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Monday, May 13th
Tuesday, May 14th
Wednesday, May 15th
Thursday, May 16th
mately 2,000 mg/Nm 3 NOx, 565 mg/Nm 3 SOx, and PM 75 mg/
Nm 3 , all ref. 15% O 2
, dry. The contractual and obtained requirements
are 150 mg/Nm 3 NOx, 112.5 mg/Nm 3 SOx, and PM 50 mg/
Nm 3 . The particulate matter is under all normal operational conditions
much lower. The NOx reduction is obtained by a well-established
SCR principle with injection of urea in aqueous solution.
The desulphurisation is obtained through a dry FGD process with
injection of Sodium-Bi-Carbonate (SBC) in reactors downstream
the exhaust gas boilers. The cleaning for FGD reaction products and
PM is obtained with a Bag-House filter downstream the SBC reactor.
Each of the four parallel FGD plants treats the exhaust from two
diesel engines. The complexity of the system can be judged from
the general process diagram. The basic design parameters for the
performance of the plant have been well proven during steady-state
operation of the plant. A challenge when designing a plant with
extreme extent of flue gas abatement equipment is the transient behaviour
during starting-up and load changing. The quickly reacting
diesel engines and more slowly reacting exhaust gas equipment put
strong requirements to adequate control of the systems. The early
operational experience of the plant has proven the control concept
to be adequate after initial trimming. The feasibility of the project,
compared with alternatives, was established based on the cost of
HFO and reagents for exhaust abatement a few years ago. Prevailing
market price for fuel and reagents has currently improved the
benefit of the chosen systems.
Wednesday May 15th / 10:30 – 12:00 Room D
Integrated Systems & Electronic Control
Piston Engines, Gas and Steam Turbines and Applications –
Automation Systems
A self-tuning engine concept
Fredrik Oestman, Wärtsilä, Finland
Tom Kaas, Wärtsilä, Finland
A novel self-tuning engine control concept has been developed by
Wärtsilä to ensure optimal control of the engine throughout its
lifetime, without the need for manual adjustment of the control
parameters. For large low- and medium-speed internal combustion
engines, the process dynamics is subject to significant variances
due to nonlinearities and a wide range of operating conditions.
To ensure the control quality at all times, the behaviour of
the closed-loop controllers need consequently to be continuously
matched with respect to the state of the process, subject to control.
Failure to do so typically results in increased fuel consumption
and emissions, and excitation of oscillations in dynamically linked
processes, which otherwise would be stable. For example, if the
wastegate valve is slowly oscillating due to poor control parameters,
it will directly affect the efficiency of the fuel combustions and
the fuel-injection control. With the increased price of fuel oil and
stricter emission legislations, a large number of various advanced
technologies has been developed, such as electronically controlled
fuel injection, high pressure fuel systems, two-stage turbocharging,
exhaust gas treatment systems, variable valve timings, etc. Modern
marine and power plant engines comprise an increasing number
of complex subsystems that are dynamically interlinked. The question
of how well these subsystems are controlled will consequently
become more important in order to ensure the fuel combustion
efficiency, emission levels and overall stability. To provide the best
control performance for an arbitrary process, it is essential that the
control parameters are closely matched with the dynamics of the
process. For large low- and medium-speed engines, the dynamics
are affected by several factors, such as the operating point of the engine,
external conditions and mechanical wear of components. It
follows that to guarantee a good control performance throughout
the lifetime of the engine, it is necessary to adjust the behaviour of
the regulators in accordance with the dynamic changes. Typically,
gain scheduling control schemes are used to cope with the dynamic
influence from the operating points. This approach, however,
needs periodic manual retuning in order to meet the long-term
expectations. To deal with these variances, Wärtsilä has developed
a self-tuning control concept, which automatically adjusts the behaviour
of closed-loop controllers of the engine so that optimal
control performance is achieved at all times. Diagnostic features
have been, in addition, included in order to detect faults within
the closed-loop circuit in order to detect malfunctions despite the
adaptivity of the control loop. In this paper, the self-tuning engine
control concept is presented with examples from fullscale engine
tests, proving the robustness and performance of the control strategy
and the performance of the selftuning engine.
Modular automation platform for efficient
integration of new technologies and flexible
adaption of customer requirements
Juergen Ammer, MAN Diesel & Turbo SE, Germany
Thomas Brendle, MAN Diesel & Turbo SE, Germany
Roland Hirt, MAN Diesel & Turbo SE, Germany
Nowadays, and even more in the future, electronics and software
belong to the main fields of product innovation. Therefore it is
necessary to continuously concentrate on how to ensure an efficient
and flexible integration of new technologies, as well as to
focus on the integration of market demands into the engine control
system. Based on a modularised portfolio of components,
SaCoSone provides automation solutions for four-stroke engines
that can be adapted to individual technical requirements. One of
the key factors to restrain complex control-, monitoring- and governing
functions is a decentralised and function-oriented system
architecture in combination with distributed intelligence and local
signal acquisition. Managing future challenges, such as emission
reduction or the development of adaptive engine control methods
in particular can be seen as examples for the necessity of flexible
integration of technological innovation in automation systems.
But even in times of rapid technological and systemic changes, Sa-
CoSone still guarantees an identical interface for control signals
and data communication in order to reduce efforts during system
integration on the customer’s side. Efficiency and flexibility are
major requirements for the whole product life-cycle and are reflected
by the SaCoSone spare part philosophy. This philosophy
provides long-term availability and world-wide storage to ensure
very short response times. In combination with our online service
support via a remote network access, customers all over the world
that are equipped with a SaCoSone automation system can easily
be assisted to analyse operational conditions and system messages
of their engines.
Marex by Rexroth: Efficient ship controls ready to
meet the challenges of the future
Andreas Ruether, Bosch Rexroth, Germany
A ship control system today covers more functions than the standard
electronic remote controls. Marex OS was applied basically for
controlling the engine speed and gear setting of a ship’s propulsion
system. Today, additional requirements must be met, many more
functions need to be controlled and monitored for the efficiency
and safety on board. With its subsystems, the Marex ship control
system is able to cover most of the required functions, which may
be very different depending on the size and purpose of a ship. The
Marex OS II control can be adapted perfectly to any propulsion
system, from standard diesel engines with reversing gear over con-
May 2013 | Schiff&Hafen | Ship&Offshore SPECIAL 53