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。Recent years have shown significant development of marine diesel and dual-fuel engines for both main propulsion and for auxiliary power generation. Furthermore, in the light of IMO Tier III regulations, a number of environmentoriented systems focusing on reduction of ships’ emissions is growing. Although the physics and the chemistry behind processes remain unchanged, strong requirements to optimise them in the most ecological and economical way set new horizons for Man-Machine Interfaces where Engine Crew’s qualifications play a significant role in daily operation, maintenance and diagnosing problems. On the other hand modern and technologically advanced marine diesel and dual-fuel engines with or without their associated emission control systems are expected to be simple to operate and easy to maintain. All these factors set up increasing requirements for Engine Operators’ familiarisation and training. In the demanding and constantly changing marine business world training methods which are quick, intuitive, cost efficient and motivating to self-learning are necessary for the Ship Owners to remain flexible and competitive in the market. The purpose of this paper is to present the measures taken by Winterthur Gas & Diesel Ltd. in an effort to develop modern training methods and aids that will satisfy our Customers’ needs. Winterthur Gas & Diesel Ltd., being a key player in the sector of marine two-stroke slow-speed diesel and dual-fuel engines as well as IMO Tier III solutions, has decided to address these demands and together with a development partner to support our new products with virtual simulators. The developed and presented “W-Xpert Simulator” depicts the Main Engine implemented into a Virtual Engine Room where it coexists with all ER systems including the propeller and the PTO Shaft Generator. The trainee has full interactive access to all functions offered by the real user interface of an engine including all valves, etc. located on the engine and most of the engine room system controls. The effect of the Operator’s actions on the Engine performance is visualised in the form of various virtual displays, including an engine performance monitoring system. Effects of a wear and failures of certain parts and components are considered in the simulation of engine performance and emission model. This creates Operator’s awareness about parts wear and tear influence on engine efficiency and its emissions level. In effect this unique feature of the simulator rises the level of maintenance decisions to a dimension where both thermodynamic efficiency and emission performance are understood and respected also in reality. A very realistic response of the virtual engine to the load and environmental condition changes is achieved by incorporated real engine thermodynamics and physics into the simulation. Various configurations reflecting different engine bores, a choice of propeller type (CPP and FPP) and a selection of engine tuning have been created so far. Additional motivation to choose this path was the encouraging change in STCW regulations dealing with requirements for training and competence evaluation of marine engineers. The new “Methods for demonstrating competence” as described in the 2010 Manila Conference (the Amendment to Seafarers Training, Certification and Watchkeeping Code, STCW/Conf. 2.34) allows for the first time the “Examination and assessment of evidence” based on “approved simulator” tests. Experience shows that training and self-education sessions can be carried out almost at any location and are not limited to dedicated training centres. As presented the simulator can be operated on a single standard laptop or desktop PC with one or two screens and a pair of speakers. Winterthur Gas & Diesel Ltd. will continue to add new engines and environmental solutions to the existing W-Xpert Simulator portfolio to satisfy the growing demand on modern methods of Crew training

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。World demand for decentralized power is driving a market need for cost effective powerplant engines. Ricardo, now a company in its 100th year, has cooperated with an engine manufacturer to design a completely new medium speed engine platform to address this market. On December 25th 2014, just 18 months after commencing the initial layout design calculations, a production intent full scale engine achieved its first fired run at the engine manufacturer's development test facility. The engine has a market entry power rating of 530kW/cyl, initially employing single stage turbocharging, and is designed to operate at up to 250bar peak firing pressure. The initial production engine will run on HFO/MDO with further Natural Gas and Dual Fuel variants already under development, supported by an architecture of common major components. Extensive use of analysis and simulation tools enabled the engine design engineers to optimise the strength and durability of the engine design whilst at the same time enabling efficient manufacturing by a localised supplier base. Ease of assembly, ease of maintenance and long service intervals are also features of the design which contribute to a competitive capital cost per MW. Competitive specific fuel oil consumption of the production intent engine has been measured on the development test facility over a wide range of operating loads, confirming the successful use of engineering analysis tools to minimise friction and the simulation-led optimisation of both gas exchange and combustion systems. Combined with the competitive first cost this engine therefore brings highly competitive total cost of ownership to the world powerplant market within a robust and maintainable technology package. This paper will seek to provide an overview of this new medium speed engine including the technologies selected to be appropriate for the target market and the state of the art engineering processes that underpinned the design.

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。Challenges are good promoters for technology development. Luckily, there have been and will be driving development objectives related to four-stroke engines to keep innovative brains busy, like emission compliance with current and future legislation, higher efficiency and power density, fuel flexibility, better low and part load performance, fast starting and loading capability, as well as good serviceability with prolonged maintenance intervals. The large amount of “must haves” and value adding features of the new high-efficient Wärtsilä 31 medium-speed engine family are based on new technologies as well as on combination of different technologies. To implement new technologies and to combine several different technologies in a new way demands an extensive and effective R&D process. This in order to ensure eligible functionality and reliability of the components and technologies, and in the final end, high quality of the engine as a whole. This paper describes the R&D process for the Wärtsilä 31 engine family, including steps from the collection of experience from former engines, through simulations – component and technology bench testing (rig testing) – singlecylinder engine testing, over to multi-cylinder engine testing. A front-loaded R&D process aims at finalising the development work of all main components and technologies as well as the engine performance values as far as possible before the first proto engine. By pretesting and validation, the main “children´s diseases” can be cured and full-scale multi-cylinder engine testing can start from a more mature technology level. This provides a possibility to focus on fine-tuning and final validation on the actual engine. Wärtsilä 31 pre-testing and validation of components and technologies (e.g. fuel injection system, variable valve train, etc.) on dedicated test rigs sum up to several tens of thousands of testing hours. Engine performance development by simulations and CFD calculations are verified in single-cylinder engines. The result of early-state testing and validation has enabled corrective design modifications and fact-based technology choices that were implemented already to the first proto engine.

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。The novel MAN B&W LGI engine design aims at enabling low speed marine diesel engines to operate on a large variety of low flash point fuels, like LPG or methanol. In the present paper the design details of the LGI concept will be shown and its adoption to methanol operation will be discussed. This includes the methanol LGI fuel booster injection system, pilot injection system ensuring ignition, double wall piping of all methanol containing pipes thus eliminating the risk of methanol contamination of the engine room, safety systems, etc.. The LGI-methanol concept has been so far tested on two engines; a four cylinder 50 bore LGI test engine and a 7S50ME-B9.3-LGI production engine and results from both will be presented and discussed, The engines operate on both diesel oil and methanol with the same rating and according to the standard performance layout of the base-line diesel engine. The tests show very good performance when operating on methanol. The NOx emissions levels for methanol were found to be approximately 30% lower for methanol than for diesel oil, given same load and operating conditions. The specific fuel oil consumption was at the same time found to be better for methanol than for diesel oil. The measured CO emission was comparable to that for diesel oil operation, while HC emissions were measured to somewhat higher. The NOx reduction accompanied with methanol operation can be traded into an additional SFOC improvement when optimizing the overall engine performance with respect to IMO Tier II NOx limits. The general conclusion is that the tests have shown a very successful demonstration of the operation of MAN B&W low speed two stroke engines on methanol. The first LGI-methanol engines are scheduled for sea trial in 2016.

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。Over years in history, engines have become more and more powerful and the fuel injection pressure has become higher and higher. Almost every major development intention that an engine manufacturer has been striving for tended to increase the noise level of the engine. In recent years, the increasing public awareness of noise hazard has given rise to the need for noise reduction. On the 91st session of the IMO Maritime Safety Committee (MSC), regulation II-1/3-12 of the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, was adopted by the resolution MSC.338(91). The regulation provides that ships shall be constructed to reduce onboard noise and to protect personnel from noise in accordance with the Code on noise levels onboard ships. The Code was concluded for entry into force on the 1st July, 2014. In the Code, the maximum acceptable sound pressure level of 110 dB at any individual measurement position in the machinery space is treated as mandatory. In brief, the regulation has become stricter concerning the change for the A-weighted equivalent noise level at the distance of 1m from machinery from the “recommended average 110 dB” to the “mandatory individual position 110 dB”. This is a wise and logical change because it means that none of the measurement points shall exceed the limit so that now one really has to take care of every noisy component instead of tending to measure more at less noisy areas to bring the average level down. The new SOLAS noise regulation has a significant impact on new ship constructions, and the yielded challenge has driven the shipyards to seriously consider selecting a manufacturer of quieter engines as the supplier. As the world leading medium-speed diesel engine manufacturer, Wärtsilä is ready to provide the least noisy large diesel engines with technical low-noise solutions to assist shipyards for an utmost quiet engine room, fulfilling the SOLAS regulations. With decades of experience and knowledge in engine noise and vibration, Wärtsilä is today able to reduce the noise level by more than 5 dB without adding any additional insulation panels that increase the difficulty for maintenance on the engine. This significant achievement should be regarded as a milestone in the whole engine noise reduction history, before which most of the world believed that a more than 5 dB noise reduction is extremely difficult or even impossible to get without adding insulation panels. On the other hand, reducing the engine noise alone is often not enough to keep the noise level in the engine room below the limitation because the room acoustical properties also have a considerable impact. This paper presents the engine noise reduction that Wärtsilä has achieved over years and discusses shouldering the obliged responsibilities for a quiet engine room fulfilling the SOLAS requirements. With solid theoretical know-how and advanced experimental techniques, Wärtsilä is able to precisely identify the major engine noise source and effectively reduce it to an acceptable level during the factory acceptance test. Meanwhile, there are still things to be taken into account in the engine room design. Engine rooms built with and without proper noise absorptive surroundings have a noticeable difference in the induced noise levels. Consequently, to fulfil the SOLAS new noise regulations, great effort is required from both the engine manufacturer and the shipyards.

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。Already today, and even more so in the future, electronics and software are drivers of innovation in many areas of product development and use. This leads the industry to increase safety for people and to reduce costs. In order to succeed with this innovation engine development needs to target a level of reliability and robustness which is even higher than in the past. Therefore, in addition to the next generation of modular control systems and communication technologies an electronic condition-based maintenance management is essential. This paper presents an engine control architecture and an electronic condition-based maintenance management as the basis for this development. The challenge for a control system is to integrate new functions and technologies with sufficient safety, reliability and robustness. Our approach to master this challenge is a next generation of four-stroke control and monitoring architecture based on a modular kit concept: - standardized framework for flexibility and reliability - reduction of the total automation costs - shorter development periods - common platform for all engine and fuel types - reduction of space required for automation - optimization of commissioning and service simplicity The architecture includes functional and data model components in addition to the hardware and software framework. This is necessary to capture all aspects of a higher level of functional considerations as well as the internal and external communication. We will discuss these aspects of architectural design on the basis of a specific application of the next generation of four-stroke control and monitoring systems. Condition monitoring and electronic condition-based maintenance respectively, links the analysis of sensor data with experiences and product knowledge. The goal is to reduce life cycle costs by improving the products’ reliability, availability and efficiency. This helps products run in the optimum economical operating range adjusted to customers’ needs. For example, typical maintenance plans featuring regular intervals and component replacement will increasingly be complemented by the evaluation of sensor data, thereby gaining flexibility. We will discuss this on the basis of a specific case of application and give an outlook.

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。Large-eddy simulations (LES) of a chemically reacting "Spray A" - target case, defined by the Engine Combustion Network (ECN), are carried out with three injection pressures: 50, 100 and 150 MPa. The flamelet generated manifold (FGM) is applied as the combustion model in the present study. The simulation results in non-reacting conditions indicate relatively good agreement with the experimental data in terms of liquid and vapour penetrations and radial mixture fraction profiles. Subsequently, the simulation results in reacting conditions indicate the inverse relationship of the ignition delay time (IDT) to injection pressure with a slight underprediction. The experimental trend in flame lift-off lengths (FLOLs) is better captured for all cases with a slight overprediction growing with the injection pressure. Complementary analysis of formaldehyde and hydroxide formation is shown and the spatio-temporal features of the ignition and flame development are discussed. Furthermore the length of the confined formaldehyde region, i.e. 'cool flame' is discussed.

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。For marine engines, IMO Tier III regulations require a significant reduction in NOx emissions of up to 80%, compared to Tier I, for ships operating within NOx Emission Controlled Areas (ECAs). Ships whose keels were laid after January 1st, 2016 have to comply with Tier III limits when sailing inside a NOx ECA. Thus, manufacturers of marine engines have focused on two approaches in order to fulfil the new requirements for low emission levels, namely Selective Catalytic Reduction (SCR) and Exhaust Gas Recirculation (EGR) - both well-known technologies within this field. SCR addresses emission reduction by using a catalyst, which has been identified as a promising approach for smallbore engines – as well as stationary plants – where space and logistic requirements are manageable. As a second approach to reducing NOx emissions in marine diesel-engines, EGR is characterized by a compact design and its ease of integration into large-bore engines. It limits NOx formation during combustion, making catalytic converters obsolete. One of the challenges for this technology is the positive scavenging differential pressure. For this reason, an EGR blower is necessary to realize exhaust-gas recirculation. The purpose of the blower is to raise the pressure of the cooled and cleaned exhaust gases so that recirculation to the engine inlet is possible. In this way, a reduction of combustion-temperature peaks – and an according reduction in NOx formation – can be achieved. The required EGR flow varies, depending on load and ambient conditions. MAN Diesel & Turbo’s (MDT) Electrical Turbo Blower (ETB) plays an important role in the operation of the EGR system by providing active control. Its materials are designed to withstand corrosive agents and its tailor-made compressor wheel is robust and designed for high performances, derived as it is from the MDT turbocharger portfolio. The desired EGR operating condition is achieved by using an electrical high speed motor directly coupled to the compressor wheel and driven via a frequency converter. A casing unit holds the stator of the motor and provides a supply for cooling water and lube oil for the journal bearings. The interface between the ETB, frequency drive, instruments and control panel in the engine control room is hardwired. This paper describes the EGR blower’s central role in the operation of the EGR system and presents important development steps of this common development project between MAN Diesel & Turbo SE and PBS Turbo s.r.o. from preliminary sketches to concept, design and simulation, testing and field experience.

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。IMO NOx emission regulation Tier 3 has come into force since January 2016 and requires the marine low speed twostroke diesel engines to reduce their emission below a cycle value of 3.4 g/kWh in Emission Control Area (ECA). To meet the requirement with the minimum penalty in fuel oil consumption in any sea areas, K-ECOS (Kawasaki Ecology & Economy System) has been newly developed as an add-on system to the current two–stroke diesel engines for the field test. K-ECOS consists of four systems, such as Exhaust Gas Re-circulation system (EGR), Water Treatment System for EGR (WTS), Water Emulsified Fuel system (WEF) and Turbocharger cut-out system (T/C cut), and an integrated control system (K-ECOS-CS). K-ECOS prepares several running modes for operators. By just pushing a mode button on K-ECOS-CS suitable for the sea area, each mode selects and controls the systems among four to optimize fuel oil consumption and characteristics of emission automatically. Switching one mode to the other or transition one system to another in the mode does not require complicate handlings and delicate tunings between systems from the operators. In ECA, for instance, “Tier 3” running mode is selected on K-ECOS-CS, which controls EGR, WEF & T/C cut in parallel to comply with Tier 3 regulation without any penalty in fuel oil consumption. Out of ECA, a combination of WEF & T/C cut is normally used to achieve both lowest fuel oil consumption and emission level clearing Tier 2 regulation. High pressure EGR system with built-in gas cooler and wet scrubber is applied for the compactness of the system and for a less risk of corrosion on T/C blower. The scrubber is of chemical desulfurization type and of gas-liquid collision type, which enables to remove SOx and PM efficiently. The major components of EGR are so designed to be equipped on the engine to facilitate the installation in the ship. Water treatment system for EGR has been also originally developed to remove PM out of the washing water from the scrubber. A special compact settling tank with unique ditches as a component has been developed based on the sewerage treatment technologies and secures the efficient removal of PM. Turbocharger cut-out system has an original sequential control mechanism for two different size turbochargers in order to cut-out or operate the smaller sub turbocharger automatically depending on engine load, without engine stop for switching on/off. It always contributes to the lowest fuel oil consumption in/outside ECA. Water emulsified fuel technique is preceding EGR and has already completed long term operation test more than 4 years on other ship in order to accumulate experiences in service field. This paper describes 1) the features of K-ECOS installed on the main engine Kawasaki-MAN B&W 7S60ME-C8.2 for a pure car carrier, and reports 2) the engine performance and emission characteristics at shop trial including the result of combined EGR & WEF system in comparison with EGR alone, and then, 3) those at sea trial

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。The tightening exhaust gas emission limits for power plant and marine applications is a clear trend for the future. One approach to reduce emissions is the use of gaseous fuels like compressed or liquefied natural gas, shale gas or biogas. However, even with gas engines the engine manufactures need to use after treatment systems for meeting the most stringent emission limits. One of the challenges in developing these systems is the size of the final applications and R&D related measurements with full-size prototypes. Typically the catalyst R&D work is done in laboratory with miniature catalyst exposed to synthetic exhaust gas. The next step is to scale up the catalyst to real application which means catalyst sizes of even tens of cubic meters. With the size also the costs increase drastically, not only the cost of the catalyst but also the cost for performing needed measurements on final application. With large gas engines the testing of prototypes in real applications is even more challenging compared to large diesel engines, since the number suitable test facilities or sites is limited. In this study this challenge is noticed and actions have been taken to fulfil the gap in between the lab-scale catalyst development work and the full-scale applications. A research facility with a small spark ignited natural gas (NG) engine and a specially designed catalyst test bench has been build-up. The engine control parameters can be freely adjusted for achieving an exhaust gas matrix corresponding to e.g. power plant exhaust gas composition. A portion of the exhaust gas flow is lead through the catalyst test bench and the exhaust temperature and flow conditions can be varied without changing the exhaust gas composition. It is also possible to “fine tune” the exhaust gas composition by injecting gaseous compounds to the exhaust gas. In the current project “Controlling Emissions of Natural Gas Engine” (CENGE) the test facility has been used for mimicking the exhaust gas emission matrix of NG engine used for power production. A small spark ignited 2.0 litre NG engine was driven with lean air-to-fuel ratio for reaching the reference values which have been taken from a real application. Reference values included four different engine operating modes. The reference exhaust gas components included NOx, CO, THC, CH4, C3H8, C2H4, C2H6, O2 and H2O. The correct emission matrix has been achieved by adjusting engine parameters and injecting some of the hydrocarbon species to the exhaust gas. For example in one test point the measured NOx concentration was ca. 190 ppm (wet) and the reference value was 195 ppm (wet) and the corresponding value (reference value in parentheses) for CO were ca. 400 ppm (375 ppm). A typical challenge in small scale testing is achieving realistic H2O concentrations especially if synthetic exhaust gas is used. The presence of H2O is crucial for after treatment system studies as the materials may show hydrothermal aging in real applications. The use of a small NG engine as the main source of exhaust gas ensures that realistic levels of H2O and O2 are present in the exhaust matrix. The measured H2O and O2 levels were ca. 13.5 % (reference 10%) and ca. 7.5% dry (reference 11% dry).