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With the implementation and expansion of international sulfur emission control areas, effectively promoted the marine low sulfur diesel fuel (MLSDF) used in marine diesel engines. In this study, a large low-speed, two-stroke, cross-head, common rail, electronic fuel injection marine diesel engine (B&W 6S35ME-B9) was used for the study. According to...
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Context 1
... shown in Fig. 9, the exhaust gas was consisted of about 80% N 2 , 16%O 2 , 4%CO 2 and minimal polluting gas. The polluting gas consists mainly of NOx, CO, CO 2 and HC, which accounted for only 0.1% of the total amount of exhaust gas. In the following, its various polluting gas emissions will be explored at different operating condition with the use of ...
Context 2
... total NOx emissions from the engine exhaust at different engine speeds and loads are shown in Fig .9 and Fig. 10. ...
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... with the increase of the engine speeds and loads. However, the high temperature is not the only factors for NOx generation, but also with the oxygen concentration within environment and the time of during high temperature. Therefore, the NOx formation in-cylinder of diesel engine is a complex chemical reaction process [20,21]. As can be seen from Fig. 9, the NOx emissions at 25% load condition are more than 50% load condition. The main reason why the total amount of NOx increased is that the time of staying the high temperature zone is longer when the engine operates at 25% load with a relatively low speed. These are just the proportion of NOx in exhaust gas. However, the requirements ...
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Citations
... No ambiente marinho, uma fonte importante de poluentes atmosféricos é a emissão de embarcações proveniente da queima de diesel, apesar de existirem restrições cada vez maiores (decorrentes de regulamentações), o que leva a necessidade de busca por soluções, tais como a adoção de combustíveis alternativos para aplicação naval. [104][105][106] Nos últimos anos, observou-se um aumento acentuado no tamanho da frota naval global, fomentado pela alta demanda do comércio marítimo mundial. Segundo Siriname et al., 107 80% de todas as mercadorias comercializadas no mundo são transportadas por navios. ...
ORGANIC AND INORGANIC BIOMARKERS OF ATMOSPHERIC AEROSOLS FROM MARINE REGIONS. In this study, we overview the recent advancements in knowledge regarding organic and inorganic biomarkers of atmospheric aerosols from coastal zones and open marine areas. It deals with the interaction between the ocean and the atmosphere through their interface, the formation of a seawater microlayer (SML) and the exchange of a myriad of chemical compounds between those environmental compartments. We also discuss how marine aerosols (MAs) are intrinsically related to the global carbon cycle, influence the radiative budget of the Earth, and are related to global climate. At the end, we discuss the trends of new studies on the topic.
... In principle, it is possible to find only relatively few 3D CFD models of the combustion processes taking place in piston engines with dimensions and thermodynamic parameters similar to marine engines. The author of [15] used a simplified 0-dimensional heat evolution model for a large-capacity 2-stroke engine. A multi-zone combustion model for a marine engine is also presented in [16], but it is not a model that reproduces the shape of the whole 3D combustion chamber. ...
The paper presents a 3D model of the processes taking place in the cylinder of a large 4-stroke marine engine. The model is based on CFD calculations performed on the moving mesh. The modelling range includes the full duty cycle (720° crankshaft position) and the complete geometry of the cylinder with inlet and exhaust ducts. The input data, boundary conditions and validation data were obtained by direct measurements on the real object. Fuel injection characteristics were obtained by Mie scattering measurements in a fixed-volume chamber. The modelling results have been validated in terms of the pressure characteristics of the engine’s cylinder within the entire range of its loads. The mean error did not exceed 1.42% for the maximum combustion pressure and 1.13% for the MIP (Mean Indicated Pressure). The model was also positively validated in terms of the O 2 and NOx content of the exhaust gas. The mean error in this case was 1.2% for NO x fractions in the exhaust gas and 0.4% for O2 fractions. The complete model data has been made available in the research data repository on an open access basis.
... ASo as to meet climate change goals, as well as reduce greenhouse gas (GHG) emissions, it is crucial for the shipping industry to drastically decarbonise and transition to an ecofriendlier future [1], [2]effectively promoted the marine low sulfur diesel fuel (MLSDF. Obviously, important international protocols and events, as well as academic and government agendas, all contribute to triggering and responding to the issues which this sector encounters as it strives to become more environmentally friendly and sustainable [3], [4]Most importantly, awareness of the definition of ‚decarbonisation' is critical, since it refers to the ‚reduction or entire removal of CO2 emissions' according to reports of International Maritime Organization (IMO) [5], [6]. ...
... Moreover, the IMO created the EEOI (Energy Efficiency Operational Indicator) as an operational measuring tool to assess the energy efficiency and CO2 emissions of vessels, in order to monitor compliance with SEEMP. Lower EEOI values indicate better ship energy efficiency and are calculated by Eq. (2): EEOI = Eactual CO2 emission performed transport work (2) More interestingly, with the creation of the EEOI, vessel owners and operators could access an indicator used to monitor individual ship operations in real time. As a result, any prospective alterations to the ship's structural design and operation could be evaluated according to their effects on the general efficiency performance. ...
Due to recent emission-associated regulations imposed on marine fuel, ship owners have been forced to seek alternate fuels, in order to meet the new limits. The aim of achieving low-carbon shipping by the year 2050, has meant that alternative marine fuels, as well as various technological and operational initiatives, need to be taken into account. This article evaluates and examines recent clean fuels and novel clean technologies for vessels. The alternative fuels are classified as low-carbon fuels, carbon-free fuels, and carbon neutral fuels, based on their properties. Fuel properties, the status of technological development, and existing challenges are also summarised in this paper. Furthermore, researchers have also investigated energy-saving devices and discovered that zero-carbon and virtually zero-carbon clean fuels, together with clean production, might play an important part in shipping, despite the commercial impracticability of existing costs and infrastructure. More interestingly, the transition to marine fuel is known to be a lengthy process; thus, early consensus-building, as well as action-adoption, in the maritime community is critical for meeting the expectations and aims of sustainable marine transportation.
... Their main purpose should be to determine the usable quality of the non-standard fuel before it enters use in ship operations. Experimental testing of the fuel is most often carried out on specially designed smallscale engine stands, which imitate the essential design and parametric features of a real object [5] [15] and, very rarely, on full-size marine engines [4] [16]. ...
This article characterises the methodology for the endoscopic testing of a laboratory diesel engine used for testing marine fuels. The ‘Shadow’ measurement method used in the XLG3 type EVEREST digital endoscope, for quantitative and qualitative identification of detected surface defects, was approximated. Representative endoscopic images of the elements limiting the working space of the research engine are demonstrated, having been recorded during the usable quality testing of newly produced, low-sulphur marine fuels, so-called ‘modified fuels’. The main purpose of the endoscopic examinations was the final verification of the tested fuel’s suitability for feeding full-size marine engines.
... It is expected that the internal combustion engine will continue to be the driving force in transportation and industry for the next several decades (Domachowski 2021;Lamas et al. 2015). Inevitably, environmental preservation Yang, Tan, and Geng 2019), using efficient fuels , and energy savings are still the tendencies of internal combustion engine development. The existing engine pollution rules are being changed to Euro VI (European emission norms) (Squaiella, Martins, and Lacava 2013;Yalama et al. 2022), as well as ultralow emission policies (Jeon, Lee, and Park 2016;Korczewski 2022). ...
... Most of the energy supplied to the transportation industry comes from fossil fuel sources such as gasoline or diesel (Fernández et al., 2020;Serbin et al., 2021). Even so, the misuse of fossil fuels can create negative impacts on society (Stelmasiak et al., 2017;Yang et al., 2019). Energy consumption is an important economic driver fueling growth and prosperity . ...
Fossil fuels are the main source of energy for transportation operations around the world. However, fossil fuels cause extremely negative impacts on the environment, as well as uneven distribution across countries, increasing energy insecurity. Biodiesel is one of the potential and feasible options in recent years to solve energy problems. Biodiesel is a renewable, low-carbon fuel source that is increasingly being used as a replacement for traditional fossil fuels, particularly in diesel engines. Biodiesel has several potential benefits such as reducing greenhouse gas emissions, improving air quality, and energy independence. However, there are also several challenges associated with the use of biodiesel including the compatibility of biodiesel with existing engine technologies and infrastructure as well as the cost of production, which can vary depending on factors such as location, climate, and competing uses for the feedstocks. Meanwhile, studies aimed at comprehensively assessing the impact of biodiesel on engine power, performance, and emissions are lacking. This becomes a major barrier to the dissemination of this potential energy source. Therefore, this study will provide a comprehensive view of the physicochemical properties of biodiesel that affect the performance and emission properties of the engine, as well as discuss the difficulties and opportunities of this potential fuel source.
... Despite their widespread usage in a variety of fields, such as manufacturing, transportation, and construction, diesel engines do have an adverse effect on the environment (Hoang, 2021a;Mohapatra et al., 2022). Pollutants released by diesel engines include sulphur dioxide (SO2), particulate matter (PM), and nitrogen oxides (NOx) (Barik and Vijayaraghavan, 2020;Lamas et al., 2015;Yang et al., 2019). Smog may have negative impacts on the air quality and people's health since NOx and PM help to create it (Nagarajan et al., 2022;Stelmasiak et al., 2017). ...
Biodiesel manufacturing from renewable feedstocks has received a lot of attention as a viable alternative to fossil fuels. The Box-Behnken design, analysis of variance (ANOVA), and the Grey Wolf Optimizer (GWO) algorithm were used in this work to optimise biodiesel production from Nahar oil. The goal was to determine the best operating parameters for maximising biodiesel yield. The Box-Behnken design is used, with four essential parameters taken into account: molar ratio, reaction duration and temperature, and catalyst weight percentage. The response surface is studied in this design, and the key factors influencing biodiesel yield are discovered. The gathered data is given to ANOVA analysis to determine the statistical significance. ANOVA analysis is performed on the acquired data to determine the statistical significance of the components and their interactions. The GWO algorithm is used to better optimise the biodiesel production process. Based on the data provided, the GWO algorithm obtains an optimised yield of 91.6484% by running the reaction for 200 minutes, using a molar ratio of 7, and a catalyst weight percentage of 1.2. As indicated by the lower boundaries, the reaction temperature ranges from 50 °C. The results show that the Box-Behnken design, ANOVA, and GWO algorithm were successfully integrated for optimising biodiesel production from Nahar oil. This method offers useful insights into process optimisation and indicates the possibilities for increasing the efficiency and sustainability of biodiesel production. Further study can broaden the use of these strategies to various biodiesel production processes and feedstocks, advancing sustainable energy technology.
... In the shipping sector nowadays diesel engines prevail as the dominant mechanical power producers [1][2][3][4]. On ships, conventional diesel engines can be used as the main propulsion devices (usually slow-speed two-stroke diesel engines) [5][6][7] or can be used as auxiliary mechanical power producers (usually medium-speed four-stroke diesel engines) [8,9]. The new technologies and improvements, especially in the fi eld of harmful emissions reduction due to stringent legislation aff ects also marine diesel engines [10][11][12]. ...
This paper presents thermodynamic (energy and exergy) analysis and comparison of two diff erent marine propulsion steam turbines based on their operating parameters from exploitation. The fi rst turbine did not possess steam reheating and had only two cylinders (high-pressure and low-pressure cylinders), while the second turbine possesses steam reheating and has one additional cylinder (intermediate-pressure cylinder). In the literature at the moment, there cannot be found a direct and exact comparison of these two marine steam turbines and their cylinders based on real exploitation conditions. Along with energy and exergy analyses, the research it is investigated the sensitivity of exergy parameters to the ambient temperature change for both turbines and each cylinder. It is also presented the infl uence of the steam reheating process on the energy and exergy effi ciency of the entire power plant. For both observed turbines and their cylinders it is valid that relative losses and effi ciencies (both energy and exergy) are reverse proportional. The operation of an intermediate pressure cylinder from a steam turbine with reheating is the closest to optimal. Due to the diff erent origins of losses considered in energy and exergy analyses, each analysis detects diff erent turbine cylinders as the most problematic ones. The steam reheating process decreases losses and increases effi ciencies (both energy of each turbine cylinder and the whole turbine. The whole turbine with reheating has an energy effi ciency equal to 81.46% and an exergy effi ciency equal to 86.48%, while the whole turbine without reheating has energy and exergy effi ciencies equal to 76.47% and 80.94%, respectively. Exergy parameters of a steam turbine without reheating as well as its cylinders are much more infl uenced by the ambient temperature change in comparison to the steam turbine with reheating and its cylinders. The steam reheating process will increase the efficiency of the whole power plant in real exploitation conditions between 10% and 12%.
... Such works also require research examinations, especially numerical simulations, as well as engine tests to assess the combustion, emission, and structural effects of these fuels' application [11,14,16,17,18,20,23]. It turns out that there are few countries in the world that are conducting this type of research on real objects, i.e., full-size marine engines, mainly due to their complex nature [12,24]. Although the manufacturers of marine engines possess appropriately equipped test engine stands, the tests being carried out concern only the newly implemented design solutions of the manufactured engines fed with standard fuels. ...
The article describes the methodology of engine tests on new types of low-sulphur marine fuels in laboratory conditions in order to conduct a comprehensive assessment of their suitability for powering full-size marine engines. The innovativeness of the proposed solution consists of adapting the laboratory Diesel Engine Test Bed to carry out experimental tests using residual and alternative fuels so that it is possible to imitate the real operating conditions of the ship engine. The main aim of the research program was to assess the energy efficiency of six different low-sulphur marine fuels and their impact on the chemical emissivity of engine exhaust gases and air pollution with toxic and harmful chemical compounds. In order to achieve the research purpose formulated in this way, it was necessary to: (1) equip the constructed laboratory stand with highly specialised measuring equipment and (2) develop a technology for determining diagnostic parameters representing the basis for developing a ranking of the energy and emission quality of the tested marine fuels according to the proposed physical model. The model distinguishes 10 diagnostic parameters that, after normalisation, form two subsets of evaluation parameters - stimulant and destimulant. Determining their values made it possible to estimate a synthetic variable, according to which all the tested fuels were adjusted in the order from the “best” to the “worst”, in accordance with the adopted qualitative criteria of such an assessment. The results of the laboratory tests show that among the considered fuels, i.e., MDO, MGO, RMD 80/L, RMD 80/S, RME 180, and RMG 380 type, the best solution is to use MDO distillate fuel to power full-size marine engines. However, taking into account its high purchase price, a rational alternative decision is to choose RMG 380 type residual fuel, which ranks second in the ranking of the functional quality of the tested marine fuels.
... With the ultimate aim of meeting the requirements, the design process includes various actions that, among others, are taken in order to: • reduce emission of pollutants from engine exhaust [1,2,3,4,5]; ...
This article presents the influence of various ship’s operational conditions occurring during manoeuvres related to entering and leaving the ports and mooring operations. Frequent starts and stops of the ship’s propulsion unit are then required, which affect the variability of the energetic loads of the ship’s power plant, causing accelerated, non-design wear of the ship’s main propulsion engine. The effects of cold start-ups of the main ship engine are the subject of this study. Conditions of the engine inlet valve damage process are discussed. The physics of the degradation process leading to air inlet valve damage was considered. Laboratory tests of structure continuity and their results are discussed, and the valve material defects were excluded as the cause of the damage. The causes of repeated damage to the inlet air valves were identified. The effectiveness of the performed corrective measures was confirmed by a documented control test of the engine start-up. The article is a utilitarian premise for the requirements of the Classification Society.
