CIMAC Congress - Schiff & Hafen

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<strong>CIMAC</strong> CONGRESS | BERGEN 2010 supply and demand indicate that oil, coal and natural gas will continue to be the predominant energy sources through 2030. As energy prices rise through market cycles, owners and operators of natural gas engines will seek ways to reduce their energy costs. This will be especially true in power generation markets where fuel costs directly affect the profitability. This paper will focus on next generation natural gas engine oil product development utilizing leading edge synthetic technology that provides extended oil life, excellent piston deposit control and increased engine efficiency and reduced emission benefits. The comprehensive bench test program which evaluated oxidation stability, high temperature thermal stability and frictional characteristics of promising candidates will be discussed. The paper will also provide highlights of the extensive engine durability test program which evaluated the oil life, piston cleanliness and wear performance in shop and field applications. Controlling NOx emissions of large gas engines based on in-cylinder pressure measurement J. Eggers, S. Sofke, M. Greve, AVAT Automation GmbH, Germany In a market largely governed by economic efficiency, engine control systems significantly determine the performance of large gas engines. At this, the use of pressure indication makes an especially valuable contribution to long-term engine monitoring and closedloop control of the combustion process of each cylinder per working cycle. It allows reliable knock and misfire detection and individual cylinder balancing of various kinds of combustion parameters such as mean indicated power, peak pressure and Center- or Duration-of-Combustion. Therefore, real-time signal processing solutions are used to ensure very precise controlling strategies to operate the engine at its limit. The operators benefit results in increased engine durability and performance as well as safe engine operation for increased power. However, it should be emphasized that the capabilities of pressure indication are far from being fully exploited for series engine applications, yet. To establish pressure indication outside test rigs, we presented closed-loop engine control based on incylinder pressure courses at the 6 th Dessau Gas Engine Conference in 2009, whereby the proposed method can be applied to any gas engine immediately. Meanwhile, our in-cylinder pressure measurement device and engine control unit has been extended to tackle another important aim besides engine uprating in terms of power and efficiency. In this paper, we propose a general NOx control intended for in-cylinder pressure measurement. It can be used as additional feature, when in-cylinder pressure acquisition is already available to avoid any further specific NOx control sensors or as replacement probably outperforming existing NOx control solutions. At this, we focused on the design approach of NOx control and outlined fundamental advantages of our method in more detail. Founded on theoretical aspects of NOx formation proposed by Zel’dovich, we initially establish a common understanding in the most relevant aspects that deal with the essential influence of temperature referring the NOx formation rate. In simulations, this theoretical NOx model was employed to analyze secondary influence parameters on NOx formation, whereby two empirical NOx control approaches were derived. Further, this proposed NOx control approaches were evaluated on acquired in-cylinder pressure courses from a single-cylinder research engine covering a wide range of representative operating points. Meaningful results in accuracy and robustness of the investigated NOx estimation strategy confirm our assumption that it is beneficial to use these methods for advanced emission control in series applications. When the fundamental engine control is completely performed within the in-cylinder pressure domain, it overcomes typical shortcomings of existing emission control principles which are applied under limited assumptions about the internal combustion and require periodic engine and fuel specific calibration. With respect to a trade-off between low NOx emission levels and high engine efficiency, an increased precision of NOx control allows for smaller safety margins and leads to more efficient engine operation. 13:30 June 15th Room Klokkeklang (9–3) Turbochargers & Turbomachinery – Advanced Turbocharging Systems II Fuel economy by load profile optimized charging systems from MAN H. Schmuttermair, A. Fernandez, M. Witt, MAN Diesel & Turbo SE, Germany, M. Witt, MAN Turbo AG, Germany Due to exploding oil prices especially in 2008, ship owners and operators are looking for ways of reducing fuel consumption, which is taking the biggest portion in the operating costs, with highest priority. In view of the current global financial crisis, the requirement of fuel economy has become increasingly a centre of attention related to all involved technical aspects. With regard to ship propulsion, MAN is covering the variety of solutions in the most comprehensive way from one source. Depending on the case, whether newbuilding or retrofit, this can include the basic engine selection or just ship operation considerations like the immediately available “slow steaming” by reducing vessel speed. In any case, the contribution of the propulsion system efficiency is required to gain maximum benefits. In this respect the charging system is regarded as a key factor, and the layout must be tailormade acc. to the application and average mission. Based on the intended time-based load profile – if the focus is set on full load or part load operation – two main categories can be established and even a combination with full flexibility is possible. MAN Diesel can offer the most effective solutions, which include not only the desired fuel consumption reduction but also attractive considerations of the return on the invested money. In this paper, the favoured solutions with regard to the charging system from MAN Diesel are discussed in detail. The MAN solution for high load operational profiles is the full waste heat recovery system consisting of both power turbine and steam turbine made by MAN, in combination with the high efficient turbocharger series TCA. A step forward in engine fuel efficiency can be expected, unreachable to this extent by other measures. The preferred solution for low load profiles is “VTA” variable turbine area technology of MAN Diesel. Further options – of course also available from MAN Diesel - in order to increase the cylinder pressure level at low load and therewith improve combustion are known, like sequential turbocharging (e.g. cut-out of one turbocharger out of min. two at part load), waste gate installation (closed at part load) or simply optimization of the turbochargers characteristics for low load. For all these methods a feasibility study is made in order to assess the economic importance. By VTA’s flexibility, all inherent disadvantages can be avoided and the benefits optimized up to the limits of the available margins. Of course, the intermediate load range can be covered by both preferred options and a case by case study is essential in order to find the respective best solution. To carry it to extremes, even a combination of VTA on the turbochargers as well as on a power turbine at the same time would provide flexibility and fuel economy in all aspects – even if the load profile is flexible. 54 Ship & Offshore | 2010 | No. 3
AVEVA Marine Integrated engineering technology for shipbuilders Shipbuilding is the most demanding of the manufacturing industries. It brings together a multitude of technical disciplines, complex supply chains, huge quantities of materials and costly production facilities, all of which must be managed and coordinated into an efficient workflow. And with no possibility of building a prototype, and ever-tighter delivery timescales, everything has to be ‘right first time.’ AVEVA Marine is the most powerful and complete solution for the efficient delivery of these complex projects, maximising productivity at every stage from design concept to commissioning. Unlock your potential AVEVA Marine enables: ❚ Efficient naval architecture and design analysis of all types of vessel ❚ The most efficient, concurrent hull and outfitting design ❚ Globallyly distributed, flexible, collaborative working, enabling optimum use of all available resources ❚ Accurate, error-free construction and the most efficient use of production facilities ❚ Efficient workflow and information management throughout the shipyard and its network of suppliers and project partners Whether you are a full-service shipyard, a design agent or a subcontractor, AVEVA Marine will provide you with maximum productivity and almost unlimited opportunities for collaborative working. Find out how AVEVA Marine can make your business more competitive. Visit www.aveva.com to learn about the AVEVA Marine solutions, or www.aveva.com/events for opportunities to see them in action. Head office: High Cross, Madingley Road Cambridge CB3 0HB UK marketing.contact@aveva.com Tel +44 (0)1223 556655
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CIMAC Congress - Schiff & Hafen

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