CIMAC Congress - Schiff & Hafen

CIMAC CONGRESS | BERGEN 2010
and performance standards. In March 2008 a type approval on
a 8 M32 C CR was conducted successfully and three month later
the first 9-cylinder engine was retrofitted in the field. 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 flexible 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 fulfil the
emission legislation together with higher specific 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 efficiency 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
flexibly adapted to the respective engine operating conditions
both for today´s and future emission requirements in the best
way. The paper shows the modifications 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 field 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 modified 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 modifications for gas engine architecture.
8:30 June 15th Room Scene GH
(3–3) Environment, Fuel & Combustion –
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 significant
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 significant influence 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, filtering 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 confirmed 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 confirmed that PM emission
from low speed engines is mainly composed of SOF and sulfate.
(4) The DPF is successfully applied to filter dry soot, however
unable in SOF and sulfate filtering 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
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Ship & Offshore | 2010 | No. 3