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CIMAC CONGRESS | BERGEN 2010 Newly developed Kawasaki green gas engine – top performance GE H. Sakurai, T. Sugimoto, Y. Sakai, T. Tokuoka, Y. Nonaka, M. Honjou, T. Horie, Kawasaki Heavy Industries, Ltd., Japan Kawasaki Heavy Industries, Ltd (KHI) started the development of a high performance gas engine in 2004 for the purpose of meeting new market requirements. After various tests on the single cylinder engine in order to optimize the performance parameters, KHI completed the full-scaled first engine of Green Gas Engine (GGE) at KHI Kobe works in May 2007. KHI achieved the world’s highest electrical efficiency of 48.5%, and the lowest NOx emissions level below 200ppm at 0% O 2 simultaneously. Electrical efficiency was improved by more than two percents. In addition NOx emissions level was reduced to half compared with the existing level. The power range of 5.0 to 7.8MW is covered by 12,14,16 and 18 cylinder engines. The above mentioned first engine has the largest electric power among the above. The electric spark ignition system is applied and no liquid fuel is required. The fuel gas is supplied to the main combustion chamber and precombustion chamber individually by electronically controlled gas injection system where the gas injection timing, and air/fuel ratio is optimized. The cylinder pressure is measured for all cylinder, thereby misfiring is controlled for individual cylinder in order to achieve the optimum condition for each cylinder. After the test at KHI Kobe works, the first power plant was constructed at Joetsu City, Niigata prefecture in Japan and commissioned in December 2007. GGE completed 4000 hours test in December 2008 and comprehensive inspection was carried out in January 2009. KHI confirmed its high performance and reliability. In addition, KHI carried out special tests such as quick loading up test, test with various as composition, etc. to meet customer’s various demands. KHI is now constructing KG-12 in Kobe works, where activities of further new technology improvement in performance are carried out. Development of high efficient gas engine H35/40G D. Y. Jung, J. S. Kim, J. T. Kim, E. S. Kim, Hyundai Heavy Industries Co., Ltd., Korea, A. Skipton-Carter, Ricardo UK Ltd., UK In order to implement strict emission legislations in accordance with growing concern with exhaust emissions from internal combustion engines, natural gas is a promising alternative fuel for power generation plants and marine propulsions. Hyundai Heavy Industries Co., Ltd. (HHI) has been developing a new HiMSEN gas engine H35/40G, 350mm bore size and 400mm stroke length, in response to this market trend. Its design principle is based on the wellproven technology of lean burn combustion by Pre chamber Spark Ignition system (PCSI) and Pre Chamber Micro Pilot system (PCMP). Both are possible to immediately install on in-line type and V type engines. The aim of this work is to develop a new gas engine that has high efficiency and high power combined with optimization towards environmental and economical aspects The development target of H35/40G is high thermal efficiency of 47.2%, high power output of 480kW per cylinder, break mean effective pressure of 20.8 bar at 720 rpm, and low emission; 50ppm at 13% oxygen. These are achieved applying state-of-the-art technology such as PCSI and PCMP for effective lean burn combustion. In addition, the combustion performance is improved by the investigation on air inlet port geometry with optimized swirl. To avoid an increase in thermal load on the engine, the charge-air pressure is raised by developing the turbo charging system supported by the Miller cycle. H35/40G is based on the reliable H32/40 diesel engine and is increased in its bore size to boost the power. Furthermore, the specially developed Engine Control System is designed to control the combustion process in each cylinder, and NOx, knocking, power, and air fuel ratio. In hence, the engine attains high efficiency and high output complying with the lowest emission. This paper describes the design and development details of this new gas engine with the test results of the prototype engine of H35/40G. Also, the main idea concepts are proven by features and diagrams from examinations and calculations. Furthermore, a unique gas admission system and intelligent control system to achieve development target are demonstrated by HHI’s future-oriented view. 13:30 June 14th Room Klokkeklang (4–1) Diesel Engines – Tribology Suction air humidity influence on piston running reliability in low-speed two-stroke diesel engines F. Micali, M. Weber, M. Stark, K. Raess, Wärtsilä Switzerland Ltd., Switzerland, M. Potenza, University of Salento, Italy The number of scuffing incidents between piston rings and cylinder liner surface of lowspeed two-stroke diesel engines recorded in climatically humid areas suggests that high ambient humidity affects the reliability of piston running in this type of engine. This paper aims at identifying the correlation between the properties of engine suction air and damages found on cylinder liners and piston rings. The authors present their campaign to study the interaction between suction air humidity, sulphuric acid generated by combustion of sulphur-containing fuels and engine characteristics, leading to the socalled sudden severe wear (SSW), which stands for unpredictable damages of piston rings and liner surface, making it – in most cases – necessary to exchange the affected parts immediately. Tests performed on large-bore two-stroke diesel engines installed on cargo vessels during regular port-to-port operation were focused on investigating effects like liquid water carry-over by scavenging air originating from the scavenging air cooler heading to the cylinder liner inlet ports and dropletevaporation phenomena in the scavenging air receiver. Further engine tests made on a 60 cm bore research engine of Wärtsilä Switzerland as well as rig tests using a Cameron Plint Test machine of Shell Global Solutions GmbH (Germany) aimed at finding combinations between cylinder lube oil, water and sulphuric acid, which would lead to scuffing between the sliding surfaces and as a consequence to SSW on a real engine. Finally, a correlation between ambient conditions and lube oil degradation is presented caused by an emulsification of the lube oil on the liner surface with water, which leads to a novel scheme for diffusion of sulphuric acid in the lube oil film on the cylinder liner, strongly influencing the acid neutralization effect of the alkaline additives in the lube oil. Lubrication challenges for distillate fuel operated two-stroke engines M. Boons, R. Brand, Chevron Oronite Technology b.v., The Netherlands The marine world is changing faster than ever before. Marine diesel engines in ships sailing on the oceans generally burn Heavy Fuel Oil (HFO) and the average sulfur content of this fuel is a little less than 3 wt%. In light of the global movement to reduce emissions, the International Maritime Organization (IMO) has defined a scheme with fuel sulfur limits that ultimately will lead to a maximum of 0.5 wt% sulfur globally and 0.1 wt% in some locations 30 Ship & Offshore | 2010 | No. 3

Tuesday, 15 June Wednesday, 16 June Thursday, 17 June Monday, 14 June unless scrubbers are used to remove SOx from the exhaust gases. It remains to be seen if the refining industry will produce enough low sulfur fuel and it is also uncertain how widespread the use of exhaust gas cleaning will be. Reductions in other ship emissions will certainly add to an already complicated situation. Assuredly, there will be drastic changes in the future for a large number of diesel engines in the marine and power station industry. These changes will also no doubt impact the lubricant requirements for these engines. This paper describes how the change from HFO to low sulfur distillate fuel can lead to field issues for two-stroke diesel engines. A laboratory engine test was developed that reproduces these field issues and furthermore indicates an increased sensitivity to lubricant feed rate when operating on distillate fuel. It is likely that currently available lubricants are not optimal for this new situation and that new oils will need to be formulated on the basis of performance in laboratory and field engines. Investigation of tribological damage mechanisms of various slide bearing materials used in medium speed and low speed diesel engines on the microscopic and macroscopic scale M. Offenbecher, W. Gärtner, G. Gumpoldsberger, R. Aufischer, Miba Gleitlager GmbH, Austria, F. Gruen, I. Godor, Montanuniversitaet Leoben, Austria In this paper we will give an overview on the damage mechanisms of the modern slide bearing materials used in diesel engines. Bimetal bearing concepts on bronze and multilayer concepts with Pb- and Sn-based respectively polymer-based overlays will be compared in detail. The damage mechanisms on the macroscopic scale, measured on a bearing test rig, and on the microscopic scale, measured on a tribometer, will be compared. Experimental investigation of lubrication regimes on piston ring – cylinder liner contacts for large two-stroke engines A. Voelund, C. Felter, MAN Diesel & Turbo SE, Denmark Friction in the piston ring package (piston, piston rings and cylinder liner) is one of the largest contributors to the overall mechanical power loss of two stroke marine diesel engines. This can be seen both from service experiments and through simulation studies. From these studies it can be concluded that the friction force in the piston rings has its maximum contribution around the two dead centres – top dead centre (TDC) and bottom dead centre (BDC). It can be shown through simulation and from service experience that the tendency of asperity contact between piston ring and cylinder liner is pronounced around TDC and BDC of the stroke. From a tribological point of view, it is the tribological mechanisms around TDC and BDC, which are the main area of interest in an experimental investigation. Since this is a difficult investigation to conduct on operating engines a small scale experimental setup was developed. The intent of this work is to study the tribology of the piston rings at a lab scale test rig. A reciprocating test rig was developed in collaboration with The Technical University of Denmark to study the performance of piston rings of two stroke marine diesel engines. The basic principle behind the test rig is similar to an operating engine where a piston ring segment is moving in a reciprocating motion subjected to a certain normal load. Segments of the piston ring and the cylinder liner material for the test rig were taken from the operating engines and were machined for the dimensions of the test rig. Friction force, oil film thickness and temperature distribution of the piston ring is studied as a function of crank shaft position, rotational speed, and loading of the piston ring. Furthermore electrical resistance measurements are conducted in order to investigate the transition from full separation (hydrodynamic conditions) to partial separation (boundary lubrication). Finally simulations are carried out on a selected set of experiments in order to compare the measured values with theoretical results. 15:30 June 14th Room Peer Gynt Salen (1–2) Product Development – Diesel Engines – Medium Speed Engines I GE PowerHaul diesel engine development P. Flynn, R. J. Mischler, GE Transportation, USA GE Transportation has developed a new family of diesel engines to meet the challenge of high power, low weight and new emissions requirements in lightweight locomotives. The first member of the family is a 16 cylinder engine that runs at 1500 rpm and produces 2750 kW. Future models include a 12 cylinder engine rated at 2060 kW and adaption of the engine for marine and power generation. The PowerHaul engines were derived from the successful Series 6 Jenbacher gas engines. The strength of the gas engine was retained, and state of the art fuel injection, turbocharging and combustion systems were applied. A high pressure common rail system gave the flexibility to optimize the NOx-fuel consumption tradeoff, while minimizing PM. The engine uses high pressure ratio, single stage turbochargers to supply air to support the moderate Miller Cycle combustion system. A moderate Miller Cycle inlet valve closing was employed to retain simple matched turbochargers and a conventional valve train while maintaining good acceleration and low power performance. The combustion processes were modeled and calibrated on a single cylinder research engine to evaluate several combinations of piston crown, valve timing, boost level and fuel injection nozzle geometry. This allowed a single set of multicylinder hardware to be built and directly meet the targets for power, emissions and fuel consumption. The 16 cylinder engine has been certified to EU IIIa emissions levels. The base structure of the engine was modified to couple closely to a locomotive alternator and to drive the lubricant and cooling pumps necessary for the locomotive cooling system. The engine is elastically mounted in the locomotive to reduce vibration transfer, but resist the shock loads experienced in locomotive applications. The engine as a whole and its major parts were validated for locomotive service by extensive component and engine endurance tests. The engine was qualified with 10% overspeed and 20% overload levels. A special load cycling test was performed to qualify the engine for highly cyclic locomotive service. The first application of the 16 cylinder PowerHaul engine will be in the PH37ACmi locomotive for the Freightliner rail system in the UK. It represents a new standard for power, emissions, haulage, and fuel consumption in lightweight locomotive markets. Development of Niigata new medium-speed diesel engine “28AHX” K. Imai, H. Nagasawa, H. Yamamoto, S. Kato, K. Sonobe, Niigata Power Systems Co. ,Ltd., Japan Niigata Power Systems Co., Ltd. (NPS) has developed a new medium speed diesel engine ”28AHX” which covers an output range of 2070- 3330kW by inline 6-9 cylinder engines. In recent years, as container ships have become bigger in size, the higher output of tug boat is demanded in the world. Also the demand of supply vessels of PSV No. 3 | 2010 | Ship & Offshore 31

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