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Verbrennungsforschung in der Schweiz, 9. September 2015, Zürich
Herausforderungen und Ziele an die Verbrennungs-forschung aus der Sicht der WinGD AGS. Hensel, Winterthur Gas & Diesel AG
Agenda
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich2
1. WinGD introduction
2. Driving factors for combustionresearch & development efforts
3. Diesel engine – research fields
4. DF technology development
5. Future trends & activities
Winterthur Gas & Diesel
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich3
Facts & Figures
• WinGD, located in Winterthur, is the centre of excellence and a leadingdeveloper for low-speed 2-stroke marine diesel engines.
• The company’s target is to set industry standards and to continue thelong tradition of the Sulzer Diesel business which started in 1898.
• Currently there are more than 350 people from 39 nations working inWinterthur and worldwide located subsidiaries.
Since 2015, WinGD is a Joint Venture Company, owned 30% byWärtsilä and 70% by CSSC, the world’s largest shipbuilding
conglomerate, managed from Switzerland.
Licensees worldwide
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich4
CHINA
JAPAN
KOREA
• Licensing business• No own manufacturing facilities,
licensing of drawings & service ofengines
• 3 licensors worldwide: Wärtsilä,MAN Diesel & Turbo, MitsubishiHeavy Industries
Combustion research at WinGD
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich5
Main drivers
Environment
Infrastructures
Fuel price
Controlled areas
Combustion research at WinGD
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich6
Scope and targets
• Reduction of fuel consumption and emissions• Reduction of green house gases (CO2, CH4)• Lifetime performance, maintain thermal and stress limits
Harbour Hamburg, source dpa
Combustion research at WinGD
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich7
Diesel engines
CO2 reduction
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich8
Reduction of fuel consumption
• Fundamental investigations of the spray andcombustion for better understanding => SCC
• Classical combustion process development:• Optimization of combustion chamber shape• Injection system, atomizer and strategies• Increasing firing pressure• Optimization of scavenging process
CO2 reduction
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich9
Alternative fuels / fuel flexibility
• FlexiFuel Combustion: Investigation of non-conventional fuels / biofuels inthe SCC regarding spray formation and combustion behaviour
• Hercules-2: Development of a fuel flexible injection system
Bundesamt für Energie BFE
Emission reduction
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich10
Tier III technologies - EGR
• Tests performed at WinGD and Tier III ability proven• High pressure solution under development• Further activities in the field of scrubber, combustion
system and piston running
Dbs
NO
x
EGR rate
HPEGR, RTX-3LPEGR, RTX-4
10 %
10 %
Exhaust receiver
Scavenge air receiver
Cooler(copper)
Water mistcatcher
Scrubber
Blower
WMC
TC160%
TC240%
2 Coolers(s.steel)
Mixing
WMC
Combustion research at WinGD
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich11
DF engines
2-stroke low-pressure dual-fuel concept
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich12
The Principle• Engine operating according to
Otto process• Pre-mixed ‘Lean-burn’ technology
=> Tier III compliance• Low-pressure gas admission at
’mid stroke’ location (<16 bar)• Ignition by pilot-fuel into pre-
chambers
2-stroke low-pressure dual-fuel concept
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich13
The Principle• Engine operating according to
Otto process• Pre-mixed ‘Lean-burn’ technology
=> Tier III compliance• Low-pressure gas admission at
’mid stroke’ location (<16 bar)• Ignition by pilot-fuel into pre-
chambers
Scavenging Compression/gas admission
Ignitionàexpansion
Key technology developments
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich14
Key technologies to convert Diesel engine into DF engine
Pre-chamber technology• low NOX and THC & methane slip!• good combustion stability!
Gas admission systemsafe and reliable gas admission & simplesealing technology with low-pressure!
Engine Control & Automationsystemintegrated engine control and safety!
Micro-pilot common-rail system• low pilot-fuel consumption < 1%• low NOX!
DF Technology development steps
2011Concept development:
• Simulations and CFD• Basic design• Rig- and 1-cylinder testing
2015Tech-demonstrator 6X72DF
• Verify technology onlarge bore
• Engine testing andfurther development
2013Engine testing RT-flex 50DF
• Concept and reliabilityverification
• Full scale (6-cyl) testing• Performance optimisation
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich15
Advanced tool application
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich16
CFD applied during the whole development process
• Nozzle shapes / directions
• Valve designs / opening speed
• Inclinations angles
• Gas system pressure
• Location of gas ports
• Pre-chamber design
Advanced tool application
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich17
Optical measurement methods / technologies
Camera 1
Camera 2
PCC A
PCC BDisabled
PCC C
Gas ad-missionvalve
• To better understand the processesduring gas mixing, ignition delay andcombustion itself
• Identify and in case of hot spots alsolocalize the possible pre-ignition sources
pilot injectiontriggered combustion
pre-ignition
Laboratory test engines
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich18
Engine converted to full scale in summer 2013:
• Engine performance development
• Control system development
• Component reliability tests
>1000 running hours logged
Engine tests continuing:
• Performance improvement
• Increase operating field
• Functionality enhancements
RT-
flex5
0DF
test
engi
ne
6RT-flex50DF test engine
Laboratory test engines
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich19
• Cooperation with IHI/DU regardingdesign of the test engine
• Engine started in January 2015
• DF operation upto 17.3 bar BMEPdemonstrated
W6X72DF
Number of Cylinders 6
Bore x Stroke 720 x 3086 mm
Speed (R1) 89 rpm
MCR (R1) 19350 kW
BMEP 17.3 bar
WX72DF test engine
Combustion control
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich20
Micro-pilot common-rail injection
High pressure common-rail injection
Engine Control System
Variable hydraulic exhaust valve
Gas admission valves
Proportional exhaust wastegate
Diesel mode Gas mode
Miller time (2-stroke)
Thermal efficiency / pmax
Boost pressure / air-fuel ratio
Effective compression ratio
Thermal efficiency
Mixture formation
Indicated pressure sensors
Pressure and temperature atrelevant stages
Knock sensor
Engine control & automation system
Combustion control
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich21
• No engine stop needed to switchbetween the modes!
• No hardware modificationrequired!
• The transfer from gas mode todiesel mode takes place withinone revolution
• Transition from diesel to gasrequires a gradual change of thefuels (last between 30 secondsand 1 minute)
Switching between fuels
RT-flex50DF test results
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich22
Rating field
Product specification options
• Limited range of operatingparameters for reliable operationwithout knocking / pre-ignitionand misfiring
• Lower maximum ratingthan correspondingdiesel engine model
X72DF test results
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich23
Pilot-fuel consumption clearly below specified limit(measured below 0,5% of fuel input at full load)
Pilot injection
X72DF test results
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich24
• IMO weighted NOX emission in gas operationat about half of IMO Tier III limit
• CO2 and SOx reduced in gas operation due tofuel composition
• PM further reduced by DF technology withLean-burn
• THC (=‘Methane slip’) is low over the entireload range:Especially on part and low load well below‘industry standard’ for ‘lean-burn’
Emissions
X72DF test results
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich25
Diesel Mode
Running stability issimilar or better thanon ‘diesel’
Pmax variations higheron gas
IMEP variationscomparable or less ingas mode
Engine rotationalspeed
deviations similar orlower in gas mode
Gas Mode
Combustion stability, pmax
DF Technology introduction
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich26
5RT-flex50DF (6MW at 124rpm)
A total of 33 DF engines on order
DF Technology introduction
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich27
2015
First factoryacceptance testcompleted
Type Approvaltesting of first RT-flex50DF engines
2017
Sea trials of firstWX62/72DF engines:• LNGC‘s
To be continued…
2016Sea trials of firstRT-flex50DFengines:• Small scale LNGC• Product carriers
• Control system
- Mixed Mode (’Fuel sharing’) with variablegas to liquid fuel ratio to balance betweenavailable boil-off and desired ship speed
- Implement model-based controlstrategies
• Charging and mixing strategy
• Pre-chamber design
• Increase compression ratio
• Reduce methane slip
Focus of the future DF technology development
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich28
GasMode
MixedMode
Total fuel amount
Total fuel amount
Summary & Conclusions
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich29
• The further evolution of environmental regulations in combination with changingmarket requirements is triggering substantial development efforts
• Various technologies are applied and developed for achieving improved overallengine and propulsion systems performance and lower emissions with the focuson:• Conventional combustion process improvement (increase pmax, injection
system & strategy, etc.)• Fuel flexibility• EGR
• WinGD has developed and delivered a new series of 2-stroke low pressure dual-fuel engines that is inherently Tier III compliant and offers full fuel flexibility
www.wingd.com
Thank you!
Contact information
Dr. Sebastian HenselGM Collaborative ResearchWinterthur Gas & Diesel
Landline +41 52 262 46 08Mobile +41 78 850 95 80E mail [email protected]
© WinGD, Verbrennungsforschung in der Schweiz, 9. Sept. 2015, Zürich30