LIFETIME Final Presentation - Laboratory of Marine Engineering

Introduction and background 

• During the design stage of a ship, engine 

operating parameters are selected / 

optimised for one operating point (usually 

close to MCR) 

• Engine performance and 

emissions degrade during the 

ship’s lifetime 

• Emission regulations become 

more stringent 

Athens, October 8, 2003 

Final Presentation

Introduction and background 

Y 

X 

CONTROL 

UNIT 



LOW IN FUEL AND EMISSIONS TWO-STROKE 

INTELLIGENT MARINE ENGINE 

GROWTH Project G3RD-CT-2000-00245 - STARTING DATE: 1.4.2000 - DURATION: 39 months 

• DANAOS Shipping Co. (EL) 

• National Technical University of Athens / LME (EL) 

• MAN B&W Diesel A/S (DK) 

• ABB Service A/S (DK) 

• Germanischer Lloyd AG (D) 

• Hapag-Lloyd Container Linie AG (D) 

• CIMAC - National Members Association Greece (EL) 



Objectives and Methodology 

LIFETIME OBJECTIVES: 

To establish correlations between performance, 

emissions, and engine operating parameters, applicable to 

a wide variety of direct drive marine engines. 

To develop control systems including the correlations 

above, able to optimise engine performance, based on 

standard measurable operating and external parameters, with 

emissions level as an optimisation constraint. 




LIFETIME METHODOLOGY: 

(I) To perform a series of full scale shipboard tests and 

testbed experiments of powerplant performance and 

emissions for large two stroke marine engines, to compound 

the partner’s cumulated experience and information 

repository 





(II) To conduct a series of detailed simulations of ship powerplant 

operation using comprehensive advanced mathematical 

models, calibrated using the results of (I), so as to arrive at 

OBJ.1: 

Correlations linking performance, emissions and the 

engine parameters. 





(III) To use simulation models, in combination with engine control 

systems design procedures and electronic system test bed 

trials, so as to arrive at OBJ.2 : 

Engine add-on systems including the optimisation 

correlations of OBJ.1. 





(IV) To install prototype systems respectively on: 

- A conventional direct-drive slow-speed engine of a 

Danaos containership 

- A state-of-the-art ultra-large-bore engine of a newly built 

Hapag-Lloyd containership 

- The “Intelligent" engine of the MAN B&W research testbed 




LIFETIME PROTOTYPE CONTROL SYSTEM 

2-stroke Marine Diesel Engine 

- Cylinder pressures 

and temperatures 

- Receivers pressures 


- Crankshaft speed, 

torque and position 

- T/C speed 

- Fuel index 

- Lub oil pressure 

and temperature 

Control System 

- Ambient conditions 

- Fuel quality 

Set of Correlations between 

performance, emissions and 

engine operating parameters 

- Injection timing 

- Exhaust valve closing 

- Injection pulse 

- Lub oil dosage 

- T/C system control 

- Air cooler contol 

- Starting air system control 

- Cylinders and turbochargers 

cut out at part loads 

Control schemes algorithm 

Emissions 

Estimation 

- Optimization criterion 

- Ordered speed 



Work Overview 

On-board 

Experiments 

Simulations 

Correlations 

LIFETIME PROTOTYPE 

SYSTEMS 

Observer 

Testbed 

Experiments 

Control 

Schedules 

Engine 

Control 

Unit 

Full Scale 

Tests 

Analysis of 

results 



Vessels for shipboard measurement campaigns 

Hapag-Lloyd’s containership “Antwerpen Express” 

Hapag-Lloyd’s containership “Shanghai Express” 

Odfjell’s chemical carrier “Bow Cecil” 



Research Centre and Intelligent Engine Testbed 

Exterior view of the MAN B&W facility 



Research Centre and Intelligent Engine Testbed 

View of the engine testbed with the 4T50MX Research Engine 



The two possible configurations of the Intelligent Engine 

Installation of the IE 

Fuel Injection and Exhaust Valve 

control systems 

in parallel to 

the conventional camshaft 

on the 6L60MC engine 



Turbocharger test centre 

Exterior view of the ABB facility 



Turbocharger test centre 

ABB Turbocharger on the test rig 



Intelligent Engine 

Performance 

& Emissions 

Investigations 

MAN B&W Testbed 

“Bow Cecil” engine room 



Turbocharger measurement points setup 

Turbine blades 

(condition as supplied for tests) 

Turbocharger 

Performance 

Investigations 

at ABB Testbed 



Turbine nozzle ring contamination 

Nozzle ring No1 


Nozzle ring No2 




Compressor impeller preparation 

Compressor wheel 

coated with glass fibres 



Compressor 



Partners onboard “Shanghai Express” for measurements 



“Shanghai Express” Propulsion Plant: 9K90MC engine 



Measurement of brake power, MS “Shanghai Express” 



Comparison of independent power measurement 

for main engine MS “Shanghai Express” 



MS “Shanghai Express” sampling points for gaseous emissions (1), particulate matter (2), 

opacity (3) and filter smoke number (4) 



“Shanghai Express” 

Exhaust gas 

measurements 

Sampling probe for gaseous emission 

Sampling probe for particulate emission 

Sampling points and analysers for 

measurement of opacity 

and filter smoke number 

Sampling point for gaseous 

and particulate emission 



“Shanghai-Express” - ABB DAQ (SeMCa) connected to the 3rd turbocharger 



“Antwerpen Express” Propulsion Plant: 7K98MC engine 



“Antwerpen Express” 

Air management 

system 

measurements 

Turbine outlet measurements 

Temperature and pressure 

Compressor outlet measurements 

Temperature and pressure 

Turbocharger speed sensor 

Air-filter with thermocouples 



Measuring data acquisition system ZXTFLEX/ABB 

onboard “Antwerpen Express” 



Analysers for exhaust gas measurement, MS “Antwerpen Express” 



Analysis of ageing effect 

The ageing process 



Analysis of ageing effect - Methodology 

Collection of performance data and component running hours for 4 ships 

(DANAOS, HL, GCA members) out of 12 candidate 

Data pre-processing and selection of key operational parameters to be 

investigated 

Statistical analysis of ageing ratios - regression models 

Results assessment - conclusions 



Analysis of ageing effect - Data Summary 



Analysis of ageing effect - Typical results 

Ship: Maersk Livorno 

(DANAOS) 

30% 

ε∆Pcyl_cmp 

25% 

20% 

The ageing ratio is defined as a deviation ratio of the operating parameter 

15% 

value, in a specific engine load condition, to the corresponding value of the 

10% 

5% sea trial performance curves. 

0% 

35000 40000 45000 50000 55000 60000 65000 70000 75000 80000 85000 

M/E Hours Period1 Period2 Period3 EST EST21 Linear (Period1) Linear (Period2) Linear (Period3) 

Compression pressure ageing ratio ε and corresponding ageing models 

30% 

25% 

20% 

15% 

10% 

5% 

ε∆Texh_bTC 

20000 

18000 

16000 

14000 

12000 

10000 

8000 

6000 

4000 

2000 

TC Hours 

0% 

0 

35000 40000 45000 50000 55000 60000 65000 70000 75000 80000 

M/E Hours 

TC Hours Period1 Period2 Peiod3 Predict Linear (Period1) Linear (Period2) Linear (Peiod3) 

Exhaust gas temperature before T/C ageing ratio ε and corresponding ageing models 



Analysis of ageing effect - Conclusions 

♦ Performance degradation significant after 15000 hours 

♦ Newly built ships no ageing phenomena for 2 years (min) 

♦ Established ageing effects (after 15000 – 20000 hrs) 

- Exhaust Temperature before T/C 

- Cylinder compression pressure 

- Turbocharger speed 

- Scavenging air pressure. 

♦ 5% increase in SFOC AGEING 



Multi-zone Combustion Model 

EQUIVALENCE RATIO MAP, 10 deg ATDC 

TEMPERATURE MAP, 10 deg ATDC 

71 

61 

41 

21 

1 

2 

3 

1.5 

1.4 

1.3 

1.2 

1.1 

1.0 

0.9 

0.8 

0.7 

0.6 

0.5 

0.4 

2500 

2400 

2300 

2200 

2100 

2000 

1900 

1800 

1700 

1600 

1500 

FUEL JET DEVELOPMENT vs TIME 

GREY : 0 deg ATDC 

PURPLE : 5 deg ATDC 

BLUE : 10 deg ATDC 

RED : 20 deg ATDC 

FUEL BURNT PERCENTAGE MAP, 10 deg ATDC 

NOx MAP, 10 deg ATDC 

100 

90 

80 

70 

60 

50 

40 

30 

20 

10 

0 

3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

250 

0 

Fuel spray development 

with time 

Maps in fuel spray at one time instant: 

Equivalence ratio 

Temperature 

% fuel mass burnt 

NOx 



Multi-zone Combustion Model 


3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

250 

100 

50 

10 

0 

NOx MAP (ppm), 5 deg ATDC 

3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

200 

100 

50 

0 



3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

250 

0 

5000 

4000 

3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

250 

0 

NOx maps in fuel spray at 4 time instants 



Engine Performance Modelling 

“Shanghai Express” 

Measured engine 

performance 

data (7 hours) 



Engine Performance Modelling 

Comparison between measured data and simulation results 

after determining the engine governor constants 



T/C Fouling Modelling 

Endurance test 

with high ash fuel 

on a large 4-S engine 



Simulations - 7K98MC engine 

PARAMETRIC RUNS 

Measured and predicted engine 

performance and emissions parameters 

for various values of VIT change 




NOx model Validation 

Predicted NOx using MOTHER and comparison with engine shop trials data 




Creation of parameter maps (to be used for control) 

NOx (gr/kWh) 

23 

22 

21 

20 

19 

18 

17 

16 

15 

14 

13 

12 

11 

10 

Engine Load @ 75% of MCR 

VIT Change (deg) 

184 

183 

182 

181 

180 

179 

178 

177 

176 

175 

174 

173 

BSFC (gr/kWh) 

9 

-5 -4 -3 -2 -1 0 1 2 3 4 5 

Fuel Index Change (%) 

172 

-5 -4 -3 -2 -1 0 1 2 3 4 5 

Fuel Index Change (%) 

Typical NOx and BSFC maps for 75% load 



Simulations of Ageing and Wear 

Empirical models of component wear 

Piston ring wear 

Cylinder liner wear 



Possible Types of Correlation 

• Ship-specific look-up table 

* Simple but less accurate 

* Results based on a few experimental measurements 

* Valid only in range close to the measured values 

• Process model 

* Physical model including in-cylinder processes for NOx formation 

* Able to account for out-of-range inputs 

* Ageing effect can be incorporated 

* Higher execution time 



LIFETIME Control System 

INTELLIGENT Engine 

Control System 

Set of Correlations between 

performance, emissions and 

engine operating parameters 

Control schemes algorithm 

Ship-specific correlation to be included in “Control” system 



LIFETIME Control System 

Mathematical functional correlation (MAN B&W): 

where K 1 , K 2 , α engine-specific constants 

Oxygen concentration & Maximum temperature from: 

* A/F ratio (stoichiometric) 

* Scavenging pressure 

* Scavenging temperature 

* other measured operational parameters 



LIFETIME observer system (NOx-Box) 

2-S Marine Diesel Engine 

- Receivers pressures 


- Crankshaft speed, 

and torque 

- T/C speed 

- Fuel index 

- VIT 

Observer System 

Process model 

was included 

in “observer” 

(NTUA) 

MOTHER 

Mathematical Model 

NOx 

Estimation 




• Process model (MoTher code) embedded in PC platform (NOx-BOX) 

• Several engine operating parameters required for input and validation purposes 

• PC connected to onboard Data Acquisition (DAQ) System 


3000 

2750 

2500 

2250 

2000 

1750 

1500 

1250 

1000 

750 

500 

250 

0 

SCAVENGING 

RECEIVER 

P,T 

INLET 

VALVES 

CYLINDERS 

RPM 

LOAD 

FUEL 

RACK 

EXHAUST 

VALVES 

VIT 

T e 

EXHAUST 

RECEIVER 

P,T 

TURBINE 

RPM 

PLENUM AFTER 

TURBINE 

P 

Embedded 

MoTher 

DAQ 

Monitoring 

system 

NOx-Box 

Communication 

Serial link 




Calibration of estimated NOx value 

• Initial calibration using on-board measurements and simulation runs 

• Validation error (Predicted-Measured) 

• Error exceeds limit re-calibration of MoTher code constants 

IMPLEMENTATION 

• NOx-BOX onboard “Antwerpen Express” (HL) using automatic data input 

• NOx-BOX onboard “APL Scotland” (DANAOS) using manually inserted parameter 

values 




DANAOS Containership“APL Scotland” 

Hapag-Lloyd’s containership 

“Antwerpen Express” 



Determination of the operating parameters to be controlled 

Determination based on: 

• Simulation results of the powerplant performance performed in WP5 

(Powerplant simulation) 

• Engine-specific correlation between operating prameters and emissions 

obtained in WP6 

• Available control options for the conventional and intelligent engines. 

Basic selected controlled parameters 

• Injection timing 

• Choice of injection profile 

• Exhaust valve open timing 

• Exhaust valve close timing 

• Hydraulic supply pressure (injection pressure) 



Validation of control schemes 

Development of engine running modes 

• Low Emission mode 

• Economy Mode 

4.0 

170 

160 

150 

Fuel Injection & Exhaust Valve Timing 

Cylinder Pressure 

Fuel Oil Consumption 

Low Emission mode 


Economy mode 

Economy mode 

Exhaust valve close 

Pmax 

Pcomp 


Economy mode 

2.0 

140 

[g /kW h ] 

0.0 

-2.0 

Timing 

[bar abs.] 

130 

120 

110 

100 

Exhaust valve open 

-4.0 

90 

-6.0 

80 

Injection Timing 

70 

50 60 70 80 90 100 110 

50 60 70 80 90 100 110 

50 60 70 Engine 80 Load [%] 90 100 110 

Engine Load [%] 




Testbed implementation of the control schemes 

Validation of the control schemes in the MAN B&W testbed 

in Copenhagen in order to: 

• To expand the knowledge of the engine combustion cycle with regard 

to exhaust emissions and efficiency 

• To determine the influence of variation in-cylinder compression 

pressure and maximum combustion pressure on the engine operational 

behaviour 

• To make an initial evaluation of the control schemes proposed for the 

intelligent engine and to expand the knowledge with regard to 

adjustments on the conventional (mechanically actuated) engine 



Testbed implementation of the control schemes 

Validation of the control schemes in the MAN B&W testbed 

in Copenhagen in order to: 

• To expand the knowledge of the engine combustion cycle with regard 

to exhaust emissions and efficiency 

• To determine the influence of variation in-cylinder compression 

pressure and maximum combustion pressure on the engine operational 

behaviour 

• To make an initial evaluation of the control schemes proposed for the 

intelligent engine and to expand the knowledge with regard to 

adjustments on the conventional (mechanically actuated) engine 

• A test series of 42 tests (about 1000 running hours) was carried out with a 

parameter variation of compression pressure and maximum firing pressure 



Analysis 

Observations: 

• For a fixed Pmax, decreasing Pcomp (or increasing Pmax minus Pcomp 

pressure) results in decreasing NOx. The effect is small at high loads, but 

stronger at lower loads 

• The HC emission at high loads (75% and 100%) is not affected by either Pmax 

or Pcomp variations 

• CO emissions decrease with increasing Pcomp, i.e. decreasing with higher 

air/fuel ratio caused by larger air amount trapped in the cylinder at the higher 

compression pressure 

• The effect of Pmax and Pcomp on PM (Particulate matter) emission follows the 

same trend as that of HC emission 

• Use of the compression pressure influence on NOx emissions, in the 

MAN B&W NOx function. 



Prototype Control Systems 

Design and implementation of the prototype control systems 

• MAN B&W Prototype for the Intelligent Engine 

• On-line NOx-BOX observer system for the ultra-large bore engine 

• Off-line NOx-BOX observer system for the conventional engine 

Managerial decision 

• “Antwerpen Express” of HL was replaced by “Tokyo Express” of HL for the 

measurement campaign. 

Initial calibration of the prototype control systems 



Ultra-Large Bore Engine 

On-line NOx-BOX Observer System - General 

• A portable computer connected to the ship’s engine monitoring system able to 

calculate continuously the level of NOx emission 

• Includes the MOTHER simulation code to calculate the engine NOx level 

using the values of several measured engine operating parameters 

• Input data for the NOx-BOX calculations are provided on-line by the 

monitoring system of the ship 

SCAVENGING 

RECEIVER 

P,T 

INLET 

VALVES 

CYLINDERS 

RPM 

FUEL 

RACK 

EXHAUST 

VALVES 

VIT 

EXHAUST 

RECEIVER 

P,T 

TURBINE 

RPM 

PLENUM AFTER 

TURBINE 

P 

LOAD 

T e 



Brake Power 

per cylinder (kW) 


On-line NOx-BOX Observer System - Development 

160 

• Development of the User Interface 

Pmax (bar) 

BSFOC (gr/kWh) 

Rel. A/F Ratio (-) 

6000 

5000 

4000 

3000 

2000 

1000 

BMEP (bar) 

140 

120 

100 

Predicted 

80 

Reference data 

60 

185 

180 

175 

170 

165 

160 

2.8 

2.6 

2.4 

2.2 

2 

1.8 

1.6 

20 

18 

16 

14 

12 

10 

8 

6 

20 30 40 50 60 70 80 90 100 110 

Load (%) 

• Development of the communication protocol between the NOx-BOX and the 

25 

ship’s monitoring system – Testing with STN ATLAS emulator 

• Initial calibration using the engine shop trials 

NOx (gr/kWh) 

30 

20 

15 

10 

5 

30 40 50 60 70 80 90 100 110 

Load (%) 

MOTHER results 

Engine Shop Trials 



Engine Running Mode software has been developed and integrated 

in the ME Engine Control System (ECS). It includes: 

• The generic engine running mode 

• The engine running mode controller 


• The injection and exhaust valve close timing maps 

Fuel Injection & Exhaust Valve Timing 

• The user interface on Main Operating Panel of the ECS 


Economy mode 

Exhaust valve close 

Timing 

Exhaust valve open 

Injection Timing 


50 60 70 80 90 100 110 



Conventional Engine 

Off-line NOx-BOX Observer System - General 

• A computer able to calculate the level of NOx emission manual data input of 

measured engine operating parameters 

VESSEL: ENGINE: MAN B&W 12K90 MC 

• Includes the MOTHER simulation 

Engine Operation 

code 

Data 

to calculate the engine NOx level 

(Fill the values of the shipboard measurement 

instruments; 

using measured engine operating parameters 

Date: Date: Date: 

use the units indicated in brackets) Time Time Time Time Time Time Time Time Time 

Scav. Air Pressure (receiver) [bar] 

• Input data for the NOx-BOX calculations are provided off-line by the ship’s 

Scav. air temp. after cooler [deg C] 

operator 

Exhaust Receiver Pressure [bar] 

Turbine Inlet Temperature [deg C] 

Barometric Pressure (engine room) [mbar] 

Shaft Torque [kNm] 

Engine Speed [rpm] 

Engine Power (MID) [BHP] 

Engine Power (SEMS) [BHP] 

Fuel Pump Index (average) [-] 

Pmax adjustment index (V.I.T.) [-] 

Turbocharger RPM [rpm] 


Pmax [bar] (if available) 



Off-line NOx BOX Observer System - Development 

• Development of the User Interface 

• Initial calibration using the engine shop trials 




Initial installation of the prototype control systems 

• MAN B&W Prototype for the Intelligent Engine (MAN B&W Testbed, 

Copenhagen) 

• On-line NOx-BOX observer system for the ultra-large bore engine (Tokyo 

Express) 

• Off-line NOx-BOX observer system for the conventional engine (APL 

Scotland) 




On-line NOx-BOX Observer System 

• Installed onboard “Tokyo Express” of HL at the port of Bremerhaven 

• After the initial functionality tests, full system tests were performed during normal 

ship operation, while sailing towards Le Havre (France) with an intermediate stop at 

Rotterdam 

• After the completion of the trip, the prototype NOx-BOX was removed and taken 

back to NTUA for analysis of results and re-calibration 




Engine Running Mode software installation 

• New Engine Control System (ECS) hardware & cabling 

• New mechanical/hydraulic components for controlling exhaust valve, injection 

valve and start air valves 

• The injection and exhaust valve close timing maps 

• Test setup for providing stimuli from all control stations (Bridge, ECR and 

Local) 




Off-line NOx-BOX Observer System - Installation 

• A CD with the installation program of the OFF-LINE NOx-BOX prototype was 

sent to “APL Scotland” containership of DANAOS for installation 

• The program was installed on a ship's computer and worked with manually 

entered data 




Recalibration of the prototype control systems 

• Recalibration of the on-line NOx-BOX system sea-trials onboard “Tokyo 

Express” 

• Latest corrections and final calibration / fine-tuning of the intelligent engine 

control system (ECS) in the MAN B&W testbed in Copenhagen. 

• No recalibration needed for the Off-line version of NOx-BOX onboard APL 

Scotland. 



Ultra-Large 140 Bore 5000 Engine 

120 


Pmax (bar) 

100 

• The analysis of “Tokyo Express” sea trials, led to the necessity of NOx-BOX 

80 

measured 

2000 

predicted 

prototype recalibration. 

60 

kW/CYL 

4000 

3000 

1000 

20 40 60 80 100 

Load % 

20 40 60 80 100 

Load % 

40000 

• The severe fluctuations 24 of predicted NOx emissions and brake power at part 

loads were attributed 20to: 

30000 

NOx [gr/kWh] 

16 

• the deviation of “Tokyo Express” propeller curve from “Antwerpen 

12 

Express” propeller curve, used in initial calibration. 

10000 

8 

• the narrow initial calibration range of prototype 

20 40 60 80 100 

Load % 

50 60 70 80 90 100 

Engine rpm 

• Recalibration was performed with use of the results of the “Tokyo Express” 

sea trials. 

Pb [kW] 

20000 




Off-line NOx_BOX Observer System 

• The initial calibration of the OFF-LINE NOx-BOX prototype was successful 

and good agreement between the recorded and calculated engine 

performance parameters has been obtained during the onboard tests 

28 

K90 Simulation Results 

160 

26 

140 

• No re-calibration of the OFF-LINE 

Measured 

NOx-BOX prototype was necessary 

Predicted 

24 

120 

22 

100 

20 

80 

18 

60 

N Ox (g r/KWh) 

55 60 65 70 75 80 85 90 95 

rpm 

Pow e r (KW/cyl) 

5000 

4000 

3000 

2000 

1000 

0 

M a xim u m Pre ssu re (b a r) 

55 60 65 70 75 80 85 90 95 

rpm 

55 60 65 70 75 80 85 90 95 

rpm 





• The ON-LINE NOx-BOX prototype was re-installed onboard “Tokyo Express” at 

the port of Bremerhaven, for the sea trial campaign to the port of Le Havre, 

France 

• The prototype used the same protocols and connection equipment as in the 

previous trials (Sep 2002), since no communication problem was observed 

• Initial functionality tests and full system tests were performed. During the trip the 

data acquired were logged in order to be analysed in WP11. 



Engine Running Mode software 


• The installation of test wall for in-office ‘hardware in the loop’ test of the 

complete ECS was completed on the Intelligent engine T50ME-X 

• A series of functionality tests, preparing the system for the full-scale trials 

was also performed. 

• The following parameters have been calibrated in order to achieve the 

desired performance and emission values for the two running modes 

(optimisation of SFOC or NOx emissions): 

• Compression ratio as function of engine load 

• Maximum cylinder pressure as function of engine load 

• Exhaust valve open angle as function of engine load 

• Hydraulic supply pressure as function of engine load 



Work Overview 

On-board 

Experiments 

Simulations 

Correlations 

LIFETIME PROTOTYPE 

SYSTEMS 

Observer 

Testbed 

Experiments 

Control 

Schedules 

Engine 

Control 

Unit 

Full Scale 

Tests 

Analysis of 

results 





• Full scale measurements of the engine performance and emissions were 

performed onboard “Tokyo Express” 

• Measurements were conducted with the ship main engine operating on 23 - 

100% of its rated power. 

• Operational parameters of the engine were measured by three independent 

sources (GL, MAN B&W and HL). 

• The On-line NOx-BOX kept log of the data and NOx estimates, gathered 

during the full-scale trials. 



GL Measurements 


• Exhaust gas and fuel samples have been analysed in the laboratory of GL 

prior to onboard measurements to find out the particulate matter composition 

and the influence of fuel quality on emissions. 

• Emissions measurements at required operating points specified by IMO for 

Test Cycle E3 have been conducted. 

Test Cycle E3 

power 

100 % 

75 % 

50 % 

25 % 

speed 

100 % 

91 % 

80 % 

63 % 



GL Measurements 


• The specific emissions were calculated with Method 2 (Carbon Balance) 

according to IMO NOX Technical Code. 

• The engine operational parameters were recorded by the partners. 

Parameter 

Unit 

Operating point / Power 

power % of max. actual power 

- 

100% 

91% 

83% 

58% 

55% 

30% 

23% 

power % of rated power 

- 

84% 

76% 

69% 

49% 

46% 

25% 

19% 

speed % of rated speed 

- 

98% 

96% 

91% 

81% 

80% 

63% 

55% 

measured power 

kW 

33575 

30427 

27725 

19529 

18416 

10054 

7794 

measured NO x 

in exhaust gas 

g/kWh 

16.0 

17.7 

17.9 

16.9 

18.0 

18.5 

19.4 

measured NO x 

in exhaust gas 

kg/h 

537 

538 

497 

330 

331 

186 

151 

weighting factor 

- 

0.2 

- 

0.5 

- 

0.15 

0.15 

- 



MAN B&W Measurements 


40000 

• MAN B&W conducted measurements of ship operational data (power and 

rotational speed 

35000 

measurements) onboard “Tokyo Express” 

• Results 

Power, kW 

30000 

25000 

20000 

• The engine speed measurements for all three independent measurements 

differed 

15000 

not more than 1% in relation to the speed measured by GL. 

10000 

• The power measurement by MAN B&W was in a range of +7% to +12% in 

relation to 5000the GL power measurement 

• The on board 0 measurement system of the ship showed a maximum 

0 10 20 30 40 50 60 70 80 90 100 

difference of 10% (up to 15% for low Speed, engine rpm load). 

Germanischer Lloyd (GL) HAPAG-Lloyd, ship's system HAPAG-Lloyd / MAN B&W Diesel A/S, indicator system 

Test Cycle E3: “Test cycle for Propeller-law-operated main and propeller-law-operated auxiliary engine application “ 




On-line NOx-BOX Operation 

• The On-line NOx-BOX kept log of the data and NOx estimates, gathered 

during the full-scale trials performed in the sea-passage Bremerhaven-Le 

Havre. 

• Engine operational data were collected along with the estimates generated by 

the NOx-BOX inference algorithm. 

• Comparison of measured NOx by GL and calculated NOx by ON-LINE NOx- 

BOX has been conducted. 




On-line NOx-BOX measurements – Selection of Results 

35000 

40000 

25 

Power 

Power 

vs. 

vs. 

Time 

RPM 

Laptop PC 

overheating period 

Power, kW 

Power, kW 

30000 

35000 

25000 30000 

20000 25000 

15000 20000 

10000 15000 

5000 

10000 

5000 

0 


0 

NOx emissions, gr/kWh 

20:01:12 

20:29:15 

20 

15 

10 

5 

0 

Weighted emissions (IMO, Test Cycle 3) Measured, GL 

GL: 17.5 gr/kWh 

Measured - Dec 27, 2002 

Predicted 

(Dec 27, 2002) NTUA: No prediction 17.67 gr/kWh 

Predicted, NTUA 

due to “out (Dec 28, 2002) Measured - Dec 28, 2002 

of range data” error 

Calibration curve 

Measured 

21:06:44 

21:36:42 

22:10:07 

22:41:05 

23:10:51 

23:43:32 

8:37:19 

8:54:31 

9:13:10 

9:32:38 

9:52:04 

50 55 60 65 70 75 80 85 90 95 

Time (hh,mm,ss) 

RPM 

10:10:47 

10:32:50 

Measured - GL 

0 5000 10000 15000 20000 25000 30000 35000 40000 

Power, kW 

10:52:48 

11:10:07 

11:30:18 

11:49:46 

12:07:42 

13:06:57 

13:38:33 

13:59:18 

14:16:53 

14:34:22 

14:53:17 




NOx 

Estimation 



Intelligent Engine - Results 


• The full-scale tests included variation of the controllable parameters for the 

two running modes under consideration (emission mode, performance mode) 

• A series of functionality tests, preparing the system for the full-scale trials was 

also performed. 

• The full-scale tests demonstrated the flexibility of the system, and the 

possibilities with regard to emission and fuel consumption adjustment. 




Off-line NOx-BOX Observer System 

• For 30 days the crew recorded input data as well as some validation data in 

pre-specified datasheets. 




Off-line NOx-BOX Observer System 

• The output of each NOx estimation cycle has been appropriately postprocessed 

to estimate the ship’s NOx emissions with regard to the main 

operational parameters logged onboard ship. 

-8 

-7 

-6 

28 

26 

24 

22 

20 

18 

16 

14 

12 

NOx emissions, gr/kWh 

-5 

-4 

-3 

-2 

-1 

0 

1 

2 

10 

Brake Power, kW 

28000 30000 32000 34000 36000 38000 40000 42000 


Final Presentation 

Power Prediction Error, % 

29453 kW 

29661 kW 

29690 kW 

30149 kW 

30206 kW 

30273 kW 

30533 kW 

30543 kW 

30658 kW 

37657 kW 

37862 kW 

38025 kW 

38293 kW 

38802 kW 

39037 kW 

39041 kW 

39501 kW 

39696 kW 

41052 kW 

41297 kW 

41704 kW 

Engine Pow er, kW

Analysis of Results 

• Effect of control schemes on performance and emissions 

• NOx-BOX operation evaluation 

• Model-based vs. correlational methods of NOx estimation 

• Compressor map line position under different conditions 

• Future engine control systems 



Effect of control schemes on performance and emissions 

Findings of the Intelligent Engine measurements 

• For the RPM variation it was shown that the same tendency is observed for all 

loads, with a clear trend that higher RPM results in a lower NOx level. 

• For the Pmax variation and the Pcomp/Pscav variation the relation is close to 

linear, but with the gradient depending of the engine load. 

• Blow back variation did not have a significant influence on NOx emission, but 

remains an important factor with regard to scavenge efficiency and cleanness 

of the scavenge space. 

• The hydraulic pressure influenced both the fuel injection pressure and the 

opening of the exhaust valve. 



NOx-BOX operation evaluation 

Analysis of the operation and evaluation of the performance of NOx- 

BOX 

• NOx-BOX software sensor is capable of accurately predicting the engine 

operational parameters, provided efficient calibration is done prior to onboard 

installation. 

• Power calculation accuracy is a valid criterion toward accurate NOx emissions 

prediction. 

• NOx emissions prediction is accurate in cases where suitable data of the 

engine performance, as well as measured NOx emissions have been used for 

the initial calibration of the NOx-BOX software sensor 



NOx-BOX operation evaluation 

Further development of NOx-BOX 

• Calibration with different parameters 

• Proper periodic recalibration 

• In fixed intervals 

• After scheduled on non-scheduled major engine modifications 

• With automatic recalibration methods (using an embedded optimisation 

code and adaptation schemes) 



Model-based vs. correlational methods of NOx estimation 

NOx emissions estimation 

The NOx emissions measured during the performance and emission tests on the 4T50MX test 

engine in Copenhagen by MAN B&W have been predicted using two methods, by MAN B&W and 

NTUA. 

• MAN B&W correlation function (engine-specific) 

An engine-specific formula (correlation) which associates measured operational 

parameters in the form of a NOx prediction function 

• NTUA thermodynamic software (model-based) 

The MOTHER simulation code and the multizone combustion model which calculate the 

NOx emissions in several loading and operational conditions. 




MAN B&W NOx function vs. NTUA model-based NOx estimation (4T50MX 

engine) 

NOx emission (gr/kWh) 

NOx emission (gr/kWh) 

2516 

14 

20 

12 

NOx Emission (gr/kWh) 

15 

10 

8 

10 

6 

4 

5 

2 

0 0 

30 

(*) 

25 

20 

15 

MAN B&W 

MAN B&W (Measured) NTUA 

10 

NTUA (Calculated) 

MAN B&W (Measured) 

5 

MAN B&W (Calculated) 

NTUA (Calculated) 

MAN B&W (Calculated) 

0 

40% 60% 80% 100% 120% 

T02030 T02040 

(Pmax=161.5bar, 

(Pmax=105bar, 

Pcomp=136.7) 

Pcomp=85) 

T02031 T02041 


(Pmax=95bar, 

Pcomp=135.7) 

Pcomp=85) 

Engine Load (%) 

T02032 T02042 

(Pmax=136.2.5bar, 

(Pmax=85bar, 

Pcomp=135.9) 

Pcomp=85) 

T02043 T02033 


(Pmax=105bar, 

Pcomp=127.1) 

Pcomp=75) 

T02046 T02036 


(Pmax=105bar, 

Pcomp=115.4) 

Pcomp=65) 

Baseline 

Load 50% 75% 

(Load 100%) 



60 


60 

MAN B&W 

NTUA 

MAN B&W 

NTUA 

Calculatio n E rro r (% ) 

40 

20 

40 

Load 75% Load 50% 

Calculation E rror (% ) 

20 

(*) 

0 

T02030 


Pcomp=136.7) 

T02031 


Pcomp=135.7) 

T02032 

(Pmax=136.2.5bar, 

Pcomp=135.9) 

T02033 


Pcomp=127.1) 

T02036 


Pcomp=115.4) 

0 

T02040 

(Pmax=105bar, 

Pcomp=85) 

T02041 

(Pmax=95bar, 

Pcomp=85) 

T02042 

(Pmax=85bar, 

Pcomp=85) 

T02043 

(Pmax=105bar, 

Pcomp=75) 

T02046 

(Pmax=105bar, 

Pcomp=65) 

• Maximum error below 20% 

Calculation error of the two 

methods 

• Minimal error in tests with high maximum pressure 

• The MAN B&W function provides better calculations in the 75% load. The NTUA model-based method 

provides better calculations in the 50% load. 

• Brake power calculation accuracy estimated using the MOTHER code is a valid criterion toward accurate 

NOx emissions prediction 



Turbocharger components for surge free operation (ABB) 

Objectives 

• Development of a mathematical model define the engine operating line on the 

compressor map under normalised boundary conditions 

• Analysis of the turbocharger behavior under various turbocharger and engine 

operational conditions 

• Determination of turbocharger components for surge free turbocharger 

operation 

Method 

• Analysis of data from measurements performed in August 2001 on board the 

HL ship “Antwerpen Express” and on December 2002 on board the Hapag 

Lloyd ship “Tokyo Express”. 



“Antwerpen Express” running with clean and fouled turbochargers 

Ship: Hapag Lloyd "Antwerpen Express" 

Test Trials: 15.08.2001 and 23.08.2001 

Engine: MAN B&W 7K98MC with 3xTPL85-B11 

Engine operating lines with clean and fouled TCs 

Pe=32,52 MW 

n=94 rpm 

Pe=32,86 MW 

n=94 rpm 

Pe=25,31 MW 

n=86 rpm 

Pe=30,56 MW 

n=90 rpm 

Pe=20,09 MW 

n=80 rpm 

Pe=25,79 MW 

n=86 rpm 

Pe=16,44 MW 

n=75 rpm 

Pe=19,34 MW 

n=75 rpm 

TCs clean 

TCs fouled 



Turbocharger components for surge free operation 

• Engine parameter variations that have been investigated using 

turbochargers with clean and fouled turbines: 

• Engine speed variation (Engine speed: 89 to 95 rpm with constant bmep) 

• Exhaust valve open variation (Eo=-10 to +10 °CA) f or 100% - and 75%-load 

• Exhaust valve close variation (Ec=-20 to +20 °CA) for 100% - and 75%- 

load. 

• Measures in order to achieve optimum turbocharger operation: 

• Preventive measures like turbine dry cleaning with rice or nut shells or 

turbine and compressor washing with water 

• Turbocharger and engine manufacturer have to co-operate with the power 

plant enduser in order to find appropriate turbocharger cleaning intervals. 

• For a safe engine and turbocharger operation engine and turbocharging 

system designers have to co-operate in order to produce turbocharger 

components for surge free turbocharger operation. 



Future engine control systems 

• Design aspects towards better efficiency – less emissions marine 

diesel engines 

• Control of operational parameters and optimization of engine performance 

with respect to fuel oil consumption and emissions leads to more 

sophisticated and reliable 2-stroke marine diesel engines 

• Use of advanced control schemes leads to improved performance of marine 

engines. 




• Advanced control features of the intelligent engine 

Exhaust valve movement 

80 

70 

mm 

60 

50 

40 

30 

20 

10 

0 

90 110 130 150 170 190 210 230 250 270 290 

Dg. C. A. 

Early closing 

Late closing 

Early opening 

Late opening 

Reference 




• Innovations introduced with the Intelligent Engine 

• Hydraulic Power Supply unit 

• Hydraulic Cylinder Unit, including: 

electronically controlled fuel pump 

electronically controlled exhaust valve actuator 

• Electronically controlled starting air valves 

• Integrated electronic control of auxiliary blowers 

• Integrated electronic governor functions 

• Crankshaft position sensing and tacho system 

• Electronically controlled Alpha Lubricators for cylinder lubrication 

• PMI system - off-line cylinder pressure measurement system 

• Local Operating Panel 




• Advanced control features of the intelligent engine 

• Optimal control and flexibility of fuel injection in terms of pressure, 

timing, rate, shaping, main, pre & post injection pressure. 

• Optimal adaptation to different fuel. 

• Optimal adaptation to different operation modes. 

• Optimal combustion at all operation speeds and loads 

• Optimal engine acceleration 

• Reduced fuel consumption 

• Operational safety and flexibility 




• The intelligent engine implementation 

Y 

X 

ECS 



PART 4 

CONCLUSIONS 



Work Progress 

CONCLUSIONS 

• Conduction of initial onboard and testbed measurements and correlation with 

simulation models. 

• Investigation of the engine ageing and turbocharger fouling effects. 

• Determination of the operating parameters values for optimum powerplant 

operation in terms of performance and emissions. 

• Development of advanced control schemes. 

• Design and development of electronic control and observer prototype 

systems. 

• Onboard installation and full-scale tests. 



CONCLUSIONS 

Outcome and possible implications of the LIFETIME project 

• The installation of advanced marine engines is promoting the EU policy 

concerned with improvement of working conditions 

• Adjustment of engine emissions according to regional or local legislation 

and requirements is promoting cost-effective marine operations 

• The development of emissions observer systems may lead to cost-effective 

real-time evaluation of ship emission legislation conformance 

• Environmental benefits can be directly associated with the reduction in 

exhaust emissions of marine powerplants, through the use of advanced 

control systems and technologies. 



The End

LIFETIME Final Presentation - Laboratory of Marine Engineering

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