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Final PresentationAthens, October 8, 2003

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


Introduction and background

X

Y

CONTROLUNIT


• 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)

LOW IN FUEL AND EMISSIONS TWO-STROKEINTELLIGENT MARINE ENGINE

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


� To establish correlations between performance,

emissions, and engine operating parameters , applicable to

a wide variety of direct drive marine engines.

Objectives and Methodology

LIFETIME OBJECTIVES:

� 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.



(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

LIFETIME METHODOLOGY:


(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



- 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 System

EmissionsEstimation

Set of Correlations betweenperformance, emissions andengine operating parameters

- Cylinder pressures and temperatures- Receivers pressures and temperatures- Crankshaft speed, torque and position- T/C speed- Fuel index- Lub oil pressure and temperature

- Optimization criterion - Ordered speed

Control schemes algorithm

- Ambient conditions - Fuel quality

2-stroke Marine Diesel Engine

LIFETIME PROTOTYPE CONTROL SYSTEM



Work Overview

On-boardExperiments

Simulations

Correlations

Control Schedules Full Scale

TestsTestbed

Experiments

Observer

EngineControl

Unit

LIFETIME PROTOTYPESYSTEMS

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 IEFuel Injection and Exhaust Valve

control systemsin parallel to

the conventional camshafton the 6L60MC engine


Exterior view of the ABB facility

Turbocharger test centre


ABB Turbocharger on the test rig

Turbocharger test centre


Intelligent EnginePerformance& Emissions

Investigations

“Bow Cecil” engine roomMAN B&W Testbed


Turbocharger measurement points setup

TurbochargerPerformanceInvestigations

at ABB Testbed

Turbine blades (condition as supplied for tests)


Turbine nozzle ring contamination

Nozzle ring No1(condition as supplied for tests)

Nozzle ring No2(condition as supplied for tests)


Compressor impeller preparation

Compressor wheelcoated 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)


Sampling probe for gaseous emission Sampling probe for particulate emission

Sampling point for gaseousand particulate emission

Sampling points and analysers for measurement of opacity and filter smoke number

“Shanghai Express”Exhaust gas

measurements


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


“Antwerpen Express” Propulsion Plant: 7K98MC engine


Compressor outlet measurementsTemperature and pressure

Turbine outlet measurementsTemperature and pressure

Air-filter with thermocouplesTurbocharger speed sensor

“Antwerpen Express”Air management

systemmeasurements


Measuring data acquisition system ZXTFLEX/ABBonboard “Antwerpen Express”


Analysers for exhaust gas measurement, MS “Antwerpen Express”


The ageing process

Analysis of ageing effect


� 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 - Methodology


Analysis of ageing effect - Data Summary


Ship: Maersk Livorno (DANAOS)

Analysis of ageing effect - Typical results

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

ε∆Texh_bTC

0%

5%

10%

15%

20%

25%

30%

35000 40000 45000 50000 55000 60000 65000 70000 75000 80000

M/E Hours

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

20000

TC

Hours

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

Compression pressure ageing ratio ε and corresponding ageing models

ε∆Pcyl_cmp

0%

5%

10%

15%

20%

25%

30%

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)

The ageing ratio is defined as a deviation ratio of the operating parameter value, in a specific engine load condition, to the corresponding value of the

sea trial performance curves.


♦ 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

Analysis of ageing effect - Conclusions


Multi-zone Combustion Model

Maps in fuel spray at one time instant:� Equivalence ratio� Temperature� % fuel mass burnt� NOx

Fuel spray developmentwith time

FUEL JET DEVELOPMENT vs TIMEGREY : 0 deg ATDC PURPLE : 5 deg ATDCBLUE : 10 deg ATDCRED : 20 deg ATDC

1

2

3

2141

6171

0.4

0.5

0.6

0.7

0.8

0.9

1.0

1.1

1.2

1.3

1.4

1.5

EQUIVALENCE RATIO MAP, 10 deg ATDC

1500

1600

1700

1800

1900

2000

2100

2200

2300

2400

2500

TEMPERATURE MAP, 10 deg ATDC

0

10

20

30

40

50

60

70

80

90

100

FUEL BURNT PERCENTAGE MAP, 10 deg ATDC

0250500750100012501500175020002250250027503000

NOx MAP, 10 deg ATDC


01050100250500750100012501500175020002250250027503000NOx MAP, 0 deg ATDC

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

2750

3000


0

250

500

750

1000

1250

1500

1750

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2250

2500

2750

3000

4000

5000


050100200500750100012501500175020002250250027503000

NOx MAP (ppm), 5 deg ATDC

NOx maps in fuel spray at 4 time instants

Multi-zone Combustion Model


“Shanghai Express”Measured engine performance data (7 hours)

Engine Performance Modelling


Comparison between measured data and simulation resultsafter determining the engine governor constants

Engine Performance Modelling


Endurance test with high ash fuel

on a large 4-S engine

T/C Fouling Modelling


PARAMETRIC RUNSMeasured and predicted engine

performance and emissions parametersfor various values of VIT change

Simulations - 7K98MC engine



Predicted NOx using MOTHER and comparison with engine shop trials data

NOx model Validation


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

Fuel Index Change (%)

172

173

174

175

176

177

178

179

180

181

182

183

184

BS

FC

(gr/kWh)

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

Fuel Index Change (%)

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

NO

x (g

r/kW

h)

VIT Change (deg)

Engine Load @ 75% of MCR

Typical NOx and BSFC maps for 75% load


Creation of parameter maps (to be used for control)


Piston ring wear

Simulations of Ageing and Wear

Cylinder liner wear

Empirical models of component 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

Ship-specific correlation to be included in “Contro l” system

Control System

Set of Correlations betweenperformance, emissions andengine operating parameters

Control schemes algorithm

INTELLIGENT Engine


where K1, K2 , α engine-specific constants

Oxygen concentration & Maximum temperature from:

* A/F ratio (stoichiometric)

* Scavenging pressure

* Scavenging temperature

* other measured operational parameters

Mathematical functional correlation (MAN B&W) :

LIFETIME Control System


Process modelwas included in “observer”

(NTUA)

LIFETIME observer system (NOx-Box)

Observer System

NOxEstimation

- Receivers pressures and temperatures- Crankshaft speed, and torque- T/C speed- Fuel index

- VIT

2-S Marine Diesel Engine

Mathematical Model

MOTHER


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

• PC connected to onboard Data Acquisition (DAQ) System

• Several engine operating parameters required for input and validation purposes


EXHAUSTRECEIVER

CYLINDERS

INLETVALVES

EXHAUSTVALVES

TURBINE

SCAVENGINGRECEIVER

PLENUM AFTERTURBINE

LOAD Te

RPM

FUELRACK

VITP,T

RPM PP,T

0

250

500

750

1000

1250

1500

1750

2000

2250

2500

2750

3000


Monitoringsystem

NOx-Box

Communication Serial link

Embedded

MoTher DAQ


IMPLEMENTATION

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

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

values


• Initial calibration using on-board measurements and simulation runs

• Validation error (Predicted-Measured)

• Error exceeds limit � re-calibration of MoTher code constants

Calibration of estimated NOx value


LIFETIME observer system (NOx-Box)DANAOS Containership “APL Scotland ”

Hapag-Lloyd’s containership “Antwerpen Express”


Determination of the operating parameters to be controlled

Basic selected controlled parameters

• Injection timing

• Choice of injection profile

• Exhaust valve open timing

• Exhaust valve close timing

• Hydraulic supply pressure (injection pressure)

• 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.

Determination based on:


Development of engine running modes

Validation of control schemes

• Low Emission mode

• Economy Mode

Cylinder Pressure

70

80

90

100

110

120

130

140

150

160

170

50 60 70 80 90 100 110

Engine Load [%]

[bar

abs

.]

Low Emission modeEconomy mode

Pmax

Pcomp

Fuel Injection & Exhaust Valve Timing

50 60 70 80 90 100 110

Engine Load [%]

Tim

ing

Low Emission mode

Economy mode

Injection Timing

Exhaust valve open

Exhaust valve close

Fuel Oil Consumption

-6.0

-4.0

-2.0

0.0

2.0

4.0

50 60 70 80 90 100 110

Engine Load [%]

[g/k

Wh]

Low Emission mode

Economy mode


Testbed implementation of the control schemes

Validation of the control schemes in the MAN B&W te stbedin 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 te stbedin 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 max imum firing pressure


Analysis

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

Observations:

• Use of the compression pressure influence on NOx em issions, in the

MAN B&W NOx function.


Initial calibration of the prototype control system s

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

Design and implementation of the prototype control systems

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

Managerial decision


On-line NOx-BOX Observer System - General

Ultra-Large Bore Engine

• 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

EXHAUSTRECEIVER

CYLINDERS

INLETVALVES

EXHAUSTVALVES

TURBINE

SCAVENGINGRECEIVER

PLENUM AFTERTURBINE

LOAD Te

RPM

FUELRACK

VITP,T

RPM PP,T


On-line NOx-BOX Observer System - Development


• Development of the User Interface

20 30 40 50 60 70 80 90 100 110Load (%)

68

101214161820

BM

EP

(b

ar)

1.61.8

22.22.42.62.8

Re

l. A

/F R

atio

(-)

160165170175180185

BS

FO

C (

gr/

kWh

)

6080

100120140160

Pm

ax

(ba

r)

100020003000400050006000

Bra

ke P

ower

per

cylin

der

(kW

)

Predicted

Reference data

5

10

15

20

25

30

30 40 50 60 70 80 90 100 110

Load (%)N

Ox

(gr/

kWh)

MOTHER results

Engine Shop Trials• Development of the communication protocol between the NOx-BOX and the

ship’s monitoring system – Testing with STN ATLAS emulator

• Initial calibration using the engine shop trials


Engine Running Mode software has been developed and integrated in the ME Engine Control System (ECS). It includes:

Intelligent Engine

• The generic engine running mode

Fuel Injection & Exhaust Valve Timing

50 60 70 80 90 100 110

Engine Load [%]

Tim

ing

Low Emission mode

Economy mode

Injection Timing

Exhaust valve open

Exhaust valve close

• The engine running mode controller

• The injection and exhaust valve close timing maps

• The user interface on Main Operating Panel of the ECS


Off-line NOx-BOX Observer System - General

Conventional Engine

• A computer able to calculate the level of NOx emission manual data input of measured engine operating parameters

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

using measured engine operating parameters

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

VESSEL: ENGINE: MAN B&W 12K90 MC

Date: Date: Date: Engine Operation Data (Fill in the values of the shipboard measurement

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

Scav. Air Pressure (receiver) [bar]

Scav. air temp. after cooler [deg C]

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

Conventional Engine

• Development of the User Interface

• Initial calibration using the engine shop trials



• 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)

Initial installation of the prototype control syste ms


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

Intelligent Engine

• 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

Conventional Engine

• 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 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.

Recalibration of the prototype control systems




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

prototype recalibration.

• the deviation of “Tokyo Express” propeller curve from “AntwerpenExpress” propeller curve, used in initial calibration.

• the narrow initial calibration range of prototype

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

20 40 60 80 100Load %

60

80

100

120

140

Pm

ax

(ba

r)

measuredpredicted

20 40 60 80 100Load %

1000

2000

3000

4000

5000

kW/C

YL

20 40 60 80 100Load %

8

12

16

20

24

NO

x [g

r/kW

h]

50 60 70 80 90 100Engine rpm

10000

20000

30000

40000

Pb

[kW

]

• The severe fluctuations of predicted NOx emissions and brake power at part loads were attributed to:


Off-line NOx_BOX Observer System

Conventional Engine

• 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

55 60 65 70 75 80 85 90 95rpm

0

1000

2000

3000

4000

5000

Po

we

r (K

W/c

yl)

55 60 65 70 75 80 85 90 95rpm

60

80

100

120

140

160

Ma

xim

um

Pre

ssu

re (b

ar)

55 60 65 70 75 80 85 90 95rpm

18

20

22

24

26

28

NO

x (g

r/KW

h)

K90 Simulation Results

MeasuredPredicted• No re-calibration of the OFF-LINE NOx-BOX prototype was necessary




• 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

• Initial functionality tests and full system tests were performed. During the trip the data acquired were logged in order to be analysed in WP11.

• The prototype used the same protocols and connection equipment as in the previous trials (Sep 2002), since no communication problem was observed


Engine Running Mode software

Intelligent Engine

• 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

• 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

• 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):


Work Overview

On-boardExperiments

Simulations

Correlations

Control Schedules Full Scale

TestsTestbed

Experiments

Observer

EngineControl

Unit

LIFETIME PROTOTYPESYSTEMS

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.

63 %80 %91 %100 %speed

25 %50 %75 %100 %power

Test Cycle E3


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.

-0.150.15-0.5-0.2-weighting factor

151186331330497538537kg/hmeasured NOx in exhaust gas

19.418.518.016.917.917.716.0g/kWhmeasured NOx in exhaust gas

7794100541841619529277253042733575kWmeasured power

55%63%80%81%91%96%98%-speed % of rated speed

19%25%46%49%69%76%84%-power % of rated power

23%30%55%58%83%91%100%-power % of max. actual power

Operating point / PowerUnitParameter


MAN B&W Measurements


• MAN B&W conducted measurements of ship operational data (power and rotational speed measurements) onboard “Tokyo Express”

• Results

• The engine speed measurements for all three independent measurements

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

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

relation to the GL power measurement

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

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

0

5000

10000

15000

20000

25000

30000

35000

40000

0 10 20 30 40 50 60 70 80 90 100

Speed, rpm

Po

wer

, kW

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


Power vs. Time

0

5000

10000

15000

20000

25000

30000

35000

20:0

1:12

20:2

9:15

21:0

6:44

21:3

6:42

22:1

0:07

22:4

1:05

23:1

0:51

23:4

3:32

8:37

:19

8:54

:31

9:13

:10

9:32

:38

9:52

:04

10:1

0:47

10:3

2:50

10:5

2:48

11:1

0:07

11:3

0:18

11:4

9:46

12:0

7:42

13:0

6:57

13:3

8:33

13:5

9:18

14:1

6:53

14:3

4:22

14:5

3:17

Time (hh,mm,ss)

Pow

er, k

W

Predicted

Measured

(Dec 27, 2002) (Dec 28, 2002)No prediction due to “out of range data” error

Laptop PC overheating period

Power vs. RPM

0

5000

10000

15000

20000

25000

30000

35000

40000

50 55 60 65 70 75 80 85 90 95

RPM

Pow

er, k

W

Measured - Dec 27, 2002

Measured - Dec 28, 2002

Calibration curve

Measured - GL0

5

10

15

20

25

0 5000 10000 15000 20000 25000 30000 35000 40000Power, kW

NO

x em

issi

ons,

gr/k

Wh

Measured, GL

Predicted, NTUA

Weighted emissions (IMO, Test Cycle 3) GL: 17.5 gr/kWh NTUA: 17.67 gr/kWh



NOxEstimation



Intelligent Engine

• The full-scale tests included variation of the controllable parameters for the two running modes under consideration (emission mode, performance mode)

Intelligent Engine - Results

• 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

Conventional Engine

• For 30 days the crew recorded input data as well as some validation data in pre-specified datasheets.


Off-line NOx-BOX Observer System

Conventional Engine

• The output of each NOx estimation cycle has been appropriately post-

processed to estimate the ship’s NOx emissions with regard to the main operational parameters logged onboard ship.

10

12

14

16

18

20

22

24

26

28

28000 30000 32000 34000 36000 38000 40000 42000

Brake Power, kW

NO

x em

issi

ons,

gr/

kWh

-8

-7

-6

-5

-4

-3

-2

-1

0

1

2

Pow

er P

redi

ctio

n E

rror

, %

29

45

3 k

W

29

66

1 k

W

29

69

0 k

W

30

14

9 k

W

30

20

6 k

W

30

27

3 k

W

30

53

3 k

W

30

54

3 k

W

30

65

8 k

W

37

65

7 k

W

37

86

2 k

W

38

02

5 k

W

38

29

3 k

W

38

80

2 k

W

39

03

7 k

W

39

04

1 k

W

39

50

1 k

W

39

69

6 k

W

41

05

2 k

W

41

29

7 k

W

41

70

4 k

W

Engine Power, 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 emissi ons

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 per formance 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 estimat ion

NOx emissions estimation

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

• NTUA thermodynamic software (model-based)

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

parameters in the form of a NOx prediction function

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

NOx emissions in several loading and operational conditions.

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.


Load 50%


MAN B&W NOx function vs. NTUA model-based NOx estim ation (4T50MX engine)

0

5

10

15

20

25

30

40% 60% 80% 100% 120%

Engine Load (%)

NO

x E

mis

sion

(gr

/kW

h)

MAN B&W

NTUA

0

5

10

15

20

25

T02030(Pmax=161.5bar,

Pcomp=136.7)

T02031(Pmax=149.4bar,

Pcomp=135.7)

T02032(Pmax=136.2.5bar,

Pcomp=135.9)

T02033(Pmax=161.9bar,

Pcomp=127.1)

T02036(Pmax=159.8bar,

Pcomp=115.4)

NO

x em

issi

on (g

r/kW

h)

MAN B&W (Measured)

NTUA (Calculated)

MAN B&W (Calculated)

0

2

4

6

8

10

12

14

16

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)

NO

x em

issi

on (g

r/kW

h)

MAN B&W (Measured)

NTUA (Calculated)

MAN B&W (Calculated)

(*)

Baseline (Load 100%)

Load 75%


0

20

40

60

T02030(Pmax=161.5bar,

Pcomp=136.7)

T02031(Pmax=149.4bar,

Pcomp=135.7)

T02032(Pmax=136.2.5bar,

Pcomp=135.9)

T02033(Pmax=161.9bar,

Pcomp=127.1)

T02036(Pmax=159.8bar,

Pcomp=115.4)

Cal

cula

tion

Err

or (

%)

MAN B&W

NTUA

0

20

40

60

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)

Cal

cula

tion

Err

or (

%)

MAN B&W

NTUA

(*)

Load 75% Load 50%

Calculation error of the two methods • Maximum error below 20%

• 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 (A BB)

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 tur bochargers

TCs clean TCs fouled

Pe=32,86 MWn=94 rpm

Pe=30,56 MWn=90 rpm

Pe=25,79 MWn=86 rpm

Pe=19,34 MWn=75 rpm

Ship: Hapag Lloyd "Antwerpen Express"Test Trials: 15.08.2001 and 23.08.2001Engine: MAN B&W 7K98MC with 3xTPL85-B11Engine operating lines with clean and fouled TCs

Pe=32,52 MWn=94 rpm

Pe=25,31 MWn=86 rpm

Pe=20,09 MWn=80 rpm

Pe=16,44 MWn=75 rpm


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 turbochargingsystem 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 emiss ions marine diesel engines

• Control of operational parameters and optimization of engine performance with respect to fuel oil consumption and emissions leads to moresophisticated 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

0

10

20

30

40

50

60

70

80

90 110 130 150 170 190 210 230 250 270 290

Dg. C. A.

mm

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



X

Y

ECS

• The intelligent engine implementation


PART 4CONCLUSIONS


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 powerplantoperation 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.

� Work Progress


CONCLUSIONS

Outcome and possible implications of the LIFETIME p roject

• 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

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