该论文已在赫尔辛基举行的第28届cimac大会上发表,论文的版权归cimac所有ABSTRACT In product design and development there is an ever increasing need for effectiveness. Due to the tightening demands concerning the launch of new products, automatic analysis processes are of great importance. Computational power is increasing continuously, at the same time the hardware costs are decreasing. The variety of commercial as well as open source simulation software is huge. Additionally, easy to use and learn scripting languages are more and more becoming an important part of the whole analysis process. To control the whole product design process within this framework, effective software independent tools are needed. Using the automated analysis process methods is effective when seeking the optimal solution via optimization or parameter variation, for example. Automated analysis process increases reliability by avoidance of human errors. Different analysis types can be linked to the same process, enabling multiphysical solutions. With the automated process also the visualization and documentation of the results is easy. As conclusion, the automatic analysis system presented in this study gives many benefits in the design of existing or completely new products. Modern and flexible software combined with effective hardware and connected together with effective scripting languages makes it possible to develop wholly automatic and reliable calculation processes. These processes can then be combined with optimization loops thus enabling product optimization and control of the inevitable uncertainty in model parameters. As a test case, the automatic analysis system presented in this study is applied to resonance avoidance parametrization of a medium speed IC-engine by optimizing techniques. Powered

该论文已在赫尔辛基举行的第28届cimac大会上发表,论文的版权归cimac所有。ABSTRACT Since market introduction in 1996, Series 4000 engines have consistently demonstrated their reliability over several million hours of operation in Rail, Mining, Marine, Power Generation and Oil & Gas applications throughout the world. The units in 12V, 16V and 20V configuration cover a power range from 1000 to 4300kW. To ensure it can offer engines with even lower emissions in future, MTU has comprehensively reworked its Series 4000 engines. Development of the Model Type 05 focused on fulfilling the emission legislations EU Stage IIIB, EPA Tier 4 and IMO 3 which require a further reduction of NOx levels by 45 to 90% and of particulate matter emissions by 80% to 88% compared to the previous applicable standards. Depending on application specific conditions MTU offers perfectly matching technological concepts for emission reduction. In addition to exhaust aftertreatment systems for Marine, Rail and Power Generation, MTU takes a different approach to the mobile applications Oil & Gas and Mining:

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT Electronic engine control system (ECS) used in today's complex engine systems require extensive testing. This validation procedure on an engine test bench, is time-consuming, dangerous and sometimes incapable task. Over the last decade significant efforts have been made hardware-in-the-loop simulation (HiLS) to be a trusted, cost-effective alternative for several limitations and shortcuts. For this purpose, high-fidelity as well as fast running over a wide range of operating conditions is indispensable especially for efficient evaluation of control algorithms and strategies. This paper describes the development of a virtual simulator of HiMSEN dual fuel (DF) engine. Real-time (RT) calculation model for the each gas and diesel combustion was constructed based on the mean value engine model. This mean value engine model was derived from a detailed 1D engine model, using the design of experiments (DOE) and neural network approaches to approximate the simulation results of the detailed model for cylinder quantities (e.g., the engine volumetric efficiency, the indicated efficiency, and the energy fraction of the exhaust gas). The combustion model is corresponded not only each single fuel operation but also fuel switching operation between diesel and gas. The intake and exhaust systems were completely simplified by lumping flow components together. Models for turbocharger, engine starting unit, charge air cooling system, gas regulating unit and common-rail micro pilot fuel injection system, etc., were included. Furthermore, crank-angle resolved math models for calculation of each cylinder pressure trace and knock signals were also added. Finally, the RT hardware for HiLS testing was constructed that it could cover over 250 in/out signals from generator and yard interfaces as well as between engine and controller. The ECS test linked with this HiLS system was executed according to virtual scenarios over the entire engine operation (e.g., engine start, idle operation, load run, fuel switching operation, normal stop and emergency situations). During the test, some engine control strategies (e.g., the air to fuel ratio control, the cylinder balancing and the knock control) for enhancing the engine efficiency and reducing emission were also evaluated. As the results, calculation time was maintained under 0.75 times RT with 1 millisecond iterative update during the entire operation. And, the simulation results show the similar behaviors with the actual dual fuel engine operations. Powered

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT The electric power for marine vessels is in general delivered by a set of redundant auxiliary diesel engines that are frequently operated with heavy fuel oil (HFO) in combination with HFO capable turbochargers. Within this market smaller bore diesel engines of < 3MW and < 320mm bore cylinder diameter are typically applied on bulk carriers, container ships (up to Panamax class level) and tankers. These auxiliary engines roughly operate between 30%…70% load for most of the time. The turbocharger itself features multiple gas inlet casings with pulse capable turbine designs. Its operation has a considerable impact on the engine’s fuel consumption, its maintenance cost and the robustness of the power system, which is a key factor for a reliable power supply and trouble free operation during the vessel’s lifetime.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT SCR is a known technology and significant experience also exists from applications on ships. The new IMO Tier III rules will however mean installation of SCR into new applications and involve parties without prior experience of SCR. This article will summarize the status of Wärtsilä SCR development and provide new information on how to ensure trouble free installation and operation. The SCR is not a separate system that can be configured separately from the rest of the ship system. Planning, procuring, installation and final tuning of the system need to take into consideration the specific features of the installation. The SCR needs to be designed for the complete operation window and operating conditions of the engine in the actual installation. Results will be presented on how the fuel and operating conditions influence not just the optimal catalyst system setup, but the overall selections made to full-fill Tier III operation requirements in ECA’s. Thermal management of the catalyst system is a critical feature in a successful SCR installation and data will be presented on how optimized engine tuning and catalyst setup handled together will ensure the trouble free SCR operation. The article will present how SCR integration with engine plays a crucial role in ensuring high SCR performance and durability. Urea dosing control and the need for NOx measurements is a key design feature of SCR systems. Pros and cons of different control strategies will be presented. SCR can be successfully operated also with low grade fuels if the system is properly designed. This gives an advantage to optimize urea and fuel consumption in different operational areas and profiles. Follow-up data from existing SCR installations is presented. This information combined with other operating experience and supporting results from e.g. CFD simulations is used in the design of more robust and safe to operate SCR systems.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT A hybrid marine propulsion system for an international freight vessel is conceptually presented. The application of such concept in the international freight vessel is rare yet but could improve its safety and operability with an aid of the extra power boost and absorption by an energy storage device. Such a novel concept is tested for heavy sea conditions using simulation of a multi-physical domain model. A very large crude oil carrier with a shaft generator is chosen as a simulation case where an electric battery pack is added on the electrical power plant. Specific models and simulation tools for vessels, propellers, internal combustion engines, ship electrical system and controllers are presented and validated to the available performance data. The result of the simulation showed that having an energy storage device enables to utilize the shaft generator as an active aid to propulsion with allowable influence on the generator load. In addition, the system efficiency is equivalent to the conventional system even without optimizing the plant. Finally, co-simulation using the functional mockup interface(FMI) standard is tested to see improvement in computational time of the complex simulation. The co-simulation result is verified against the result of simulation in allin-one fashion. It shows good agreement and significant improvement in computational speed.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT Due to stringent emission regulations for marine engine, like IMO Tier II and III for NOx and Regulation 14 for SOx, the market requirements for low emission and fuel flexible engine have been increasing. Hyundai Heavy Industries, co. Ltd. (HHI) has been developing dual fuel (DF) engines to lead such market trend. HiMSEN, the brand of HHI’s medium speed engine, diesel and gas-fueled engines have been developed with concepts of low emission, high efficiency, high reliability and customer-friendly design. HiMSEN DF engine series have provided not only the HiMSEN engine series’ own concepts but also fuel flexibility. This paper describes the overview of the HHI’s HiMSEN DF engine series. In order to improve the performance, reliability and customer-friendliness of HiMSEN DF engines, various unique designs and technologies, based on the development and service experience from diesel and gas-fueled HiMSEN engines, are applied and optimized to the engine. For the low emission and high efficiency of HiMSEN DF engine series, air and exhaust, fuel feed and combustion systems including new additional parts for DF engine have been optimized by analysis and experiment. Highly integrated control system also contributes to the high performance and low emission. To improve the reliability, the optimization design technique such as topology and shape optimization has been applied to the structural and hot part design as well as the anti-vibration design of HiMSEN DF engine. Furthermore, customer-friendly design, like modularized feed system and separated micro-pilot injector from main injector, has also applied to the HiMSEN DF engines. It makes that clients can experience easier installation and maintenance.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT The increase in efficiency along with a reduction in emissions is the main task in the development of modern marine propulsion systems. This improvement can be achieved directly by the engine itself or by a combined cycle for waste heat recovery. This paper presents a method where an ORC-Process (Organic-Rankine-Cycle) is arranged downstream of the engine for generating electric power. An ORC-Process is different from the Water-Steam-Cycle actually by using an organic working fluid. Due to the high number of potential work fluids they can be optimally adapted to the existing heat source and cooling system. In order maximize the efficiency; the temperature difference of the ORC-Process should be as large as possible. This can generally be reached by utilizing the exhaust heat directly or by the steam system. The analyzed ORC module is an independent unit with a rated electrical output of 309kW and an efficiency of 13.9%. The full power of the ORC module is already provided at 65% load of 8 M 46 DF engine. Due to the early achievement of the maximum output a high average utilization of the ORC-Module is ensured. The feasible ORCOutput is up to 8% of the engine power. This value corresponds directly to an efficiency improvement.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT Increasingly demanding efficiency requirements on new high BMEP gas engines are driving the trend of the development of modern high and medium speed engines toward natural gas [NG] lean burn combustion systems which are characterized by a very efficient combustion and long operating intervals while keeping the NOx emissions at a very low level. A design process and design criteria for an efficient combustion based on Ricardo experience and guidelines applied in the design and evaluation of gas engines with pre-chambers will be described in this paper, focusing on prechamber features like nozzle design, spark plug position or interaction between the cylinder and pre-chamber flow. Following the design process, this article will illustrate the necessary analytical steps required for an efficient gas combustion system design in terms of both pre-chamber and main chamber and will provide information of typical misconceptions that could appear in the design of such systems. Additionally to the pre-chamber combustion performance, the paper will show the influence of the pre-chamber combustion on its structure and durability using thermo-structural simulations, also utilizing the outputs of CFD combustion analysis. For prediction of thermo-structurally driven pre-chamber surface degradation (like cases where significant amount of porosity throughout the thickness is spotted), carrying out a transient thermal analysis followed with a structural stressfatigue analysis using transient results is investigated to address the issues. Transient thermo-structural analysis of the pre-chambers is proposed using full-cycle CFD data from in-cylinder CFD analysis as boundary condition. This approach is intended as a supplement to the existing standard steady-state thermo-structural analysis in order to address the above mentioned issues.

该论文已在赫尔辛基举行的第28届CIMAC大会上发表，论文的版权归CIMAC所有。ABSTRACT Nowadays the ship is still the most important means of transportation for goods of the globalized trade. Due to increasing demands concerning NOx and SOx emissions, cost of operation and efficiency the large marine engines as the main propulsion system of these ships require a consistent development. One approach are dual-fuel operated engines which offer a variety of advantages in respect thereof. An ongoing research project at the University of Rostock, funded by the Federal Ministry of Economic Affairs and Energy, investigates innovative approaches regarding this topic. It combines 0/1D and 3D CFD techniques with a focus on modelling the detailed kinetic of the specific chemical reactions. The 0/1D simulation is used as a more general approach to model the overall system of the large engine including the intake and exhaust manifolds, the turbocharger and the cylinder with its auxiliary parts, each in terms of reduced models. This allows for the calculation of the boundary conditions for the 3D CFD models in a fast manner. It is also possible to obtain results of certain parametervariations, e.g. valve timing, within reasonable time. A second part is the investigation of the complex chemical reaction mechanisms of the dual-fuel combustion. In a first attempt the flame speed of burning methane at relevant temperatures and pressures is addressed and leads to a wellgrounded estimation of the flame spread speed. Another important aspect is the ignition delay. Due to the lack of experimental and theoretical data of the interaction between methane and the diesel pilot spray at the relevant conditions the ignition delay is modeled by a mechanism for n-heptane as a reference fuel for diesel and acts as the pilot fuel. Thus existing mechanisms are adapted and combined to fulfill the requirements of a capable dual-fuel mechanism taking into account the flame speed and ignition delay. The main task of the 3D CFD simulation is the calculation of the Cold-Flow within the power unit of the engine thus focusing on a small part of the intake and exhaust manifold and the combustion chamber. These calculations are combined with a detailed reaction mechanism of the dual-fuel combustion of natural gas ignited with a diesel pilot spray and will be validated with experimental results from a test rig of a large single cylinder research engine regarding cylinder pressure, rate of heat release and certain emissions. Finally this leads to a better understanding of the complex processes of dual-fuel fluid mechanics and combustion and therefore can support an optimized development of next generation dual-fuel engines. The authors would like to present first results in each section of this complex topic.