CIMAC Congress - Schiff & Hafen

CIMAC CONGRESS | BERGEN 2010
system has been designed to be mounted directly on engine and
has the ability to withstand the associated vibration and thermal
loads through the use of a vibration isolation for the integral
electronics. The demonstrated vibration isolation profi les are
detailed in the paper’s results.
Malfunction diagnosis at marine diesel
engines based on indicator cock
pressure data – model based sensor
reconstruction of in-cylinder pressure
trace using indicator cock pressure
information & fundamental
investigations on malfunction diagnosis
at marine diesel engines based on
reconstructed in-cylinder pressure
information
P. Obrecht, P. Voegelin, ETH Zurich, Aerothermochemistry
and Combustion Systems Laboratory,
Switzerland,
C. Onder, E. Oezatay, ETH Zurich, Institute for
Dynamic Systems and Control, Switzerland,
P. Fuchs, W. Fuchs, Peter Fuchs Technology
Group AG, Switzerland
Large heavy-duty diesel engines usually give access to the cylinder
via a so-called indicator cock (IC). Due to the construction of the
IC, the pressure signal is distorted and cannot be directly
interpreted. Simplifi ed models are not precise enough for the
pressure correction. Thus, a model which is parameterized with
measurements is applied. Using frequency domain methods, the
transfer function of the IC is determined when the engine is at
the manufacturer and precise incylinder measurements are
possible. Using the transfer function, the dynamics of the IC is
inverted and the measured pressure is corrected and reliable
information on the cylinder pressure can be used for subsequent
calculations. Comparisons with various models are shown and
the advantages of the presented method are demonstrated.
Measurements of a large diesel engine are given and the methods
are applied. The presented knowledge works as ICCA (Indicator
Cock Correction Algorithm) in The Doctor DM 8-32 engine
analysis tool of Fuchs Technology Group builds a basis for the
second part of the paper. Fundamental investigations on
malfunction diagnosis at marine diesel engines based on
reconstructed in-cylinder pressure information. To fulfi l the
needs of marine diesel engine customers, an engine diagnosis
tool was developed which provides precise information on the
actual state of the engine on the basis of cylinder pressure
measurements via indicator cock. The investigation was worked
out in the context of a master thesis at ETH Zurich and started
with a one dimensional engine simulation model, where the
indicator cock’s geometry was replicated regarding simulation of
the distorted pressure at the end of the indicator path. In a next
step models of common engine malfunctions were developed
with the simulation software. The reconstructed in-cylinder
pressure provides a basis for running the engine at the maximal
designed cylinder pressure and a further thermo dynamical
analysis enables malfunction diagnosis. The presented algorithms
are implemented in an engine analysis system called The Doctor
DM 8-32 (Fuchs Technology Group) and show a practical
application of the method developed in the fi rst part of the paper.
The engine diagnosis tool is represented as a light-weight
computer, which can be taken on-board, comprises data gathering
as well as post-processing and pressure trace interpretation.
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Ship & Offshore | 2010 | No. 3
13:30 June 14th Room Troldtog
(6–1) Product Development, Component &
Maintenance Technology –
Gas Engines – New Engines
Development of the Rolls-Royce C26:33
marine gas engine series
T. Humerfelt, E. Johannessen, E. Vaktskjold,
L.- A. Skarbö, Rolls-Royce Marine AS, Engines -
Bergen, Norway
The Rolls-Royce C26:33 marine gas engine is a new natural gas
powered engine launched in 2010, based on the C25:33 marine
diesel engine. The C26:33 marine gas engine has been identifi ed as
an engine with interesting market potential for ship propulsion as
a variable speed – variable load engine, with low emissions,
compared to liquid fuelled engines, being the key selling point.
The C26:33 marine gas engine will in this paper be described with
design philosophy and qualities as follows:
• Maximising profi tability through optimising swept volume of
the engine, i.e. recommending an increase of bore from current
Ø250 mm to Ø260 mm. The increase leads to an increased cylinder
volume from 16,2 litres to 17,5 litres and will be an ample resource
to either increased power without increase in break mean effective
pressure, or to use as a margin for reduced emissions or indeed for
improved response.
• The decision to develop the C25:33 platform for gaseous fuels,
implied the use of experience and technology from the K-and BVtype
gas engine platforms.
• Improved responsiveness of the engine in order to get
propulsion engine certifi cation as well as focussing on reduced
hydrocarbon emission through exploring optimisation of our
current mechanical gas control & admission concept
• The C26:33 marine gas engine is designed to meet both
redundancy and response requirements for marine generating sets
and single engine propulsion applications.
• The C26:33 marine gas engine is designed to be able to run as
a propulsion engine at variable speed when connected to a
controllable pitch propeller. When the propeller thrust requirement
is low, the propeller speed may then be reduced, effectively
reducing zero pitch loss.
Newly developed Mitsubishi MACH II-SI and
CM-MACH gas engines, enhancing and
expan ding utilization for energy and
specialty gases
M. Ishida, S. Namekawa, Y. Takahashi, H. Suzuki,
A. Yuuki, K. Iwanaga, Mitsubishi Heavy Industries,
Ltd., Japan
Mitsubishi Heavy Industries, Ltd. (MHI) has developed and added
the new MACHII-SI and CM (Central Mixing)-MACH models to its
lineup of MACH gas series engines. The MACH-30G gas engine,
formerly the MP (Micro Pilot Ignition)-type model, has delivered
more than 150 units since 2001. The experience and know-how
accumulated from their on-going operations have been fed back into
the development process to ensure even higher reliability and
performance. The MACHII-SI, whose ignition concept has been
modifi ed to a spark ignition (SI) system, was developed in order to
meet the demand for a simple gas engine that does not require liquid
pilot fuel and an engine with improved energy utilization effi ciency.
Further, the concept of CM-MACH (MP-type) was developed to
expand the utilization of low calorie gases and other specialty gases as