CIMAC Congress - Schiff & Hafen
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CIMAC Congress - Schiff & Hafen

CIMAC Congress - Schiff & Hafen CIMAC Congress - Schiff & Hafen

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CIMAC CONGRESS | BERGEN 2010 Tier II technology including higher compression ratio, flex cam technology (FCT), updated valve and injection lopes and turbo specification can be retrofitted on MaK C-engines. This was proven by a field test which was successfully carried out on a vessel called “Fure West” in October 2007 which is in operation since then meeting IMO Tier II legislation. Similar development was done to the Caterpillar Common Rail System (CCR). MaK C-engines after production date 2005 are prepared such that the conventional injection system and controls can be dismantled and replaced by a set of components for common rail. There is also one field test engine in successful operation since May 2008. Caterpillar Motoren is now on the way to develop a dual fuel solution for the M43 in the first step. It is planned here as well to have a design and technology to retrofit and take conventional components off and replace them by dual fuel equipment. In all these cases it is self explanatory that these solutions will be Marine Society approved. Todays MaK engines offer the opportunity to react on future emissions legislation of all kinds and are therefore a viable, environmental positive and future orientated solution for customers in the marine and electric power business. The next generation of MTU series 4000 rail engines to comply with EUIIIB emission legislation I. Wintruff, O. Bücheler, S. Huchler, MTU Friedrichshafen, Germany From 2012 on, diesel engines for locomotives will have to fulfil the tightened emission regulations of EU non-road guideline 97/68/EG Stage IIIb. Compared to Stage IIIA, the prescriptive limits for nitrogen oxides have been reduced by 39%, the limits for particulate emissions even by 88%. The new MTU Series 4000 R44 complies with the emission limits of Stage IIIb. Initially, a 12 and 16V engine will be available from 2012, later to be followed by 8 and 20V versions. The new Series 4000 will cover a power range from 1,000kW to 3,000kW for the application in diesel-electric or diesel-hydraulic main-line locomotives and shunters. The MTU Series 4000 has been used for more than ten years as main drive (oder traction) for diesel locomotives operating worldwide. Right from the start, MTU Series 4000 engines have distinguished themselves by their excellent values regarding economic efficiency, reliability and power-to-weight ratio. The new Series 4000 R44 is a logical further development of the current Series 4000 R43 which entered the market in 2009. It is developed with the aim of retaining as much tried and tested technology of the predecessor series as possible. Customer interfaces and main dimensions of the engine are adapted only slightly and in close cooperation with the customers. All new technologies have undergone an intensive testing and qualification program for several years. Until the start of standard series production in 2012, several thousand hours of prototype engine operation on the test stand and in the field will be completed. The EUIIIb NOx limit (NOx+HC < 4 g/kWh) is complied with exclusively by means of engine-internal technologies (without SCR catalyst) while a diesel particle filter makes it possible to stay below the particle limit (PM < 0.025 g/ kWh). In addition to the cooled exhaust gas recirculation and an optimized valve timing (Miller cycle), the newest generation of the LEAD R common rail injection system (made by L’Orange) and the MTU two-stage turbocharger system are the outstanding features of the new engine design. Based on these advanced engine-internal technologies, it was possible to realize low particle raw emissions and an engine configuration that is compatible with higher backpressures (coming from a loaded particle filter). The diesel particle filter design implemented on this basis, together with the regeneration strategy developed, fulfil the exacting requirements of operators for compactness, operational safety, ease of maintenance and efficiency. In spite of the massive reduction of exhaust gas emissions, the excellent fuel consumption of the predecessor R43 has been retained. With the new engine design, MTU will continue to set the standard for diesel engines installed in main-line locomotives and shunters. Design and development of the new GE Tier 3 locomotive diesel engine N. Blythe, General Electric, USA, W. D. Glenn, GE Transportation, USA In response to the 1998 promulgation of locomotive emissions regulations (effective in 2000) by the United States Environmental Protection Agency (EPA), GE embarked on the development of the GEVO engine. This new engine platform was developed to addres future emissions requirements of the US EPA and other regulatory agencies as well as address customer requirements for high reliability and low operating cost. With over 2000 Tier II Evolution Series Locomotives delivered since being launched in 2005, the GEVO engine has proven to be a very reliable and efficient product. Designed to meet Tier II emissions, the performance of this highly successful engine has recently been extended to meet US EPA Tier III Locomotive Emission requirements. Through a combination of improved injection strategies, reduced lube oil consumption and improved air handling, a 50% reduction in particulate matter has been demonstrated, while holding NOx emissions constant and without a negative affect on fuel economy. The PM reduction was achieved through a combination of lube oil consumption reduction and injection control strategies. The oil consumption reduction was accomplished through the employment of a more aggressive piston ring pack and liner surface finish optimization. To quantify the impact of various power assembly design features and down select to the final power assembly configuration, an instantaneous lube oil consumption measurement system was employed. This system yielded significant insight into the oil transport mechanisms associated with different operating conditions (i.e., low load, transient and high load). Further reductions in particulate emissions were achieved by implementing a new high pressure, common rail fuel injection system that enabled greater flexibility in the scheduling of fuel injection and control of injection pressure. Specific fuel consumptions penalties were offset through a combination of turbocharger efficiency improvements, the adoption of early intake valve closure and optimization of injection strategies. The final configuration was validated through extensive test bed and field endurance testing. This paper will discuss the development process and design features of GE’s next generation diesel locomotive engine. 10:30 June 15th Room Scene GH (3–4) Environment, Fuel & Combustion – Diesel Engines – NOx Emission control technology by Niigata, the clean marine diesel engine for low speed, medium speed and high speed T. Tagai, T. Mimura, S. Goto, Niigata Power Systems Co., Ltd., Japan In order to meet stringent emission standards for marine diesel engines, Niigata continues the development of low emission combustion technology and apply the right means to commercial engines according to the emission standard requirement. Our portfolios of marine diesel engine are widely provided. The low, medium and high speed engines which engine speeds from 290 to 1950min-1 are manufactured and delivered for various types of ship 44 Ship & Offshore | 2010 | No. 3

Monday, 14 June Tuesday, 15 June applications by Niigata. The low emission combustion technologies to comply with IMO NOx emission standard are required for these various products independently of engine speed. The low NOx emission technology consists of the miller cycle and the optimization of fuel injection are considered for every speed of diesel engines, and are also confirmed the feasibility of the reduction of NOx emission to meet IMO NOx Tier II. It is confirmed that there are the possible ways of further NOx reduction as optimizing earlier Miller timing, higher boost pressure and fuel injection timing. This emission control technology and engineering findings are applied for new designed 28AHX diesel engine. This newly developed marine diesel engine, 28AHX, can be complied with IMO NOx Tier II by engine itself and also keep the good level of fuel consumption from low load to high load. The cylinder size is 280mm, the output power per cylinder is 370kW. However, the described 28AHX paper will be presented at another session on this CIMAC Congress. When the selective catalytic reduction (SCR) systems will be employed as NOx reduction method to meet IMO NOx Tier III, the SCR device should be small and compact design to appropriate with the short in height and narrow engine room for medium speed engine. Since the size of SCR device depends on reduction ratio of NOx emission, it is necessary to focus on the improvement of emission reduction of diesel engine as the small size of the SCR device. Furthermore, the engine test with extreme Miller timing and boost pressure is carried out to aim for remarkable NOx emission reduction well over the IMO NOx Tier II requirement. Through these investigations, new challenges on engine design like higher exhaust temperature are confirmed. In this paper, the obtained results are shown as the effect of the optimized injection and Miller cycle on NOx emission, respectively. Moreover the promising emission control technologies for further emission regulation are described. SCR system for NOx reduction of medium speed marine diesel engine Y. Niki, K. Hirata, T. Kishi, T. Inaba, M. Takagi, T. Fukuda, T. Nagai, E. Muraoka, National Maritime Research Institute, Japan A marine diesel engine is available to low-quality heavy oil, and also has the advantage of high efficiency. However, NOx emission of the marine diesel engine is grater than the other internal combustion engines on the ground, such as to use automotives and electric power plants. The NOx emission causes acid rain and photochemical smog, and it is influence directly to human health, such as lack of oxygen or respiratory disease. Especially, to keep environment protection in a harbour area, we must reduce the NOx emission urgently. We have started to study on a SCR (Selective Catalytic Reduction) system for a four-stroke medium speed marine diesel engine since 2007. The SCR is a reducing technology of nitrogen oxide, NOx. A general SCR system consists of a catalyst made of titanium vanadium and an injection nozzle to jet mist of urea water as a reducing agent. When the temperature of the exhaust gas is kept enough high, the urea is converted to ammonia, and NOx in the exhaust gas is converted to nitrogen and water by the catalysis. Also as the reducing agent, ammonia gas or ammonia water is able to use for the catalysis. In order to apply the SCR system to the marine application, it is necessary to estimate a basic performance of the SCR and to develop a control system of the reducing agent. In this paper, we show test results of several experimental studies in our project. One of our experimental studies, to estimate the basic performance of the SCR, we have carried out several catalyst only tests without a diesel engine. The test results are effective to design and develop a marine SCR system. As the next step, we have constructed an experimental SCR system in our laboratory. The system has a marine diesel engine, and we have examined the NOx - For 2-stroke & 4-stroke engines - Valve seat grinding/machining - Valve spindle grinding - Cylinder liner honing - Sealing surfaces grinding/machining - Portable lathes for various purposes - Special machines for workshops THE OPTIMUM SOLUTION CHRIS-MARINE ® HEAD OFFICE AND SUBSIDIARIES: SWEDEN Chris-Marine AB• +46 - 40 671 2600•info@chris-marine.com DENMARK IOP Marine A/S•+45 - 4498 3833•contact@iopmarine.dk SINGAPORE Chris-Marine (S) Pte. Ltd.• +65 - 6268 8611•chrism@chris-marine.com.sg GREECE CM Hellas Ltd.• +30 - 210 482 6060•info.gr@chris-marine.com P.R.of CHINA Chris-Marine Rep Offi ce Shanghai•+86 - 21 6575 9331•info.cn@chris-marine.com RUSSIA Chris-Marine Rep Offi ce St. Petersburg• +7 - 911 908 5482•info.ru@chris-marine.com INDIA Chris-Marine Rep Offi ce India• +91 - 712 224 2719•info.in@chris-marine.com

Monday, 14 June<br />

Tuesday, 15 June<br />

applications by Niigata. The low emission combustion technologies<br />

to comply with IMO NOx emission standard are required for these<br />

various products independently of engine speed. The low NOx<br />

emission technology consists of the miller cycle and the optimization<br />

of fuel injection are considered for every speed of diesel engines, and<br />

are also confirmed the feasibility of the reduction of NOx emission<br />

to meet IMO NOx Tier II. It is confirmed that there are the possible<br />

ways of further NOx reduction as optimizing earlier Miller timing,<br />

higher boost pressure and fuel injection timing. This emission<br />

control technology and engineering findings are applied for new<br />

designed 28AHX diesel engine. This newly developed marine diesel<br />

engine, 28AHX, can be complied with IMO NOx Tier II by engine<br />

itself and also keep the good level of fuel consumption from low<br />

load to high load. The cylinder size is 280mm, the output power per<br />

cylinder is 370kW. However, the described 28AHX paper will be<br />

presented at another session on this <strong>CIMAC</strong> <strong>Congress</strong>. When the<br />

selective catalytic reduction (SCR) systems will be employed as NOx<br />

reduction method to meet IMO NOx Tier III, the SCR device should<br />

be small and compact design to appropriate with the short in height<br />

and narrow engine room for medium speed engine. Since the size of<br />

SCR device depends on reduction ratio of NOx emission, it is<br />

necessary to focus on the improvement of emission reduction of<br />

diesel engine as the small size of the SCR device. Furthermore, the<br />

engine test with extreme Miller timing and boost pressure is carried<br />

out to aim for remarkable NOx emission reduction well over the<br />

IMO NOx Tier II requirement. Through these investigations, new<br />

challenges on engine design like higher exhaust temperature are<br />

confirmed. In this paper, the obtained results are shown as the effect<br />

of the optimized injection and Miller cycle on NOx emission,<br />

respectively. Moreover the promising emission control technologies<br />

for further emission regulation are described.<br />

SCR system for NOx reduction of medium<br />

speed marine diesel engine<br />

Y. Niki, K. Hirata, T. Kishi, T. Inaba, M. Takagi,<br />

T. Fukuda, T. Nagai, E. Muraoka, National Maritime<br />

Research Institute, Japan<br />

A marine diesel engine is available to low-quality heavy oil, and also<br />

has the advantage of high efficiency. However, NOx emission of the<br />

marine diesel engine is grater than the other internal combustion<br />

engines on the ground, such as to use automotives and electric<br />

power plants. The NOx emission causes acid rain and photochemical<br />

smog, and it is influence directly to human health, such as lack of<br />

oxygen or respiratory disease. Especially, to keep environment<br />

protection in a harbour area, we must reduce the NOx emission<br />

urgently. We have started to study on a SCR (Selective Catalytic<br />

Reduction) system for a four-stroke medium speed marine diesel<br />

engine since 2007. The SCR is a reducing technology of nitrogen<br />

oxide, NOx. A general SCR system consists of a catalyst made of<br />

titanium vanadium and an injection nozzle to jet mist of urea water<br />

as a reducing agent. When the temperature of the exhaust gas is kept<br />

enough high, the urea is converted to ammonia, and NOx in the<br />

exhaust gas is converted to nitrogen and water by the catalysis. Also<br />

as the reducing agent, ammonia gas or ammonia water is able to use<br />

for the catalysis. In order to apply the SCR system to the marine<br />

application, it is necessary to estimate a basic performance of the<br />

SCR and to develop a control system of the reducing agent. In this<br />

paper, we show test results of several experimental studies in our<br />

project. One of our experimental studies, to estimate the basic<br />

performance of the SCR, we have carried out several catalyst only<br />

tests without a diesel engine. The test results are effective to design<br />

and develop a marine SCR system. As the next step, we have<br />

constructed an experimental SCR system in our laboratory. The<br />

system has a marine diesel engine, and we have examined the NOx<br />

- For 2-stroke & 4-stroke engines<br />

- Valve seat grinding/machining<br />

- Valve spindle grinding<br />

- Cylinder liner honing<br />

- Sealing surfaces grinding/machining<br />

- Portable lathes for various purposes<br />

- Special machines for workshops<br />

THE OPTIMUM SOLUTION<br />

CHRIS-MARINE ® HEAD OFFICE AND SUBSIDIARIES:<br />

SWEDEN Chris-Marine AB• +46 - 40 671 2600•info@chris-marine.com<br />

DENMARK IOP Marine A/S•+45 - 4498 3833•contact@iopmarine.dk<br />

SINGAPORE Chris-Marine (S) Pte. Ltd.• +65 - 6268 8611•chrism@chris-marine.com.sg<br />

GREECE CM Hellas Ltd.• +30 - 210 482 6060•info.gr@chris-marine.com<br />

P.R.of CHINA Chris-Marine Rep Offi ce Shanghai•+86 - 21 6575 9331•info.cn@chris-marine.com<br />

RUSSIA Chris-Marine Rep Offi ce St. Petersburg• +7 - 911 908 5482•info.ru@chris-marine.com<br />

INDIA Chris-Marine Rep Offi ce India• +91 - 712 224 2719•info.in@chris-marine.com

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