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Cimac Congress | Shanghai 2013 at rated power, the locomotive was tested according to procedures established by Title 40 of the US Code of Federal Regulations (CFR), Part 92-Subpart B. The L-CCRT assembly reduced the HC emissions by 99% and essentially eliminated CO emissions. The JM system reduced switch cycle weighted fuel consumption by 2% and the NOx emission by 8.5%, as compared with the baseline results, primarily due to a reduced backpressure over the stock engine muffler. The PM emissions were reduced by 99% to 0.002 g/ bhp-hr, 90% below the locomotive Tier IV PM limits that go into effect for new locomotives in 2015. The locomotive was shipped to California to operate in revenue service for nine months and then returned to SwRI in early April 2012 for repair of the GEN 3 engine and 1500-hour emissions testing. The GEN 3 engine required repair due to overheating. The failure was thought to be a mechanical failure of one of the six cylinder heads. Once the engine was repaired, the DPF housing was reinstalled and the locomotive was then emissions tested. The 1,500 hour emission test showed that the JM L-CCRT reduced the PM to 0.010 g/bhp-hr or 76% below the Tier IV PM limit. Additionally, the HC and CO emissions remain virtually eliminated. UPY2755 was returned for revenue service in California in early May 2012 to complete the remaining 1,500 hours of durability operations in revenue service. Newly developed diesel particulate filter for marine diesel engine – electrostatic cyclone DPF Munekatsu Furugen, Furugen And Makino Lab. Inc, Japan Tadashi Makino, Furugen And Makino Lab. Inc, Japan Hidetsugu Sasaki, Tokyo University Of Marine Science And Technology, Japan Tatsuro Tsukamoto, Tokyo University Of Marine Science And Technology, Japan Atsuto Ohashi, National Maritime Research Institute, Japan Zhide Xu, National Maritime Research Institute, Japan The harmful exhaust gas emissions from marine diesel engines are NOx, SOx, and particulate matter (PM). For NOx and SOx, the IMO Tier II regulation went into effect in January 2011, and the regulation is strengthened in Tier III. On the other hand, for PM, an action to reduce the sulphur content of fuel oil is adopted for the nonce. Because MDO and HFO are used as fuels in marine diesel engines, large amount of PM is emitted. However, for marine diesel engines, a practical use of the diesel particulate filter (DPF) is not realised at present. The authors have developed an electrostatic cyclone DPF to reduce PM emission in diesel exhaust. This DPF consists of an electrostatic precipitator (ESP) and a cyclone precipitator (Cyclone). The ESP is arranged in the upstream position, and the Cyclone is arranged in the downstream position. A mechanism of the PM collection in the electrostatic cyclone DPF is as follows: The EPS can collect fine particles, and the Cyclone can collect large agglomerated particles. When the thickness of deposited PM, which is collected on the collecting plate of the ESP, becomes excessive, the deposited PM falls automatically away from the collecting plate. And then the fallen deposited PM is easily collected into the dust box of the Cyclone. An advantage of the electrostatic cyclone DPF is in a structure without the PM clogging both in the ESP and the Cyclone; therefore this DPF is basically maintenance-free equipment . Experiments: The PM collection test with the DPF was investigated by using two types of marine diesel engines, i.e., the low-speed two-stroke engine (3UEC33LSII-ECO, 1,275 kW, 162 rpm) and the medium-speed four-stroke engine (MU323DGSC, 257 kW, 420 rpm). Two types of fuels – MDO with a sulphur content of 0.07% and HFO with a sulphur content of 2.2% – were used for the tests. The DPF was installed in the exhaust line of the engines, and PM mass concentration and PM particle size distribution were measured. PM mass concentration was measured with the dilution tunnel system, and PM particle size distribution was measured with the Scanning mobility particle sizer (SMPS). Results: • The electrostatic cyclone DPF can reduce PM emission by more than 90%. The DPF has high collection efficiency not only for soot but also for sulphate and soluble organic fraction (SOF) in PM; • The PM collection efficiency for HFO was higher than that for MDO; therefore it was confirmed that the DPF is applicable to marine diesel engines operated with HFO; • The majority of the PM particle has a diameter of less than 500 nm, and the PM collection efficiency for particles smaller than 100 nm, which are especially harmful for health, is greater than 95%; • As the electrostatic cyclone DPF shows high collection efficiency, an exhaust gas processing system which can reduce PM, SOx and NOx will be realised by the application of the DPF. The proposed exhaust gas processing system consists of the DPF, the scrubber and the EGR system. The scrubber is arranged in the downstream position of the DPF. The exhaust gas from which PM and SOx was removed through the DPF and the scrubber is used as EGR gas. As a result, PM, SOx, and NOx can be reduced by this system. Because only SOx and NOx are included in the exhaust gas passing through the scrubber, the proposed system has an advantage that the wastewater disposal in the scrubber is easy. The authors believe that the proposed exhaust gas processing system is appropriate for the marine diesel engines. Study on DPF technology to meet China’s IV emissions regulations Deng Yulong, Weichai Power Company, China He Fuchen, Weichai Power Company, China Zhang Suying, Weichai Power Company, China Wang Fengshuang, Weichai Power Company, China Miao Lei, Weichai Power Company, China Particulate emission from diesel engines is one of the most important pollutants in urban areas.How to reduce the PM emission is becoming a key topic in internal combustion engine study area. A DPF (diesel particulate filter) is a great way to reduce PM. The article studies on DPF and burner system’s performance and the technology to let the engine meet China IV emission by using the system. Conclusion: DPF system is high efficient to reduce PM. Using burner regenerate can avoid many troubles on DPF system considering the high sulphur fuel in China. The DPF and burner technology have good promise in urban technology. Wednesday May 15th / 15:30 – 17:00 Room D Integated Systems and Electronical Control Piston Engines, Gas and Steam Turbines & Applications – Energy Management and Control Systems Model-based techno-economic assessment and optimisation of marine waste heat recovery options Nikolaos Kakalis, Det Norske Veritas, Greece George Dimopoulos, Det Norske Veritas, Greece Iason Stefanatos, Det Norske Veritas, Greece Waste heat recovery (WHR) is a promising solution for the efficient, cost-effective and environmentally friendly power generation onboard oceangoing vessels. Nowadays, there is a renewed interest in these systems due to persistently rising fuel costs, market volatil- 64 SPECIAL Schiff&Hafen | Ship&Offshore | May 2013
Monday, May 13th Tuesday, May 14th Wednesday, May 15th Thursday, May 16th ity, environmental concerns and stringent emissions regulations. In this landscape, the marine powerplant complexity increases significantly under machinery space and weight limitations, multiple safety and operational constraints, new technologies and fuels, and inherently higher capital costs. To address simultaneously such issues, a techno-economic approach able to take into account the design, operation and control of the entire integrated marine energy system throughout its mission profile is required. In this paper, we present the techno-economic assessment and optimisation of waste heat recovery options for an aframax tanker, a cape-sized bulk carrier and an 8,000-TEU container ship, via mathematical modelling and simulation techniques. Representative models of the integrated energy system of each vessel have been developed using a modular library of reconfigurable component process models suitable for design, performance and transient operation analyses. To account for the interrelations of design, operability and transient operation between the prime mover and heat recovery subsystems, detailed models of a diesel engine, turbocharger, power and steam turbine, various heat exchangers and auxiliaries were used. The component models have been calibrated and validated using measured data. Capital cost functions for the waste heat recovery components have been employed along with operational cost data to evaluate and optimise the <strong>net</strong> present value (NPV) of the energy system subject to technical, operational, safety, space and weight constraints. This assessment and optimisation has been performed taking into account typical mission profiles for each of the vessels considered. The techno-economic assessment and optimisation results indicate that there is clear potential for the waste heat recovery systems for the selected ships. However, the best-suited configuration and savings potential are strongly related to the specific ship type and size. The efficiency gains and operability of the WHR system also vary with the powerplant load demands. This study identified the minimum attainable load for WHR system operation for each ship. In addition, sensitivity analyses on fuel prices and capital costs have been performed and the range of economic viability of the WHR has been identified. Through this model-based approach complex integrated systems can be successfully and timely investigated providing effective decision support to system designers, integrators and owners / operators. Next generation of engine control systems Alexander Levchenko, Heinzmann, Germany The increasingly more stringent legislation with regard to pollutant emission presents engine manufacturers and operators with great challenges. Irrespective of whether the required standards are met within the engine itself and/or with different exhaust aftertreatment concepts, we can no longer do without state-of-the-art control units that operate discretely in the background. The number of electronically regulated components on combustion engines will continue to increase in the future. This in turn increases the integration effort, while also making extensive test series necessary, increases the likelihood of responsibility conflicts (’finger-pointing’) and lowers the level of reliability. The use of platform solutions, however, does help to reduce system complexity, while simultaneously spreading the testing outlay between the OEMs own R&D and development partners. The new Heinzmann control unit model series represents a platform solution that enables those customers who wish to develop their own software to relieve themselves of the need to deploy scarce and valuable R&D resources for routine tasks, and to concentrate on the expansion of core competencies, unique selling points and complex control algorithms. Customers that do not have their own software department benefit from the use of Heinzmann-developed function libraries that have proven their value in the field. An open software platform based on RTOS has almost no restrictions in terms of the development tools to be used. Established development tools are supported such as, e.g. Matlab/Simulink, CoDeSys, and, naturally, the conventional method of programming using Embedded C. Thanks to the modular software architecture, the integration of customer-specific solutions and protected algorithms is extremely easy. One of the key elements in complying with state-ofthe-art exhaust standards in diesel engines is the CR injection technology including the control system. More and more complex actuation algorithms, combined with calculation-intensive methods for the compensation of injection-system component tolerances and long-term drift, require powerful hardware and optimised software operating-times, that when used together enable not only emissions to be reduced, but also compensates for the wear suffered by the injection system components. Special attention was paid to both the simple connection ability to the various exhaust aftertreatment components, as well as the actuation of VVT, EGR and WG. Dualfuel applications are also gaining more and more in significance. To this end, the new Heinzmann control system provides a basis both for actuation on the diesel side and a comprehensive range of monitoring and control of exhaust gas components. Here, too, our platform solution provides ideal integration of components with each other while the final result achieves maximum efficiency with regard to the diesel-to-gas conversion rates and reliable operation. Nowadays, next to pure functionality, it is the ease of configuration and user friendliness that are of major significance. Remote support options and fast link-up to superordinate systems is another important factor, which enhances the appeal of the customer end product, while opening up brand new options for developing individual service solutions and products. Energy management for large-bore, medium-speed diesel engines Robert Kudicke, Technische Universität München, Germany Georg Wachtmeister, Technische Universität München, Germany Alexander Knafl, MAN Diesel & Turbo SE, Germany Gunnar Stiesch, MAN Diesel & Turbo SE, Germany In an environment of ever rising fuel prices and stricter emission regulations, manufacturers of large-stroke medium-speed diesel engines need to discover new ways to reduce the fuel oil consumption and the overall costs of their systems. As fuel efficiency has always been the major goal, those engines convert a big percentage of the chemical energy into mechanical energy. Unused fuel energy leaves the combustion chamber as waste heat and enthalpy of the exhaust gases. This paper will focus on the engine’s heat transfer from the combustion chamber into the surrounding parts and the cooling system. For a better understanding of the cooling systems, a research project with MAN Diesel & Turbo SE and the Institute of Internal Combustion Engines at the Technische Universität Muenchen was initiated. The overall goal is to analyse and understand the heat transfer from its origin during the combustion via the engine block and cooling system to the environment. With the introduction of two-stage turbocharged engines the heat load and the complexity of the cooling systems will increase. The knowledge of the cooling system’s behavior is essential, to face this challenge in the near future. An analysis of three large-bore diesel engines with a similar cylinder geometry and shaft power showed three different topologies of the cooling system. From this analysis the following question was deduced: Why are different topologies used and what are the technical advantages and drawbacks of each system? The cooling and lubrication oil systems are crucial for a safe operation of the engine. However, there exists a trade-off between fuel consumption on the one hand and safety on the other hand. Smaller coolant and oil flow rates require less pumping power but at the same time the maximum heat load of the cooling system is reduced. A deeper knowledge about the system’s behaviour will May 2013 | Schiff&Hafen | Ship&Offshore SPECIAL 65
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