CIMAC Congress - Schiff & Hafen

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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 38 Ship & Offshore | 2010 | No. 3
Monday, 14 June Tuesday, 15 June Wednesday, 16 June Thursday, 17 June systems. Sulfate in the PM is directly related to the sulfur content of the fuel and could be reduced by applying low sulfur fuels. Chemical and physical characterization of exhaust particulate matter from a marine medium speed diesel engine J. Ristimaki, G. Hellén, Wärtsilä Finland Oy, Finland, M. Lappi, VTT, Finland During the last decades, the increased awareness of adverse health effects of polluted environment has resulted in a number of legislative measures to decrease the pollution levels from different emission sources. As airborne pollution is not limited by national borderlines, international co-operation is required. Example of one such international cooperation is the forthcoming IMO regulations that will limit the fuel sulphur content at sea. The decrease in fuel sulphur content will have an effect on especially SOx and particle emissions. The decrease in the fuel sulphur content will evidently decrease the ISO8178 defined particulate mass emitted by shipping as large fraction of the particulate matter emission, during residual fuel operation, is sulphate and associated water – which are directly derived from the fuel sulphur. However, particulate emission consists of many different constituents and the composition of particulate matter is significantly changed when switching to low sulphur distillate fuel. In this paper, the chemical composition and physical properties of particulate matter is studied as a function of fuel quality (one distillate and two residual fuels) and engine loads (high, medium, low loads). Particulate emission was fractioned to elemental and organic carbon, sulphates and associated water and ash. Chemical fractioning revealed that the emission of all components did not decrease when switching from heavy to distillate fuel. One such component was elemental carbon. Taking into account the recent scientific studies [1] suggesting that the decrease in sulphate concentration of particulate emissions may actually increase the lifetime of particulates in the atmosphere and contribution of elemental carbon to global warming [2], the net benefit from a fuel sulphur restriction, in terms of improved air quality and global warming, may be different as previously anticipated. When operating on typical marine fuels the particulate measurement result of ISO8178 is dramatically affected by the dilution factor. Results showing this influence will be presented, concluding that ISO8178 particulate measurement method seems to have significant drawbacks for regulative purposes as the measured particulate result will vary a lot with the dilution ratio chosen. The investigation was performed by Wärtsilä in cooperation with VTT Technical Research Centre of Finland and was partly financed by Tekes – the Finnish Funding Agency for Technology and Innovation. Particle number emission from high speed diesel engine with state-of-the-art exhaust gas after treatment system S. Okada, Y. Kawabata, T. Saeki, Y. Takahata, M. Okubo, Yanmar Co., Ltd., Japan, J. Senda, Doshisha University, Japan For the sustainable development with the human activity, more and more stringent emission regulations are mandated not only to the automotive engines but also to the marine and industrial engines which are so-called off-road engines. Engines themselves are making innovative progress with the clean combustion techniques, such as homogeneous charge combustion (HCCI), low temperature combustion and so on. As for the NOx emission, IMO MARPOL There are Many Ideas to Save Fuel. KRAL Volumeter ® - Fuel Consumption Measurement System. CIMAC World Congress Bergen, Booth No. 14 Heavy fuel oil capable fuel consumption measurement. Fuel oil prices continue to rise more then ever. Creative engineers endlessly develop methods to save fuel, no matter if the ideas are new or a known process which can be optimized. The KRAL fuel consumption measurement is capable of measuring heavy fuel oil with such accuracy, that the result can be verified right away. Experience with heavy fuel oil. The idea that precise meters are incompatible with high temperatures and abrasive heavy fuel oil components is still widely held. KRAL has many years of experience with heavy fuel oil pumps and flowmeters. The technologies are long established and tested. Precise KRAL Volumeter ® . KRAL Volumeter is accurate to ± 0,1% over a wide flow rate range to 100:1. That makes them the most precise positive displacement meters for marine applications such as oceangoing shipping, barges, fishing vessels, yachts, oil drilling platforms, tug boats and supply vessels. www.kral.at www.kral-usa.com AWARDED IN THE YEARBOOK OF ADVERTISING KRAL AG, Bildgasse 40, 6890 Lustenau, Austria, Tel.: +43 / 55 77 / 8 66 44 - 0, e-mail: info@kral.at KRAL -USA, Inc., P.O. Box 2990, Matthews, NC 28106, USA, Tel.: +1 / 704 / 814 - 6164, e-mail: sales@kral-usa.com No. 3 | 2010 | Ship & Offshore 39
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