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Applied Thermal Engineering: Articleinfo
Applied Thermal Engineering: Articleinfo
Technical University of Denmark, Department of Mechanical Engineering, DK-2800 Kgs. Lyngby, Denmark
MAN Diesel & Turbo, Engine Process Research, Process Development, Marine Low Speed Development, Teglholmsgade 41, DK-2450 Copenhagen SV, Denmark
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 24 May 2011
Accepted 22 November 2011
Available online 30 November 2011
The aim of this paper is to derive a methodology suitable for energy system analysis for predicting the
performance and NOx emissions of marine low speed diesel engines. The paper describes a zerodimensional model, evaluating the engine performance by means of an energy balance and a two
zone combustion model using ideal gas law equations over a complete crank cycle. The combustion
process is divided into intervals, and the product composition and ame temperature are calculated in
each interval. The NOx emissions are predicted using the extended Zeldovich mechanism. The model is
validated using experimental data from two MAN B&W engines; one case being data subject to engine
parameter changes corresponding to simulating an electronically controlled engine; the second case
providing data covering almost all model input and output parameters. The rst case of validation
suggests that the model can predict specic fuel oil consumption and NOx emissions within the 95%
condence intervals given by the experimental measurements. The second validation conrms the
capability of the model to match measured engine output parameters based on measured engine input
parameters with a maximum 5% deviation.
2011 Elsevier Ltd. All rights reserved.
Keywords:
Diesel engine
Modeling
Engine tuning
NOx
Performance
Optimization
Emissions
Zero-dimensional
1. Introduction
The development of marine low speed diesel engines with lower
emissions is primarily driven by the MARPOL Annex VI regulation
[1] adopted by the International Maritime Organization (IMO).
MARPOL Annex VI contains regulations on NOx, SOx and Particulate
Matter emissions. On July 1, 2010 the revised MARPOL Annex VI
entered in to force and it contains new limits for NOx emissions for
both new and existing ships as well as reduced SOx and PM emissions for all ships.
Allowable NOx emissions are reduced to 14.4 g/kWh for large
marine low speed engines (130 rpm) installed on ships constructed from January 1, 2011 and onwards, according to the Tier II
standard, and to 3.4 g/kWh for engines installed on ships constructed from January 1, 2016 and onwards, according to the Tier III
standard in designated emission control areas.
The widely used low speed two-stroke diesel engine can be
combined with a waste heat recovery unit and potentially offer
uniquely high fuel efciency and low specic emissions for diesel
engine ship propulsion. In designing and optimizing such
Nomenclature
U
V
v
W
Xr
as
l
Dq
q
n
s
g
u
345
Subscripts
o
outgoing
HR
heat release
0
reference state
a
air
c
compression
ch
charge (air fuel)
comp
compression
cyl
cylinder
d
diffusive combustion
exh
exhausts
f
fuel; forward
fm
formation
i
inlet; initial
id
ignition delay
inj
fuel injection
max
maximum
mot
motoring
osv
opening scavenge valve
p
pre-mixed combustion
P
products
r
reference, residual
R
reactants
s
swept
t
total
W
wall
346
dU
dW dQHR dQW
_ o ho
_ i hi m
m
dt
dt
dt
dt
(1)
dW
dV
P
dt
dt
(2)
where P is the pressure inside the cylinder and the trapped volume
V is given as a function of the crank angle q:
r
c 2
V
1
c
1 rc 1 1 cosq
sin2 q
VC
2
a
a
(3)
q Mp
Qp
q Mp 1
1 dQHR
exp 6:9
Mp 1
6:9
u dt
Dqp
Dqp
Dqp
M d
q
q Md 1
Q
6:9 d Md 1
exp 6:9
Dqd
Dqd
Dqd
(4)
Dqp and Dqd are the duration of the pre-mixed and diffusive
combustion periods, while Mp and Md are combustion shape
factors. Qp is the heat release due to the burning of the fuel during
the pre-mixed combustion, while Qd is the remaining heat release.
Following Miyamoto [38], Mp and Dqp are given the values 3 and
7, respectively, while half of the fuel injected during the ignition
delay is supposed to burn during the pre-mixed combustion. The
remaining parameters, Md and Dqd, are subject to model calibration
to match the maximum pressure, power output and SFC as discussed in section 4. The ignition delay tid is described by the
Arrhenius formula [40]:
tid 1:8 105
AF
6000
exp
Tcyl
P2
!
(5)
h
i
dQW
Acyl as B0:2 Pt0:8 Tt0:55 vt0:8 *Tt Tw
dt
(6)
v c1 Sp c2
Vs Tr
P Pmot
Pr Vr
(7)
(8)
N2 O4N NO
(9)
O2 N4O NO
(10)
OH N4H NO
(11)
13
(12)
(13)
(14)
(15)
(16)
(17)
347
The NO formation rate in the interval (in the combustion calculation) is calculated, as a function of composition and temperature, by
integrating the following equation [5]:
dNO
K1f N2 OK1b NONK2f O2 NK22b NOO
dt
K3f OHNK3b NOH
(18)
Texh
_ Q_
_ intake air CPairi Ti m
_ f hf m
_ f LHV W
m
W
_
mexh cpexh
(19)
LHV is the lower heating value of the fuel. Qw is the total of heat
losses found via the Woschni correlation in each of the stages of the
cycle.
2.5. Scavenging efciency and determination of initial temperature
at EVC
The initial temperature at EVC is inuenced by the amount of
trapped hot residual gasses and the heat transfer from hot surfaces
to the gas. By evaluating the amount of trapped residual gasses after
each cycle, determined by residual gas fraction Xr, the initial
temperature can be evaluated using a simple initial temperature
model [25,51].
The scavenging efciency is used to specify the connection
between the trapped residual gas and the fresh air at the start of the
compression stroke [52]. The relationship between the volumetric
scavenge efciency, SEV, and the residual gas fraction is dened as:
Xr 1 SEV
(20)
SEV 1 exp k0 k1 SRV k2 SR2V
(21)
where SRV is the scavenge ratio, or the ratio between the delivered
fresh air and the swept volume of the combustion chamber. The
correlation factors k0, k1 and k2 are scavenging coefcients for
ported uniow scavenging in two-stroke engines, from Blair [52].
Once the scavenging ratio and the scavenging efciency are known
measures, the modied temperature at the time of EVC (Tmix) can
Fig. 1. Response surface of NOx as a function of EVC and SOI. All other independent
variables are kept at their center levels.
cv;ch
cv;r
*Ti i Xr *
*Texh i 1
Tmix i 1 Xr *
cv;t
cv;t
(22)
(23)
Hence, the trapped cylinder mass for the ith cycle at EVC is
determined using the ideal gas law:
mc i
PEVC VEVC
RTmix i
(24)
Fig. 2. aed. Predicted versus measured responses. Pcomp has been left out, since it is
similar to Pmax in terms of R2.
349
Table 1
Engine operative conditions.
Engine model
4T50 ME-X
7L70 MC
Cylinders
Bore [mm]
Stroke [mm]
Compression volume [m3]
Compression ratio
Fuel LHV [kJ/kg]
Specic humidity of the charge air (ISO)
Load
Speed [Revs/min]
Maximum pressure [MPa]
Compression pressure [MPa]
Scavenge pressure [MPa]
Fuel per cylinder [kg/s]
Air per cylinder [kg/s]
Scavenge temperature [ C]
Cooling load [kW]
Injection angle [degrees after BDC]
5
500
2200
0.0252
18.14
42 700
0.0107
75%
111.8
16.0
14.1
0.29
0.06199
3.26
30.6
N/A
N/A
7
700
2268
N/A
12.6 (effective)
42 700
0.0107
75%
98.1
12.6
10.1
0.28
0.1009
5.885
34.0
2400
178.5
Table 2
The 7L70 MC engine model results compared to experimental data.
Experimental
values
Engine model
output
Deviation
12.6
10.1
171.1
2.123
17.6
12.1
9.6
172.1
2.111
17.6
3.9%
4.9%
0.6%
0.5%
0.0%
350
Since the model is using the ideal gas equation of state (EOS),
somewhat lower calculated pressures, compared to the measurements, are to be expected. Investigating a case of adiabatic
compression using the ideal gas and the real gas EOS developed by
Lemmon et al. [59], respectively, resulted in about 5% lower
compression pressure, when assuming ideal gas at the relevant
conditions as compared to the real gas EOS. This explains the
deviation in compression pressure as well as maximum pressure
shown in Table 2. As also seen from the table, the modeled NOx
emission and SFC are in excellent agreement with the experimental
ndings.
As mentioned only a few parameters are available for calibration
since the measured parameter values provided are extensive.
Provided parameters relevant for the presented methodology are:
Engine geometry, effective compression ratio, engine speed, intake
air composition and fuel mass ows, intake air temperature and
pressure, pressure loss due to scavenging and start of injection.
Parameters available for calibration are: Timing of end of injection,
timing of opening of the exhaust valve, and heat release function
parameters in the diffusive combustion phase (Eq. (4)). In the
following sections the model is validated against parameter variations from 4T50 ME-X.
Fig. 8. NOx emissions versus compression pressure by varying EVC timing keeping
maximum pressure constant.
Fig. 7. Normalized SFC versus compression pressure by varying EVC timing keeping
maximum pressure constant.
Fig. 9. Normalized SFC versus scavenge air pressure while keeping maximum pressure
and compression pressure constant.
351
due to the use of the ideal gas law, in the range of less than 5%
deviation. It is recommended though that future work should
include implementation of more accurate equations of state in the
methodology and faster optimization methods.
In conclusion, the model derived here features the desired
rapidity of execution and provides a sufcient accuracy, with
regards to essential engine performance characteristics, for being
used for future energy system analysis. The model has demonstrated capability of responding well to tuning engine parameters
regarding SFC and NOx emissions, thus enabling the possibility to
use the model to explore different scenarios, e.g. SFC minimization
within the IMO NOx emission limits either as a stand-alone engine
or combined with a waste heat recovery system.
Acknowledgements
Fig. 10. NOx emissions versus scavenge air pressure keeping maximum pressure and
compression pressure constant.
The authors would like to thank Brian Elmegaard, Michael Vincent Jensen and Kim Rene Hansen from Technical University of
Denmark, Department of Mechanical Engineering for the advice and
discussions during the work. A special acknowledgement is given to
Prof. Spencer C. Sorenson from Technical University of Denmark,
Department of Mechanical Engineering who provided many helpful
suggestions during the model development and for the manuscript.
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