CIMAC Congress - Schiff & Hafen

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<strong>CIMAC</strong> CONGRESS | BERGEN 2010 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 film 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 film 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 twostroke 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 film 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 film thickness variation trend after maiden voyage, the factors which affect to the short term variation in oil film thickness, contact condition between piston rings and cylinder liner, and the iron content in cylinder drain oil are clarified 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 influence that differential pressure at the piston rings and its variation exerts on the sliding condition, and other useful mechanism have been clarified. 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 film 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 find a sensor which measures the real pressure of the lubrication film 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 film 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 film, and to demonstrate the feasibility of optical pressure sensors for measuring the oil film 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 film pressure sensors could measure quite accurately the real film 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 film 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 film pressure was about ±5%. Significant differences between the measured and simulated oil film pressure distributions were found. Typically, the measured area of high pressure in the lubricating oil film 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 fit 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 identification 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 finally proposes the Universal concept as a sustainable lubricating solution from now to 2020 and beyond. This concept allows the lowering of BN whilst maintaining efficient neutralization and avoiding excessive wear. 1 “From fresh cylinder lubricant to drain oil – an evaluation of its performance profile” 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, <strong>CIMAC</strong> 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 fit” by J.-P. Roman, Marine Propulsion Conference London 2009 36 Ship & Offshore | 2010 | No. 3
Monday, 14 June Wednesday, 16 June Thursday, 17 June Tuesday, 15 June 8:30 June 15th Room Peer Gynt Salen (1–3) Product Development – 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 first 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 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. HHI’s 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 HHI’s emission abatement technologies to meet the rapidly changing market demands and circumstances. Latest developments in Wärtsilä’s medium-speed engine portfolio K. Heim, Wärtsilä Corporation, Switzerland, M. Troberg, Wärtsilä Corporation, Italy, R. Ollus, M. Vaarasto, Wärtsilä 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 Wärtsilä 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 Wärtsilä 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 configuration of the 46F engine is now in the pilot release phase. Configurations 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 Wärtsilä’s 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 efficiency, reliability and proven technology. The 34DF is the latest, replacing the ageing 32DF. Offering fuel flexibility, high efficiency and low emissions it is ideal for marine applications as well as for land-based applications where fuel flexibility 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 first 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 today’s 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 fulfil 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 fulfil the upcoming emission legislations the development of completely new combustion process supporting technologies is necessary. One of those technologies is a fully flexible 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 fluid common rail system comprising an electronically controlled fast injector enabling multi injections. As our today’s 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 first engine type to be started with was the M32C. M25C and M43 are the first followers. The CR system for the M32C engine type bases of L´Orange concept what was adapted according to Caterpillar’s safety, reliability No. 3 | 2010 | Ship & Offshore 37
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