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Monday, 14 June
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 first step, the engines under consideration are
characterized by their market relevance and operational specifics. This
classification 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 flexible single cylinder
engine system. In a first step, a number of technology building blocks
and their respective benefits 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 specific 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
significant 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 purification systems), but that an integral,
economically attractive package must be developed consisting of low
engine-out emission level plus adequate, high-efficient 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 specific demands and
boundary conditions differ significantly 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 first section of this paper
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 heavyduty
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 filter, 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,
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No. 3 | 2010 | Ship & Offshore 33