Search Results (68)

This article presents a proposed a new method for estimating the degree of dilution of lubricating oil with diesel oil, which can be applied to systems for ongoing monitoring of lubricating oil quality in an internal combustion engine. The test is performed for reference blends based on two commonly used single-season lubricating oils for marine and industrial engines. SAE 30 and SAE 40 viscosity grade base oils and ISO-F-DMX category diesel oil are used. For each base oil, reference blends are prepared with diesel oil content in the lubricating oil mixture equal to 0, 1, 2, 5, 10, 20, 30, 40, 50, 75, and 100% m/m. Concentration estimates are made for each mixture based on measured kinematic viscosity at different temperatures. Measurements are made for 40, 50, 60, 70, 80, 90, and 100 °C. The results are evaluated by determining the model’s fit to the empirical data and the maximum percentage absolute error in estimating the degree of dilution of the lubricating oil with diesel fuel. The results are contrasted with a previously used model based on the inverse Arrhenius equation for determining the viscosity of binary mixtures. The proposed new model for both base oils, for all tested reference concentrations and for all tested temperatures shows a much better fit to empirical data (R² > 0.999). Moreover, the maximum absolute error of the SATUFER estimation did not exceed the value of 1.5% m/m and, relative to the model based on the inverse Arrhenius equation, it is ~8.9 times higher for mixtures of SAE 30 grade base oil and ~10.3 for mixtures of SAE 40 grade base oil. Full article

To meet the global climate change challenge and the International Maritime Organization’s (IMO) greenhouse gas emission reduction strategy, and promote the shipping industry’s transition to clean energy, this study focuses on the 6S35 2-stroke marine low-speed engine to explore hydrogen fuel combustion and emissions in the cylinder. A detailed chemical reaction kinetics model is constructed on the CONVERGE platform, coupling 42 components and 168 elementary reactions, integrating the SAGE combustion model with the extended Zeldovich NOx mechanism for refined numerical simulation of hydrogen combustion. Model validation shows the cylinder pressure peak simulation error is within 5%. Research results indicate hydrogen fuel has significant premixed combustion characteristics with a violent and concentrated heat release. Under simulation, the cylinder explosion pressure reaches about 28 MPa, and the max combustion temperature nears 3000 K, far exceeding traditional diesel engines. In terms of emissions, hydrogen’s carbon-free characteristic keeps CO₂ and CO emissions at extremely low levels (concentrations of approximately 0.02 and 0.085, respectively); whereas NOx emissions exhibit strong “high temperature dependence” and “expansion cooling effect,” with peak concentrations approaching 0.00042. This numerical model can effectively predict the combustion performance of hydrogen fuel, potentially providing a reference for optimizing fuel injection strategies and combustion chamber design to achieve efficient and clean combustion, and offering a theoretical basis for the development and commercial application of marine hydrogen fuel engines. Full article

The utilization of low- and zero-carbon fuels in internal combustion engines is gaining increasing interest. In marine engine applications, the co-combustion of methane and ammonia has emerged as a promising strategy for reducing carbon emissions. In this work, a chemical kinetic mechanism for n-heptane/methane/ammonia blended fuel was developed and validated. Using this mechanism, sensitivity and chemical kinetic analyses were performed to explore the ignition characteristics of the fuel mixture. The results indicate that at an initial temperature of 1000 K, reaction R152 (C₇H_15-2 = CH₃ + C₆H₁₂) exerts the strongest inhibiting effect on ignition. C₇H_15-2 is a major low-reactivity intermediate generated during n-heptane decomposition, and the accumulation of such intermediates contributes to the negative temperature coefficient (NTC) behavior. A cross-reaction between CH₄ and NH₃, R111 (CH₄ + NH₂ = CH₃ + NH₃), was identified, which impedes the smooth progression of oxidation. Elevated temperatures, oxygen-rich conditions, and higher ammonia blending ratios promote the formation of NO. The production of N₂O is primarily governed by reaction R105 (NH + NO = N₂O + H), whose rate increases with the NH₃ molar fraction. Consumption of N₂O occurs mainly via reactions R92 (N₂O + H = N₂ + OH) and R94 (N₂O (+M) = N₂ + O (+M)), both of which occur later than its formation through R105, indicating that N₂O consumption is more sensitive to temperature. Full article

Methanol is a promising alternative marine fuel due to its favorable combustion characteristics and potential to reduce exhaust emissions under increasingly stringent International Maritime Organization (IMO) regulations. This study presents a three-dimensional computational fluid dynamics (CFD) analysis of a four-stroke, medium-speed marine engine operating in methanol–diesel dual-fuel (DF) mode. Simulations were performed using AVL FIRE for a MAN B&W 6H35DF engine, covering the in-cylinder process from intake valve closing to exhaust valve opening. Nine operating cases were investigated, including seven methanol–diesel DF cases with equivalence ratios (Φ) from 0.18 to 0.30, one methane–diesel DF case (Φ = 0.22), and one pure diesel baseline. A power-matched condition (IMEP ≈ 20 bar) enabled consistent comparison among fueling strategies. The results show that methanol–diesel DF operation reduces peak in-cylinder pressure, heat-release rate, turbulent kinetic energy, and wall heat losses compared with diesel operation. At low to moderate Φ, methanol DF combustion significantly suppresses nitric oxide (NO), soot, and carbon monoxide (CO emissions), while carbon dioxide (CO₂) emissions increase with Φ and approach diesel levels under power-matched conditions. These results highlight methanol’s potential as a viable low-carbon fuel for marine engines. Full article

Ammonia can significantly reduce carbon emissions when used in internal combustion engines. However, pure ammonia is considered difficult to ignite and has a slow flame propagation speed, which makes its application challenging. Furthermore, previous research on pure ammonia engines has been based on bench tests, with no vehicle-level tests reported to date. In this study, an engine was tested using pure ammonia as a single fuel in a range-extended hybrid electric vehicle. First, a pure ammonia hybrid power system was implemented in a light-duty vehicle. By motoring the engine instantly to its optimal operating window, the hybrid mode ensures a rapid transition to stable combustion. The results show that, using pure ammonia, the engine can operate stably within a speed range of 1000–3175 rpm. The engine achieves an output power of 45 kW, with an indicated thermal efficiency exceeding 40% under 3175 rpm. Compared to gasoline, pure ammonia has a longer ignition delay but a similar combustion duration. Pure ammonia requires an earlier spark timing and higher intake temperature. The ammonia and NO remain high even after being treated by a three-way catalyst. This research verifies the feasibility of using pure ammonia as a single fuel in hybrid modes, offering broad application prospects in scenarios such as marine power and stationary power generation. Full article

The maritime sector, responsible for approximately 3% of global greenhouse gas (GHG) emissions, is under growing pressure to transition toward climate-neutral operations. Significant progress has been made in developing sustainable fuels and propulsion systems to meet these demands. Although electric propulsion and fuel cells are highlighted as key technologies for achieving net-zero carbon targets, they remain an immature solution for large-scale maritime use, particularly in long-distance shipping. Therefore, modifying internal combustion engines and employing alternative fuels emerge as more feasible transition strategies, especially in short-sea shipping and port applications such as tugboat operations. Among alternative fuels, hydrogen (H₂) and ammonia (NH₃) have emerged as the most prominent fuels in recent years due to their carbon-free nature and compatibility with existing marine compression ignition (CI) engines with only minor modifications. This study explores the viability of hydrogen and ammonia as alternative fuels for CI engines in terms of technological, economic, and environmental aspects. Also, using a life cycle assessment (LCA) framework, this study examines the environmental impacts and feasibility of gray, blue, and green hydrogen and ammonia production pathways. The analysis is conducted from both well-to-tank (WtT) and tank-to-wake (TtW) perspectives. The results demonstrate that green fuel production pathways significantly reduce emissions but lead to higher economic costs, while intermediate blends offer a balanced trade-off between environmental and financial performance. Moreover, the combustion stage analysis indicates that H₂ and NH₃ provide substantial environmental benefits by significantly reducing harmful emissions. Consequently, a Multi-Criteria Decision Making (MCDM) approach is employed to determine the optimal blending strategy, revealing that a 24% hydrogen and 76% marine diesel oil (MDO) energy share yields the most favorable outcome among the evaluated alternatives. Full article

Decarbonising aquaculture support vessels is pivotal to reducing greenhouse gas (GHG) emissions across both the aquaculture and maritime sectors. This study evaluates the technical and economic feasibility of deploying hydrogen as a marine fuel for a 14.95 m net cleaning vessel (NCV) operating in Tasmania, Australia. The analysis retains the vessel’s original layout and subdivision to enable a like-for-like comparison between conventional diesel and hydrogen-based systems. Two options are evaluated: (i) replacing both the main propulsion engines and auxiliary generator sets with hydrogen-based systems—either proton exchange membrane fuel cells (PEMFCs) or internal combustion engines (ICEs); and (ii) replacing only the diesel generator sets with hydrogen power systems. The assessment covers system sizing, onboard hydrogen storage integration, operational constraints, lifecycle cost, and GHG abatement. Option (i) is constrained by the sizes and weights of PEMFC systems and hydrogen-fuelled ICEs, rendering full conversion unfeasible within current spatial and technological limits. Option (ii) is technically feasible: sixteen 700 bar cylinders (131.2 kg H₂ total) meet one day of onboard power demand for net-cleaning operations, with bunkering via swap-and-go skids at the berth. The annualised total cost of ownership for the PEMFC systems is 1.98 times that of diesel generator sets, while enabling annual CO₂ reductions of 433 t. The findings provide a practical decarbonisation pathway for small- to medium-sized service vessels in niche maritime sectors such as aquaculture, while clarifying near-term trade-offs between cost and emissions. Full article

The transition to cleaner, hydrogen-containing fuels is critical for reducing the environmental impact of marine infrastructure, yet their potential effects on the durability and mechanical reliability of engine components remain a significant engineering challenge. Although aluminum alloys are generally regarded as less susceptible to hydrogen-induced degradation and are widely applied in internal combustion engine components, experimental data obtained under real operating conditions with hydrogen-containing fuel mixtures remain insufficient to fully assess all potential risks. In the present study, two identical low-power gasoline engine–generators were operated for 220 h on fuels with and without hydrogen. Post-test analysis included mechanical testing and microstructural characterization of aluminum alloy pistons for comparative assessment. The measured values of ultimate tensile strength, elongation and deflection, maximum bending force, and effective stress concentration factor revealed pronounced property degradation in the piston operated on the gasoline–hydrogen mixture compared to both the new piston and the one run on pure gasoline. Microstructural analysis provided a plausible explanation for this degradation. The results of this preliminary study provide insights into the effects of hydrogen-containing fuel on the mechanical performance of engine component alloys, contributing to the development of safer and more reliable marine energy systems. Full article

In the present paper, a quantitative assessment of the effect of alternative fuel (LNG, LPG-B, LPG-P and MeOH) implementation in internal combustion engines in bulk carrier vessels on environmental compliance is presented. A fleet comprising 40 vessels across the Handymax, Panamax and Supramax classes is examined. By using LNG, the total fleet achieves environmental compliance up to 2030, with 52.5% of the fleet potentially achieving a minor superior energy ranking, while the EU ETS costs can be reduced by up to 24% compared to the case of burning conventional fuels. LPG-B and LPG-P demonstrated moderate improvements in the compliance period, with 50% to 87.5% and 52.5% to 97.5% surviving up to 2030, respectively. Reductions in the EU ETS costs were similar for these two fuels, with the reductions ranging from 3.3% to 12.1% for LPG-B and from 4.1% to 15.2% for LPG-P. Among all fuels, methanol showed the least improvement in extending the compliance period, with 52.5% to 67.5% of the fleet reaching 2030 with inferior to moderate CII ranks. The EU ETS cost reductions were low, ranging from 2.7% to 10%, with substantial fuel cost increases from 29.9% to 107%. The present study aims to assist ship owners/operators by providing a decision-support tool for bulk carrier alternative fuel pathways. Finally, it provides insights into the marine industry and shipping market regarding the future of the bulk carrier fleet in the context of decarbonization. Full article

This paper discusses the use of additional ultrasonic fuel treatment technology to reduce sulfur oxide emissions from marine diesel exhaust gases. The research was conducted on a Bulk Carrier vessel with a deadweight of 64,710 tons with the main engine YMD MAN BW 6S50ME-C9.7 and three auxiliary diesel generators CMP-MAN 5L23/30H. The exhaust gases from all engines were treated for sulfur impurities using a scrubber system. It was stated that the combined use of the exhaust gas scrubber system and ultrasonic fuel treatment technology (compared to scrubber-only exhaust gas cleaning) results in a reduction in carbon dioxide CO₂ and sulfur dioxide SO₂ emissions, along with their ratio SO₂/CO₂. The additional ultrasonic fuel treatment technology has had the most significant effect on sulfur-containing components, leading to a substantial decrease in SO₂ emissions from exhaust gases. For various operating conditions of ship diesel engines, a reduction in CO₂ emissions of 2.9–7.5% and a reduction in SO₂ emissions of 9.3–33.1% were established. This achieved a reduction of 6.3 to 23.7% in the SO₂/CO₂ ratio, a critical parameter for evaluating the performance of the scrubber system in exhaust gas cleaning, as mandated by the provisions of Annex VI of MARPOL. The requirements of the international conventions MARPOL and SOLAS were adhered to during the experiments. Full article

With the increased power density of internal combustion engines (ICE) and growing demands for lightweight design, the connecting rod big-end bearings are subjected to significant alternating loads. Consequently, the interference–fit interfaces become susceptible to fretting damage, which can markedly shorten engine service life and impair reliability. In the present study, the effects of the big end manufacturing process, bolt preload, and bearing bush interference fit are considered to develop a coupled lubrication–dynamic model of the connecting rod big-end bearing. This model investigates the fretting damage issue in the bearing bush of a marine diesel engine’s connecting rod big end. The results indicate that the relatively low stiffness of the big end is the primary cause of bearing bush fretting damage. Interference fit markedly affects fretting wear on the bush back, whereas the influence of bolt preload is secondary; nevertheless, a decrease in either parameter enlarges the fretting distance. Based on these findings, an optimized design scheme is proposed. Full article

The maritime industry, while indispensable to global trade, is a significant contributor to greenhouse gas (GHG) emissions, accounting for approximately 3% of global emissions. As international regulatory bodies, particularly the International Maritime Organization (IMO), push for ambitious decarbonization targets, hydrogen-based technologies have emerged as promising alternatives to conventional fossil fuels. This review critically examines the potential of hydrogen fuels—including hydrogen fuel cells (HFCs) and hydrogen internal combustion engines (H2ICEs)—for maritime applications. It provides a comprehensive analysis of hydrogen production methods, storage technologies, onboard propulsion systems, and the associated techno-economic and regulatory challenges. A detailed life cycle assessment (LCA) compares the environmental impacts of hydrogen-powered vessels with conventional diesel engines, revealing significant benefits particularly when green or blue hydrogen sources are utilized. Despite notable hurdles—such as high production and retrofitting costs, storage limitations, and infrastructure gaps—hydrogen holds considerable promise in aligning maritime operations with global sustainability goals. The study underscores the importance of coordinated government policies, technological innovation, and international collaboration to realize hydrogen’s potential in decarbonizing the marine sector. Full article

This study creates and tests a machine learning model that can predict fuel use and emissions (NO_x, CO₂, CO, HC, PN) from a marine internal combustion engine when it is running normally. The model learned from data collected from conventional diesel fuel experiments. Subsequently, we evaluated its ability to transfer by employing the parameters associated with waste cooking oil (WCO) biodiesel and its 60/40 diesel mixture. The machine learning model demonstrated exceptional proficiency in forecasting diesel mode (R² > 0.95), effectively encapsulating both long-term trends and short-term fluctuations in fuel consumption and emissions across various load regimes. Upon the incorporation of WCO data, the model maintained its capacity to identify trends; however, it persistently overestimated emissions of CO, HC, and PN. This discrepancy arose primarily from the differing chemical composition of the fuel, particularly in terms of oxygen content and density. A significant correlation existed between indicators of incomplete combustion and the utilization of fuel. Nonetheless, NO_x exhibited an inverse relationship with indicators of combustion efficiency. The findings indicate that the model possesses the capability to estimate emissions in real time, requiring only a modest amount of additional training to operate effectively with alternative fuels. This approach significantly diminishes the necessity for prolonged experimental endeavors, rendering it an invaluable asset for the formulation of fuel strategies and initiatives aimed at mitigating carbon emissions in maritime operations. Full article

Recently, as carbon emission regulations enforced by the International Maritime Organization (IMO) have become stricter and pressure from the World Trade Organization (WTO) to abolish tax-free fuel subsidies has increased, the demand for electric propulsion systems in the marine sector has grown. Most small domestic fishing vessels rely on tax-free fuel and have limited cruising ranges and constant-speed operation, which makes them well-suited for electric propulsion. This paper proposes replacing the internal combustion engine system of such vessels with an electric propulsion system. Based on real operating conditions, an Interior Permanent Magnet Synchronous Motor (IPMSM) was designed and optimized. The Savitsky method was used to calculate total resistance at a typical cruising speed, from which the required torque and output were determined. To reduce torque ripple, an asymmetric dummy slot structure was proposed, with two dummy slots of different widths and depths placed in each stator slot. These dimensions, along with the magnet angle, were set as optimization parameters, and a metamodel-based optimal design was carried out. As a result, while meeting the design constraints, torque ripple decreased by 2.91% and the total harmonic distortion (THD) of the back-EMF was lowered by 1.32%. Full article

Improving the reliability and durability of internal combustion engines in marine vessels is a complex issue. The vibrations generated in these engines significantly affect their proper operation. One of the current research challenges is identifying effective methods to reduce, among other things, torsional vibrations generated within the crank–piston system. To mitigate these vibrations, viscous dampers are commonly used. The selection of a viscous damper for a high-power multi-cylinder engine, such as those in marine power plants, requires a thorough understanding of the thermo-hydrodynamic properties of oil films formed in the spaces between the damper housing and the inertial mass. The description of the phenomena involved is complicated by the variable positioning of the inertial mass center relative to the housing during operation. Most previous studies assume a concentric alignment between these components. The main novelty of this work lies in highlighting the combined effect of the eccentric motion of the inertial ring on both hydrodynamic resistance and thermal characteristics, which has not been fully addressed in existing studies. This article defines the oil flow resistance coefficients and develops static characteristics of the dampers. Additionally, it evaluates the impact of the size of the frontal and cylindrical surfaces of the damper on its heat dissipation capacity. The presented characteristics can be utilized to assess the performance parameters of this type of damper. Full article