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Effect of Early Closing of the Inlet Valve on Fuel Consumption And Journal of Marine Science and Engineering Article Effect of Early Closing of the Inlet Valve on Fuel Consumption and Temperature in a Medium Speed Marine Diesel Engine Cylinder Vladimir Peli´c 1 , Tomislav Mrakovˇci´c 2,* , Vedran Medica-Viola 2 and Marko Valˇci´c 2 1 Faculty of Maritime Studies, University of Rijeka, Studentska ulica 2, 51000 Rijeka, Croatia; [email protected] 2 Faculty of Engineering, University of Rijeka, Vukovarska 58, 51000 Rijeka, Croatia; [email protected] (V.M.-V.); [email protected] (M.V.) * Correspondence: [email protected]; Tel.: +385-51-651-520 Received: 3 September 2020; Accepted: 24 September 2020; Published: 26 September 2020 Abstract: The energy efficiency and environmental friendliness of medium-speed marine diesel engines are to be improved through the application of various measures and technologies. Special attention will be paid to the reduction in NOx in order to comply with the conditions of the MARPOL Convention, Annex VI. The reduction in NOx emissions will be achieved by the application of primary and secondary measures. The primary measures relate to the process in the engine, while the secondary measures are based on the reduction in NOx emissions through the after-treatment of exhaust gases. Some primary measures such as exhaust gas recirculation, adding water to the fuel or injecting water into the cylinder give good results in reducing NOx emissions, but generally lead to an increase in fuel consumption. In contrast to the aforementioned methods, the use of an earlier inlet valve closure, referred to in the literature as the Miller process, not only reduces NOx emissions, but also increases the efficiency of the engine in conjunction with appropriate turbochargers. A previously developed numerical model to simulate diesel engine operation is used to analyse the effects of the Miller process on engine performance. Although the numerical model cannot completely replace experimental research, it is an effective tool for verifying the influence of various input parameters on engine performance. In this paper, the effect of an earlier closing of the intake valve and an increase in inlet manifold pressure on fuel consumption, pressure and temperature in the engine cylinder under steady-state conditions is analysed. The results obtained with the numerical model show the justification for using the Miller processes to reduce NOx emissions and fuel consumption. Keywords: marine diesel engine; Miller process; fuel consumption; nitrogen oxides 1. Introduction Maritime transport is extremely important for the exchange of goods at the global level. Although the transport of goods by sea is the most efficient known mode of transport in terms of energy consumption per mile travelled and per tonne of cargo transported, it faces increasing demands in terms of energy efficiency and the reduction in negative environmental impacts. The requirements for reducing air pollution with pollutants from marine power plants are defined in MARPOL (International Convention for the Prevention of Pollution from Ships, 1973, 1978, 1997), Annex VI (Prevention of Air Pollution from Ships, enforced since 19 May 2005). The NOx emission limits for marine diesel engines with a rated power of more than 130 kW are divided into Tiers I, II and III according to the IMO (International Maritime Organisation). The limit values are applied depending on the date of construction date and the area of navigation, as shown in Figure1. J. Mar. Sci. Eng. 2020, 8, 747; doi:10.3390/jmse8100747 www.mdpi.com/journal/jmse J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 2 of 18 applied depending on the date of construction date and the area of navigation, as shown in Figure J.1. Mar. Sci. Eng. 2020, 8, 747 2 of 18 FigureFigure 1.1. NOxx emission limits for marine engines [[1].1]. Tier II refersrefers toto allall shipsships builtbuilt sincesince 2000.2000. Tier IIII isis enforcedenforced sincesince 2011.2011. Due to TierTier II,II, thethe NONOxx emission limits are reduced by up to 21% compared to Tier I. Tier III requires an additional 76% reduction inin emissionsemissions reduction reduction for for ships ships operating operating in in ECA ECA (Emission (Emission Control Control Areas). Areas). Depending Depending on theiron their operating operating area area of navigation, of naviga manytion, many ships areships aff ectedare affected by Tiers by II andTiers III. II Itand is therefore III. It is necessarytherefore tonecessary optimize to the optimize emissions the ofemissi marineons dieselof marine engines. diesel engines. Most merchantmerchant ships ships are are powered powered by a by two-stroke a two-st low-speedroke low-speed diesel enginediesel whoseengine overall whose effi overallciency exceedsefficiency 50% exceeds under 50% certain under operating certain conditions.operating co Medium-speednditions. Medium-speed diesel engines diesel are engines half the are size half at thethe samesize at rated the powersame rated and NO powerx emissions and NO arex considerablyemissions are lower. considerably However, lower. their However, efficiency doestheir notefficiency exceed does 48%. not The exceed advantages 48%. The of medium-speedadvantages of medium-speed diesel engines arediesel particularly engines are pronounced particularly in diesel-electricpronounced in and diesel-electric hybrid systems. and hybrid The slightly systems. higher The specific slightly fuel higher consumption specific fuel of four-stroke consumption diesel of enginesfour-stroke can bediesel compensated engines can by utilizingbe compensated waste heat by ofutilizing the exhaust waste gases heat and of coolingthe exhaust water. gases and coolingIn order water. to meet the environmental requirements for medium-speed diesel engines, various measures are appliedIn order to reduceto meet emissions. the environmentalThese measures requiremen are dividedts for medium-speed into primary and diesel secondary engines, measures. various Primarymeasures measuresare applied involve to reduce modifying emissions. the These process measures in the are engine divided cylinder. into primary Secondary and secondary measures includemeasures. exhaust Primary after-treatment. measures involve Fuel type modifying and quality the alsoprocess have ain significant the engine influence cylinder. on Secondary emissions. Technologiesmeasures include for reducing exhaust NOafter-treax emissionstment. are Fuel listed type in and Table quality1. also have a significant influence on emissions. Technologies for reducing NOx emissions are listed in Table 1. Table 1. NOx emission reduction technologies [2]. Table 1. NOx emission reduction technologies [2]. NOx Emission Reduction Technology Expected Reduction 1NO Two-stagex Emission turbocharger Reduction and Technology Miller process Expected ~40% Reduction 1 2Two-stage Combustion turbocharger process and adjustmentMiller process ~ ~10%40% 2 3Combustion EGR—exhaust process gas adjustment recirculation ~ ~60%10% 3 4EGR—exhaust Higher humidity gas of recirculation the scavenging air~ ~40%60% 5 Adding water to the fuel before injecting ~25% 4 6Higher Direct humidity injection of waterthe scavenging into the cylinder air ~ ~50%40% 5 7Adding SCR—selective water to the fuel catalythic before reduction injecting ~ ~80%25% 6 8Direct Replacing injection liquidof water fuel into with the gaseous cylinder fuel ~ ~85%50% 7 SCR—selective catalythic reduction ~ 80% 8 Replacing liquid fuel with gaseous fuel ~ 85% NOx emission reduction technologies, which are marked 1, 2, 7 and 8 in Table1, have the most favourable impact on energy efficiency and specific fuel oil consumption (SFOC). The implementation of otherNO listedx emission technologies reduction leads technologies, to an increase which in specificare mark fueled consumption.1, 2, 7 and 8 in Table 1, have the most favourableThe adjustment impact ofon the energy combustion efficiency process and in thespecific engine cylinderfuel oil byconsumption increasing the (SFOC). compression The ratioimplementation while simultaneously of other listed reducing technologies the amount leads of to fuel an injected increase per in crankshaftspecific fuel revolution consumption. theoretically enablesThe theadjustment approximately of the constant combustion pressure process of the in combustion the engine process. cylinder Thisby leadsincreasing to lower the compression ratio while simultaneously reducing the amount of fuel injected per crankshaft maximum pressure and a lower maximum temperature, which is beneficial because NOx emissions J. Mar. Sci. Eng. 2020, 8, x FOR PEER REVIEW 3 of 18 revolution theoretically enables the approximately constant pressure of the combustion process. This leads to lower maximum pressure and a lower maximum temperature, which is beneficial because NOx emissions are largely temperature-dependent. By using modern electronically J. Mar. Sci. Eng. 2020, 8, 747 3 of 18 controlled fuel injection systems, this technology does not lead to a significant increase in specific fuel consumption. are largelyThe temperature-dependent.Miller process is specific By usingto the modern early electronicallyclosing of the controlled inlet valves fuel injectionclosing. systems,R. Miller thisinvestigated technology the does influence not lead of to the a significant closing angle increase of the in specific inlet valve fuel consumption.on the temperature at the end of compressionThe Miller processin the cylinder. is specific Early to the closing early closingof the inlet of the valve inlet results valves closing.in additional
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