency, but this was
not within the program scope and was not tested. The simulation
results have shown that the target of constant fuel efciency can
be achieved with the addition of two-stage turbo charging.
Piston Engines Thermodynamics
Advanced heat transfer modelling
with application to CI engine CFD
simulations
M. Nuutinen, O. Kaario, M. Larmi, Aalto
University School of Science and Technology,
Finland
The purpose of the work is to implement and further develop an
advanced wall function formalism in conjunction with a modied
low Reynolds number turbulence model in Star-CD, a CFD software
suitable for in-cylinder ow and conjugate heat transfer simulations.
This advanced method has already been demonstrated to give
predictions superior to standard methods when compared to
measured heat transfer values and DNS data in strongly heated
compressible ows, Nuutinen et al. [1]. Besides superior accuracy,
the advanced method has a desirable feature of being free from the
near wall grid resolution restrictions associated with the low and
high Reynolds number turbulence models. The acquired
computational tool is then used to simulate conjugate heat transfer
in realistic compression ignition (CI) engines. The manufacturers of
large CI engines are striving for increasing cylinder pressures which
in turn results in elevated heat transfer rates and surface temperatures.
As a consequence, accurate heat transfer simulation is becoming
increasingly important. With the new computational tool it is
possible to obtain more accurate results on heat transfer that can be
utilized in engineering processes, e.g., in material choices and
geometry design. In addition to improving the overall accuracy of
simulations (energy balance) the more accurate temperature and
heat ux predictions may be further utilized, e.g., to simulate thermal
stresses in solid engine parts and heat transfer to the coolant.
Piston surface heat transfer during
combustion in large marine
diesel engines
M. V. Jensen, J. H. Walther, Technical University
of Denmark, Denmark
In the design process of large marine diesel engines information
on the maximum heat load on the piston surface experienced
during the engine cycle is an important parameter. The peak heat
load occurs during combustion when hot combustion products
impinge on the piston surface. Although the maximum heat load
is only present for a short time of the total engine cycle, it is a
severe thermal load on the piston surface. At the same time,
cooling of the piston crown is generally more complicated than
cooling of the other components of the combustion chamber.
This can occasionally cause problems with burning off piston
surface material. In this work the peak heat load on the piston
surface of large marine diesel engines during combustion was
investigated. Measurements of the instantaneous surface
temperature and surface heat ux on pistons in large marine
engines are difcult due to expensive instrumentation and high
engine running costs compared to automotive engines. Therefore
the investigation in this work was carried out numerically with
the use of a computational uid dynamics (CFD) code. At the
same time, numerical work on detailed in-cylinder wall heat
transfer in engines has been quite limited. The numerical
investigation focused on the simulation of a hot turbulent gas jet
impinging on a wall under very high pressure, thus approximating
the process of the actual impingement of hot combustion gasses
on the piston surface during combustion. The surface heat ux at
the wall was calculated under different conditions in the
numerical setup in order to obtain information of the actual
peak heat ux experienced at the piston in large marine diesel
engines during combustion. The variation of physical parameters
inuencing the heat transfer during combustion included a
variationof pressure, temperatures, jet velocity and jet turbulence
intensity. The variation in heat ux predictions resulting from
application of different turbulence models was also investigated
by performing calculations with three different models: the V2F
model, a k- RNG model and a low-Re k- model. The obtained
results indicate peak heat uxes in the order of 510MW/m
2
on
the piston surface during the combustion phase of the engine
cycle.
Combining dual stage turbocharging with
extreme Miller timings to achieve NOx
emissions reductions in marine diesel
engines
F. Millo, M. Gianoglio, Politecnico di Torino, Italy,
D. Delneri, Wrtsil, Italy
In this work, the potential of extreme Miller cycles, combined with
two stages turbocharging, was analyzed by means of 1-D simulation
code for a Wrtsil six cylinder 4-stroke medium speed diesel
engine. By means of extreme Miller timings, with Early Intake
Valve Closures (up to 100 crank angle degrees before BDC),
followed by an in-cylinder expansion of the charge during the last
portion of the intake stroke, lower temperatures at the start of
injection can be obtained, and thanks to the cooler combustion
process, the NOx specic emissions can be efciently reduced.
However, the reduction of the effective intake stroke demands
high intake manifold pressures, exceeding single stage
turbocharging capabilities, and mandatory requiring dual stage
turbo charging. Since turbines and compressor efciencies, as well
as the pressure ratio between HP and LP stages are crucial factors
for a successful application of the extreme Miller timings, a careful
selection of the more suitable turbomachines is extremely
important. The use of numerical simulation allows indeed a
detailed and extensive evaluation of the effects on engine
performance, fuel consumption, NOx emissions and thermal and
mechanical loads on engine components of the combination of
different intake valve proles and intake valve closure timings with
different boost levels. Moreover, aiming to achieve further
reduction in NOx emissions, different valve overlap values were
also evaluated, trying to reduce the engine scavenging effect and
increase the internal EGR. By combining early intake valve closures
with reduced overlaps higher exhaust gas residuals in the
combustion chamber were achieved, further reducing NOx
emissions. Boost pressures up to 12 bar were evaluated that
combined with extreme Miller timings (up to 100 crank angle
degrees before BDC) allowed up to 50 % NOx reduction compared
to conventional, single stage turbocharger architecture, with only
moderate BSFC worsening.
Piston Engines Noise & Vibration
Noise reductions for low speed diesel
engines and application of noise
measurement using spherical beamforming
technique
S. Kajihara, Mitsui Engineering and Shipbuilding
Co., Ltd., Japan,
K. Takashima, Nittobo Acoustic Engineering Co.,
Ltd., Japan,
J. Hoejgaard, M. Roegild, MAN Diesel & Turbo SE,
Denmark
The noise level in engine rooms of general merchant ships is
relatively higher than in other facilities for transportation. In the
engine room, the noise from a main engine, mainly of low speed
diesel types, greatly inuences noise levels. Actually at some
positions on large bore engines with big turbochargers, it is not
rare for the noise level to reach close to the IMO requirement of
110 dB(A). Under such situations, various efforts have been done
to reduce the noise level aiming towards the improvement of
livability and also work environment of the crew in engine room.
In this paper, rstly, we report a noise characteristic of low speed
diesel engine and also the present status of the noise level in the
engine room. Secondly, we report some samples of the
countermeasures for noise reduction including the application of
Helmholtz resonators and absorption materials. Finally, we
report on the newly introduced spherical beamforming technique
with its principle and effectiveness in noise measurement.
Contents:
1. Present noise measurement methods and IMO noise
requirements for engine room
2. Noise characteristics of low speed diesel engine
Usually, noise level is measured higher at the scavenging area, that
is, around the turbocharger, air cooler, scavenging pipe and its
connection part. The dominating sound source are the
turbochargers, especially the compression noise. Its caused by the
recurring compression shocks and emitted as air born sound
through the air intake silencers on the one hand but also trough to
high-pressure-side (compressor outlet) over the connected pipes
(like expansion bellow, air cooler, scavenging air pipe). The
frequency spectrum is dominated by the compressor wheels blade
passing frequency and (in some cases) his rst harmonic. It
corresponds with the number of main blades multiplied by the
turbocharger rotor speed (and twice that frequency).
3. Countermeasures of low speed diesel engine noise
The countermeasures are mainly applied in the turbocharger and
the scavenging area. We report the present countermeasures and
their effects in noise reduction such as introducing low noise
turbochargers and additional insulation of diffuser pipes between
the turbocharger compressor outlets and air coolers and scavenging
air pipes. Further, we report new countermeasures and conrmation
test results as follows.
Example 1:
Silencers of Helmholtz resonators and absorption materials
M/E Mitsui-MAN B&W 11K98MC (62,920kW x 94rpm), T/C 3 x
ABB TPL85B for a 6350 TEU container vessel: The countermeasures
consisted of resonance type silencers (called CoRes) designed by
ABB in the expansion bellow between the turbocharger compressor
outlet and diffuser pipe and inside noise absorption in the area
above the air cooler elements (called CABS).
Example 2:
New Silencers of Helmholtz resonators
M/E Mitsui-MAN B&W 12K98MC(68,640kW x 94rpm), T/C 3 x
MAN TCA88 for an 8250 TEU container vessel: The new resonance
type silencers designed by MAN Diesel were located at diffuser
pipes. Test results will be reported.
5. New noise measurement by using spherical beamforming
technique
The noise measurement technique using spherical beamforming
has been developed for identifying and visualizing the noise
sources as well as analyzing their characteristics (frequencies and
levels) within a very short time. This technique has been recently
used for investigations of noise sources for automobiles, etc.
New low noise solutions for medium speed
diesel engines
H. Tienhaara, M. Aura, S. Jussila, Wrtsil Finland
Oy, Finland,
F. Degano, Wrtsil Italia S.p.A, Italy,
A. Karjalainen, Machinery Acoustics Oy, Finland
Customer requirements and excpectations of engine room noise
and its characteristics are increasing importance. This is due to
evolving interest in occupational health and safety issues and
tightening legislations. Wrtsil product development
Thursday, 17 June
Monday, 14 June
organization, in close co-operation with their partners and
contractors, has answered the challenge and expectations. Low
noise solutions suitable for the existing and future engines have
been designed. This paper describes diesel engine noise control
measures applied to Wrtsil 4-stroke diesel engines. In the past
ve years, an increasing effort has been concentrated on noise and
vibration related work in Wrtsil R&D. The ultimate aim is to
reduce noise radiation of medium speed 4-stroke diesel engines.
This persistent hard work has resulted in knowledge of the major
engine noise sources, in a deeper understanding of the
structureborne noise transmission through the engine block and
nally, in a denition of effective noise control measures. The
measures are the heart of the newly developed noise reduction
package. The package includes various enclosure and lagging
solutions and cover structures. The solutions are based on add-on
methods and structural component design improvements. Tonal
noise from turbocharger is reduced by means of sound and heat
insulation enclosures and laggings. Noise radiated from the side
of the engine is effectively reduced by improved structural design
of the covers. The ywheel end and the top part of the engine are
enclosed in order to reduce the noise emitted from the subsurface.
The beauty of the developed measures is that they can be adapted
to any Wrtsil 4-stroke diesel engine, existing or yet to come,
large and even larger ones. Noise control measures, as a package,
enables even 5 dB(A) engine noise reduction, depending slightly
on engine conguration. Furthermore, the noise control package
can be combined with engine room acoustic design to achieve
even greater noise reduction.
Two node torsional vibration control
of the multi-cylinder two-stroke diesel
engine
S. J. Hwang, K.T. Yoo, STX Heavy Industries, Korea,
U. K. Kim, Korea Maritime University, Korea
Marine engines have been required higher power to t the bigger
and faster ships aiming at economical operation. To produce
higher power, cylinder bore has been larger and the number of
the cylinder has been increased. On the other hand, it has been
continuously tried to develop components which has inuence
on engine power, as turbocharger, and to introduce a new fuel
injection method etc. For this reason, the shafting system of the
large scale diesel engine is getting complicated such that it is
impossible to control the vibration in a simple way as before. By
increasing the number of cylinders, the torsional vibration
encounters another problem, 2-node torsional vibration in a
crankshaft at the engine above seven cylinders [1]. As a solution
of the problem caused by 2-node torsional vibration, a vibration
damper [2] has been usually applied. However, in the future, the
vibration damper might not be able to solve the problem by only
itself because the power of the engine will be much higher than
now. If the engine has a higher power than present engine, the
size of the damper could be bigger to have higher damping
coefcient [3], which affects bearings due to heavy weight and the
dampers life would be shorter by the inuence of the big mass
moment of inertia of the inertia ring. In this study, the methods
of increasing the crank section [4] and changing the excitation
characteristics which can be adopted as an alternative solution to
cope with the future requirements have been investigated. The
basic concepts of these methods are as follows; the rst concept is
to lead to increase the modulus of section of a part of the
crankshaft by increasing the diameters of one crank. With the
increased section modulus, the torsional stress can be reduced.
The second is to have proper excitation characteristics by changing
the ring order. The ring order can inuence on the sub-harmonic
resonance. Generally, 2-node vibration is problem with minor
order. So it could be effective to change the critical order. By these
concepts, the combination of the proper diameters of the crank
and the ring order has been found. To select the crank of which
section to be increased, the variation tendencies of the torsional
stress and the node position by the variation of the crank section,
ywheel and tuning wheel mass moment of inertia have been
investigated. Also, since the external force, the external moment
[5] and the guide force moment [6] by the change of ring order
can induce high excitation of engine, it has been also conrmed.
In the result of the investigation, the node location becomes more
distance from the crank which the diameter is increased due to
the stiffness increase by the diameter change of the crank. On the
other hand, the node location approaches the wheel which the
mass moment of inertia is increased. Accordingly, the node
movement by the stiffness increase could be controlled by
changing the wheels mass moment of inertia, so it could make
the suggested method more effectively to control the 2-node
vibration. Based on the above results, these methods have been
applied at eight cylinder engine shafting system and the effects
have been conrmed.
Modern ultrasonic quality evaluation of
large crankshafts
A. Silvonen, P. Halla-aho, Wrtsil Finland Oy,
Finland,
T. Hakkarainen, Inspecta Oy, Finland
New developments carried out by crankshaft manufacturers in
order to full more strict material strength requirements set by
engine builders is causing new challenges in crankshaft quality
control. Higher stress amplitudes in engine operation and the
fact that higher strength materials tend to have smaller allowable
aw size against metal fatigue call for more efcient non-
destructive evaluation (NDE) of the crankshafts. Wrtsil has
together with its partners carried out a development work with
the intention in implementing new hardware and detection
guidelines to safeguard the high-level reliability of the crankshaft
material. Introducing of ultra-clean steels already has a very high
contribution in crankshaft safety, but in parallel with that new
NDE methods are needed with improved accuracy and detection
level. The most essential applied stresses in the shaft from the
reliability point of view are highly concentrated in a relatively
small material volume in the vicinity of the crank llets. Finite
element and fracture mechanical analyses give essential
information about the critical defect sizes in function of applied
stresses and location, and further, information about the needed
accuracy of the used NDE system. As a result of analyses carried
out it is possible to guide the ultrasonic NDE in different phases.
High performance, but more time consuming techniques, will be
applied in critical areas, and, conventional techniques in other
parts of the shaft. Based on the required accuracy, i.e. minimum
detectable imperfection size, the phased array techniques has
been used in the project as a highest accuracy evaluation
method.
This paper reports the results of the stress and strength analyses
made and material tests determining the fracture-mechanical data
of modern crankshaft steels, and, nally reports benets of the
phased array NDE method over to conventional non-destructive
ultrasonic methods when applied in either as forged pre-machined
or in nish-ground shafts, including visualization of detectable
imperfections. Practical experience of NDE is also discussed
including selection of probes; especially for difcult geometries,
accuracy and reliability of the methods, option for automated
detection, inspection data handling and relative costs.
Poster Session
Session 2
Comparison of several methods of
improving the part-load performance of a
medium-speed engine with a two-stage
turbocharging system
J. Bucher, BBB, Germany
Life assessment of the camshaft in a heavy
duty diesel engine using exible multibody
dynamic
M. Mehrgou, Iran Heavy Diesel Engine Mfg Co.
(DESA), Iran
Session 3
New application and modeling of low
ignitability fuel for marine engines
D. Struckmeier, D. Tsurum, H. Tajima, Kyushu
University, Japan
Characterisation of residual fuel oil
combustion properties and the appropriate
selection of marine fuel additives to improve
combustion
M. Vermeire, Chevron, Belgium, L. Audoire, W. Ang,
Infineum UK Ltd., England
Syngas production from plasma stabilized
diesel partial oxidation
A. Nikipelov, A. Rakitin, Y. Leonov, NeqLab
Research BV, Netherlands,
A. Starikovskii, Drexel Plasma Institute, USA,
Non vegetable origin biofuels as a
combustibility improver
L. Stor, A. Prada, Petrobras SA, Brazil
Session 4
The use of tribology and wear metal analysis
in two-stroke engines to optimize oil feed
rates and reduce liner wear
M. Winkler, Kittiwake GmbH, Germany
Online oil condition monitoring sensors
S. Lunt, Kittiwake Developments Ltd., UK
The relationship between the oil analyses
results and the running surface conditions of
machinery A report of marine eld
engineer
T. Hashimoto, M. Kawabata, Y. Sasaki, Tribotex Co.
Ltd., Japan
Development of a new lead-free bearing
material for low speed two-stroke diesel
engines
M. Yamada, W. Zhong, N. Kawakami, A. Ono, Daido
Metal Co., Ltd., Japan
Slide bearing monitoring system:
Recognizing friction before noticeable
mechanical damage occurs; a eld report
H. R. Uebel, M. Theobald, Schaller Automation
GmbH Co. KG, Germany
Session 5
Development of integrated vibration analysis
and monitoring system for marine diesel
engines and ship machineries
D. Lee, K. Joo, T. Nam, Mokpo National Maritime
University, Korea,
E. Kim, S. Kim, Vitech, Korea
Effects of inertia and gas torques on the
crankshaft in determining vibration
amplitudes for condition monitoring in
preventive maintenance
J. C. Orji, Starzs Marine, Nigeria
Sound eld adjustment using sound
absorber in the ISO type sound insulation
test facilities
M.-S. Kim, STX Heavy Industries, Korea

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