Marine engines are known as the "heart" of ships. At present, more than 90% of ocean going ships in the world use low-speed engines. In the field of marine low-speed engine, due to the lack of core R & D technology, China can only produce in the way of patent license at present; in the aspect of heavy parts of marine low-speed mechanism, China is also mainly in patent manufacturing, which requires a large number of imported parts such as electric control system, fuel oil system, supercharger, bearing bush, piston ring, etc., leading to the existence of & ldquo; in China's shipbuilding industry; Heart problems. In order to effectively solve the problem of "heart disease", China's shipbuilding industry has been actively exploring the independent research and development of marine low-speed machine and key parts for many years, and has carried out a lot of fruitful work. For this reason, China Shipbuilding news has opened up the column of "voice of marine engines", which provides readers with a good platform for academic and technical exchanges, and is committed to promoting the establishment of a technical system for the innovation and development of marine low-speed engines, forming a research and development system and innovation capacity of marine low-speed engines in China. &Mdash; & mdash; Editor
Data chart / alastar Philip wiper
Current situation of marine low speed engine industry
The low-speed engine generally refers to the reciprocating internal combustion engine whose speed is less than 300 rpm. It can be divided into low-speed diesel engine and low-speed dual fuel engine according to different fuels. Low speed engine has the advantages of high power, high efficiency, long service life, good reliability, easy operation and maintenance, and is the main propulsion power of ocean going ships. According to statistics, 90% of the world's shipping volume is driven by low-speed engines.
In the 1950s, there were more than ten low-speed machine brands in the world. Due to the large investment in low-speed machine R & D, the global service capability is required, and a certain scale can produce benefits. Therefore, after a period of merger, acquisition and extinction, only three low-speed machine brands remained in the 1990s: man, Wartsila and Mitsubishi. Among them, man was generated by the merger of the low-speed machine business of man in Germany and B & W in Denmark, and Wartsila's low-speed machine business was acquired from Sulzer in Switzerland. In 2015, the former CSSC Group acquired Wartsila's low-speed machine business and established Winterthur Gas & diesel (wingd) company. In 2017, Mitsubishi's low-speed engine business was merged with Kobe engine company to establish Japan engine company (j-eng). At present, the world's three low-speed machine brands are man es (man renamed man energy solutions), wingd and j-eng. In addition to j-eng's own brand and production, man es and wingd are only responsible for the technical research and product design of low-speed machines, which are manufactured by authorized patent factories under license. Most of the low-speed machine patent factories are located in China, Japan and South Korea, which also make almost all the low-speed machines in the world. Among them, the output of South Korea is the highest, and the output of China and Japan are equivalent. Among the enterprises in China, Hudong Heavy Machinery Co., Ltd., a subsidiary of China Shipbuilding Group Co., Ltd., occupies more than 20% of the low-speed machinery manufacturing market, ranking second in the world, second only to Korea Hyundai.
Emission regulations promote the development of low speed engine technology
In recent years, the main driving factor of low-speed aircraft technology development is the International Maritime Organization (IMO) Regulations on harmful emissions. In order to meet the requirements of the third stage of nitrogen oxides (Tier Ⅲ) regulations, which came into force in 2016, SCR and EGR technologies have been applied in low-speed diesel engines. SCR technology has a higher market share and is now moving towards the direction of airborne compact. WinGD puts forward the SCR on-engine scheme integrating SCR reactor and exhaust header, which greatly reduces the space occupied by the engine room. Under the cooperation of China's low-speed engine R & D and manufacturing units and wingd, the first low-speed engine adopting this technology will be manufactured in Dalian Marine Diesel Engine Co., Ltd., a subsidiary of China shipbuilding group, in 2020.
In 2016, the 70th meeting of IMO Marine Environmental Protection Committee (mepc70) set January 1, 2020 as the global ship fuel sulfur content should not exceed 0. 5% m / M standard implementation time. The installation of exhaust gas cleaning system (EGCS) has become one of the acceptable solutions for shipowners. According to the mode of use, EGCS can be divided into open type, closed type and hybrid type. The open system directly uses the alkalinity of seawater itself to clean the waste gas, and the cleaned seawater is treated or directly discharged back to the sea, which has the characteristics of simple equipment, low initial investment and use cost, but some countries and ports limit the waste water discharge of the open system in their control areas, including China.
After the implementation of sulfur emission restriction regulations in 2020, the use of low sulfur fuel has become a possible option. The use of low sulfur fuel can eliminate the obstacles in the application of wet combustion technology in the cylinder, that is, the problem that sulfur and water in the fuel will corrode the combustion chamber components will no longer exist. Therefore, wet combustion technology has been developed in recent years.
Two schemes of wet combustion technology are proposed by man es. One is lgim-w technology. Methanol and water are mixed into the cylinder and ignited with conventional diesel. This technology has been applied to a 6g50me model. The other is pi fiw (pilot ignition fuel in water) technology, that is, conventional diesel fuel is ignited to directly inject emulsified diesel into the cylinder. Both of the above technologies can meet the requirements of tier Ⅲ.
Jump (j-eng unique marine power) is a solution for j-eng to meet the emission reduction requirements of sulfur, nitrogen oxides and carbon dioxide. In this scheme, only marine light oil (MgO or MDO) is used, and the fuel consumption is reduced by 5% compared with the conventional low-speed engine on the basis of meeting the requirements of Tier II through stratified cylinder water spray technology combined with the optimization of combustion process; after the installation of low-pressure EGR, the requirements of tier III can be met. In January 2019, j-eng released the first successful operation of uec50lsj using the jump technology.
Dual fuel technology can use new clean fuels such as methane, which is one of the solutions to the emissions of sulfur and particulate matter. Man es first introduced GI series of dual fuel low-speed engine with high-pressure gas injection, and adopted diffusion combustion technology (diesel cycle). In 2015, wingd delivered the first low-speed dual fuel engine flex-50df with low-pressure gas injection. The DF series adopts the premixed combustion technology (Otto cycle), with low NOx emission, which can meet the requirements of tier III without post-treatment device, but the diffusion combustion can only meet the Tier II standard. In addition, the cost of low-pressure gas equipment is lower than that of high-pressure equipment. Due to the advantages of technology and cost, wingd DF Series quickly catch up with GI series of man es, with a market share of 70%. In 2019, the rated power of 12x92df delivered by Shanghai Zhongchuan Sanjing shipbuilding Diesel Engine Co., Ltd., a subsidiary of China shipbuilding group, reached 63840kw, becoming the world's largest dual fuel engine and the world's largest Otto cycle internal combustion engine.
Black carbon is the second largest source of global warming, second only to carbon dioxide, but also one of the important reasons for the melting of Arctic glaciers. Ship power is the main source of black carbon in the Arctic. At present, the international ship black carbon emission reduction is still in the stage of legislation. Black carbon emission reduction will be the next technical problem faced by low-speed aircraft. The IMO black carbon emission measures research communication group has identified 41 kinds of black carbon emission reduction measures, mainly including five research directions: fuel type, post-treatment technology, engine type, new power system, ship operation parameters, among which light fuel technology, particle trapper technology and their combination are considered as important means to solve the black carbon problem.
&"Three modernizations" technology development direction of Chengdu low speed machine
After years of development, it can be seen that intelligent, low-carbon and integrated technology is an important development direction of low-speed machine technology in the future.
In recent years, intelligent ship has become a new hotspot in the international maritime field. IMO, international organization for Standardization (ISO) and other international organizations have listed smart ships as an important topic, and major international classification societies have successively issued specifications or guidance documents on smart ships. In 2016, China launched the "smart ship 1.0 R & D project";. At the end of 2018, the Ministry of industry and information technology, the Ministry of transport and the State Administration of science, technology and industry for national defense jointly issued the action plan for the development of intelligent ships (2019-2021), & ldquo; promoting the intelligent upgrading of marine equipment & rdquo; is one of its key tasks. Low speed engine is the most important marine equipment for ocean going ships. Its intelligent technology has become a key bottleneck restricting the leapfrog development of the ship industry.
In April 2018, IMO MEPC at its 72nd session formulated the preliminary strategy of IMO marine greenhouse gas (GHG) emission reduction, and determined to realize the vision of shipping without GHG emission as soon as possible in this century. In June 2019, the 74th MEPC conference defined the start time and reduction rate of the third phase of the ship energy efficiency design index (EEDI). As a whole, the start time was earlier and the reduction rate was improved. In order to meet the requirements of greenhouse gas emission reduction and energy efficiency regulations, countries around the world have carried out research on various technologies to improve the energy efficiency of low-speed engines and reduce carbon emissions. In terms of fuel, man es is developing ammonia low-speed engine. Hydrogen, methanol, biodiesel and other zero carbon, low-carbon fuels are also hot research at home and abroad.
In terms of system integration, the hybrid system has been used in inland ships, and in ocean ships, the low-speed machine integrates PTI / PTOThe power grid and the energy storage unit form the general form of the marine hybrid power system. The application of energy storage unit can "cut peak and fill valley" the load, and make the main engine work in high efficiency condition as much as possible. When berthing, stopping the main engine and using auxiliary or stored electric energy to operate the ship can improve the ship's energy efficiency and reduce carbon emissions. Domestic and foreign enterprises and research institutions are carrying out research on the hybrid power system of ocean going ships.
China's low speed machine technology has made great progress
Our country has been committed to the development of low-speed machine, and there have been independent brand products in history. Under the current requirements of transformation and upgrading of the shipbuilding industry and high-quality development, China should have its own low-speed machine brand and independent R & D, manufacturing and service system. It is an effective and feasible way to achieve the leapfrog development of China's low-speed machine industry by acquiring a mature low-speed machine design enterprise and obtaining a higher starting point. Based on the above strategic considerations, in 2015, the former CSSC Group acquired Wartsila's low-speed machine business and established wingd. At the same time, China Shipbuilding Power Research Institute Co., Ltd., a subsidiary of China shipbuilding group, took the lead in launching a major scientific research project on low-speed marine engines, and actively carried out research and development cooperation at home and abroad. Through more than four years of ramming base and abutment, China's low-speed machine technology has made great progress and achieved fruitful results.
Up to now, the 400 mm cylinder diameter low-speed dual fuel engine project prototype has fulfilled the shipment order; the low-speed diesel engine and dual fuel engine principle testing machine have been successfully ignited and operated in Shanghai port, both of which are the most advanced principle testing machines in the world, and their completion means that China has the world's most advanced test platform for low-speed engine; research on core supporting parts of low-speed engine The system has also made gratifying progress. The electric control system has realized the application of matching machine. The supercharger and oil mist detector have obtained the approval certificate of China Classification Society and formed the independent matching ability.
Driven by scientific research projects, all units in China adhere to the principle of "government, production, learning, research and application"; In order to enhance the international competitiveness of China's marine power and shipbuilding industry, and strive to realize the "Chinese dream" of independent innovation and development of China's low-speed machinery, we should strive to improve the innovation capacity of China's low-speed machinery, build an independent and controllable low-speed machinery industry system, and make up for the shortcomings of high-quality development of the shipbuilding industry.
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