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 actuation systems are key characteristics of this technology. From Wärtsilä side, the RT-flex family of engines has been designed, providing performance and operational advantages to ship owners and operators alike. The engines are equipped with an accumulator type fuel system where the injection pressure and start of injection can be individually selected at each operational point. Moreover, the timing of the exhaust valve movement is fully controlled through a dedicated actuation system providing additional operational flexibility. It has already been demonstrated that this flexibility provides significant advantages throughout the engine operational envelope. This flexibility will become even more significant in the future as the variability of fuel types and fuel quality are increasing and the exhaust gas emission legislation becomes more severe. Based on the current field experiences and the available technological advancements, new system architectures are proposed in the 30 cm to 50 cm bore segment. The systems are designed for low lifetime costs and high reliability. Stringent emission requirements can be fulfilled, with the engines fully prepared for future IMO Tier 3 emission legislation, without modifications of the above mentioned systems. Additionally, it is possible to make full use of existing system components and subsystems which have demonstrated reliability and lifetime in other marine applications, using the same type of marine fuels and at severe operational conditions. This is important due to the challenging development schedules for the systems of new engine programs. The fuel system is characterized by: • Two injectors per cylinder, each with embedded single circuit solenoid valve • Injection timing and quantity control embedded in the injector • An accumulator (common rail) system based on a volume optimized, multi-element, double wall rail • A fuel supply system based on engine driven, inlet throttle controlled, multi-element pumps validated for two-stroke applications • System pressure which is potentially up to 50% higher than those currently applied on two-stroke engines. The exhaust valve actuation is characterized by: • A 300 bar servo- oil actuating medium • Optimized solenoid valve actuation allowing continuous control of exhaust valve closure. Both fuel and valve actuation systems are supported by a new electronic control system. The proposed paper presents our experiences from the development of these critical systems by providing a detailed insight on the following: • The market requirements and their fulfilment; • The advancement between the current RT- flex technology on larger bore segments and the new system; • The major sizing, design and development challenges; • The hydraulic system analysis used for the complete, multicylinder engine; • The system integration at engine level; • The overall system and component performance. Valve train with learning control features M. Herranen, T. Virvalo, K. Huhtala, Tampere University of Technology, Finland, T. Glader, I. Kallio, Wärtsilä Finland Oy, Finland The electro-hydraulic valve actuator (EHVA) system of a diesel engine has a fully controllable gas exchange valve lift and valve timing. The EHVA system can be utilized to follow existing valve lift profiles and provides possibility for utilization of modified or new valve lift profiles. Fast testing of different camshaft profiles is beneficial when new combustion concepts are tested or when new valve timing specifications needs to be studied or optimized with existing components. Comparison and testing of the different profiles with EHVA system is efficient, since all necessary changes can be done electrically. Therefore the system should be able to follow the pregenerated valve lift curves as precise as possible. It is known, that traditional controllers are having problems to achieve reasonable good tracking due to dynamics of the hydraulic system. This can be improved by using more complex and advanced controllers, but tuning of parameters of such controller is very time consuming. One solution is to use an adaptive or a learning controller. In this study a controller with a learning feature is investigated and introduced. The modification of the reference signal is based on the detected errors during the valve event, which is suitable method for a repeating work cycle. Performance of the controller is simulated and some experimental tests are presented. The EHVA system is additionally integrated with security features for stopping and starting control processes when needed. The lift profiles of the gas exchange valves can be changed or modified without need of stopping the engine. If only opening and closing moment needs to be adjusted, the controller system allows this without influence to curve shape. The controller was found capable to keep the tracking error of the gas exchange valve lift within acceptable range and capable to respond to changes in the running conditions within adequate time. 10:30 June 17th Room Scene GH (3–2) Environment, Fuel & Combustion – Diesel Engines – Fuels II Medium speed diesel engines operated on alternative fuels: Lessons learned and remaining questions S. Verhelst, R. Sierens, Ghent University, Belgium, L. Vervaeke, T. Berckmoes, L. Duyck, Anglo Belgian Corporation nv, Belgium Rudolf Diesel demonstrated his compression ignition engine at the World Fair in Paris in 1900, with the engine running on peanut oil. One year earlier, the first diesel engine outside of Germany was built under license by the Carels Brothers in Ghent, Belgium. In 1912, this license was brought into the founding of the Anglo Belgian Corporation (ABC). Diesel engines have undergone tremendous progress since then, which has gone hand in hand with the development of fuel standards, both for light and heavy fuels. Currently, with increasing focus on noxious emissions, energy security and greenhouse gas emissions, there is great interest in the use of alternative fuels, mostly biofuels (biodiesel, straight vegetable oils, animal fats, . . . ). However, it is unclear what the specifications for these fuels should be. Ghent University has recently started research to define suitable fuel specifications for the current and future engine technologies, in correspondence with one of the priorities set by the European Biofuels Technology Platform (BTP). Working group 3 of the BTP focuses on the R&D needs concerning the end-use of the biofuels. It states that a systematic verification and profound knowledge of the impact of the fuel properties on the fueling system, engine technology, exhaust gas aftertreatment etc., is an absolute prerequisite for the formulation of fuel standards. Diesel engine manufacturer ABC, also located in Ghent, has done pioneering work in demonstrating the use of several biofuels, including biogases, with installations running on palm oil, frying oil, tallow, biodiesel, pitch, bone fat, syngas, etc., and has gathered data from long-term tests. Ghent University and ABC are cooperating in analyzing this data and correlating it with the biofuels’ chemical and physical properties. Furthermore, a constant volume combustion chamber is being set up to study the spray and combustion characteristics of these fuels. This paper discusses the initial findings when operating on different kinds of biofuels – which problems were encountered and how they were solved – using several case studies. 90 Ship & Offshore | 2010 | No. 3

Monday, 14 June Tuesday, 15 June Wednesday, 16 June Thursday, 17 June The effects of fuel viscosity, fuel bound oxygen, phosphor content, insaturation, free fatty acids, etc., on ignition delay, deposit formation, polymerization, emissions, corrosion etc. will be discussed. Marine distillate fuels specifications – today and tomorrow Ø. Buhaug, Statoil ASA, Norway When MARPOL Annex VI entered into force in 2005, it marked not only the end of a long struggle by IMO to regulate harmful emissions from international shipping, its entry into force also immediately triggered a review of the regulation with a view to tighten emissions standards established in the original Annex VI. As known to many readers, strict future IMO regulations on NOx and SOx emissions are agreed. The new regulations which will be implemented in steps from 1. July 2010 towards 2020 will have far reaching implications for marine fuels and diesel engines. In particular, a global limit of 0.5% sulphur is part if the new IMO regulation. Production of residual fuels with 0.5% sulphur is believed to be economically unattractive. This has lead to the description of the global cap of 0.5% S as ‘end of heavy fuels’ or ‘global distillates’. These future distillates are likely to be very different from present distillates, however, and the characteristics of these fuels remain unclear. This paper presents data on present day marine distillates and discusses issue relevant to the use of distillate fuels including: • Fuel lubricity • Fuel particle contamination • Fuel water and microbial contamination • Distillate safety issues • Distribution and quality control • Fuel additives The paper ends with a discussion on the need for research and strategies for distillate fuels towards 2020. High cetane number paraffinic diesel fuels and emission reduction in engine combustion A. Tilli, M. Imperato, M. Larmi, T. Sarjovaara, Aalto University School of Science and Technology, Finland, P. Aakko-Saksa, VTT Technical Research Center, Finland, M. Honkanen, Neste Renewable Fuels Oy, Finland The objective of this study is to discuss and demonstrate the emission reduction potential of high cetane number paraffinic diesel fuels in engine peration. The idea behind the study is to utilize the physical and chemical renewable fuel properties, that are different from those of the traditional crude oil based fuels. The ultimate goal is then to develop optimum combustion technologies for these new fuels and make a remarkable emission reduction in engine combustion. These new fuels do not suffer from storage and low temperature problems, as the Fatty Acid Methyl Ester (FAME) fuels, often called “biodiesel”, often do. The very high cetane number, the absence of Polyaromatic Hydrocarbons (PAH) and the absence of Sulphur allow far more advanced combustion strategies than have been possible with current fossil fuels. Due to these advantageous properties, these new combustion technologies allow us to reduce significantly Nitrogen Oxide (NOx) emission without suffering from traditional trade-off SINOx® Emissions Control for Marine Applications • SCR Catalysts & Systems • 2/4-stroke engines & boilers • Large tankers to small fishing vessels • IMO Tier III compliant • 90% NOx reduction • 180+ successful installations Johnson Matthey Catalysts (Germany) GmbH Stationary Emissions Control, Bahnhofstraße 43, 96257 Redwitz, Germany T: +49 95 74 81 879, sinox-systems@matthey.com www.jmsec.com No. 3 | 2010 | Ship & Offshore 91

Monday, 14 June<br />

Tuesday, 15 June<br />

Wednesday, 16 June<br />

Thursday, 17 June<br />

The effects of fuel viscosity, fuel bound oxygen, phosphor content,<br />

insaturation, free fatty acids, etc., on ignition delay, deposit formation,<br />

polymerization, emissions, corrosion etc. will be discussed.<br />

Marine distillate fuels specifications –<br />

today and tomorrow<br />

Ø. Buhaug, Statoil ASA, Norway<br />

When MARPOL Annex VI entered into force in 2005, it marked not<br />

only the end of a long struggle by IMO to regulate harmful emissions<br />

from international shipping, its entry into force also immediately<br />

triggered a review of the regulation with a view to tighten emissions<br />

standards established in the original Annex VI. As known to many<br />

readers, strict future IMO regulations on NOx and SOx emissions are<br />

agreed. The new regulations which will be implemented in steps from<br />

1. July 2010 towards 2020 will have far reaching implications for<br />

marine fuels and diesel engines. In particular, a global limit of 0.5%<br />

sulphur is part if the new IMO regulation. Production of residual fuels<br />

with 0.5% sulphur is believed to be economically unattractive. This<br />

has lead to the description of the global cap of 0.5% S as ‘end of heavy<br />

fuels’ or ‘global distillates’. These future distillates are likely to be very<br />

different from present distillates, however, and the characteristics of<br />

these fuels remain unclear. This paper presents data on present day<br />

marine distillates and discusses issue relevant to the use of distillate<br />

fuels including:<br />

• Fuel lubricity<br />

• Fuel particle contamination<br />

• Fuel water and microbial contamination<br />

• Distillate safety issues<br />

• Distribution and quality control<br />

• Fuel additives<br />

The paper ends with a discussion on the need for research and strategies<br />

for distillate fuels towards 2020.<br />

High cetane number paraffinic diesel fuels<br />

and emission reduction in engine<br />

combustion<br />

A. Tilli, M. Imperato, M. Larmi, T. Sarjovaara, Aalto<br />

University School of Science and Technology, Finland,<br />

P. Aakko-Saksa, VTT Technical Research Center,<br />

Finland,<br />

M. Honkanen, Neste Renewable Fuels Oy, Finland<br />

The objective of this study is to discuss and demonstrate the emission<br />

reduction potential of high cetane number paraffinic diesel fuels in<br />

engine peration. The idea behind the study is to utilize the physical<br />

and chemical renewable fuel properties, that are different from those<br />

of the traditional crude oil based fuels. The ultimate goal is then to<br />

develop optimum combustion technologies for these new fuels and<br />

make a remarkable emission reduction in engine combustion. These<br />

new fuels do not suffer from storage and low temperature problems,<br />

as the Fatty Acid Methyl Ester (FAME) fuels, often called “biodiesel”,<br />

often do. The very high cetane number, the absence of Polyaromatic<br />

Hydrocarbons (PAH) and the absence of Sulphur allow far more<br />

advanced combustion strategies than have been possible with current<br />

fossil fuels. Due to these advantageous properties, these new<br />

combustion technologies allow us to reduce significantly Nitrogen<br />

Oxide (NOx) emission without suffering from traditional trade-off<br />

SINOx® Emissions Control<br />

for Marine Applications<br />

• SCR Catalysts & Systems<br />

• 2/4-stroke engines & boilers<br />

• Large tankers to small fishing vessels<br />

• IMO Tier III compliant<br />

• 90% NOx reduction<br />

• 180+ successful installations<br />

Johnson Matthey Catalysts (Germany) GmbH<br />

Stationary Emissions Control,<br />

Bahnhofstraße 43, 96257 Redwitz, Germany<br />

T: +49 95 74 81 879, sinox-systems@matthey.com<br />

www.jmsec.com<br />

No. 3 | 2010 | Ship & Offshore<br />

91

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