Development and performance of diagnostic system for small marine Diesel engine functioning in dual fuel system

doi:10.21203/rs.3.rs-2947732/v1

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Development and performance of diagnostic system for small marine Diesel engine functioning in dual fuel system

https://doi.org/10.21203/rs.3.rs-2947732/v1

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The paper presents the PHOTON floating laboratory of Gdansk University of Technology, equipped with a stand for testing a dual fuel (liquid and gaseous) supply system. The influence of the type of fuel on functional effects, emission, and durability of the engine is considered. Engine mooring trials of the unit were carried out to assess the influence of the used fuel on: coolant temperature, lubricating oil temperature, engine housing temperature, and engine vibration in relation to the concentration of nitrogen oxides, carbon oxides, and hydrocarbons in engine exhaust gases for dual engine supply with liquid and gaseous fuel.

Earth and environmental sciences/Environmental sciences

Physical sciences/Engineering

Biological sciences/Ecology/Agri ecology

research vessel

alternative fuels

DME

dual fuel system

Diesel engine

diagnostics

exhaust emissions

engine performance

mooring trials

sea trials

One of the threats to the Baltic Sea is contamination with particles in the micro- and nano-size range of various substances. A particular threat to health and the environment is soot from diesel engines, oil emulsions, perfluorinated chemicals, and microplastics.

A particular risk arises from the emission of soot from marine engines, which have a simple design to ensure reliability during operation and at the same time are a point/diffuse source of soot emissions. Particle emission commonly referred to as "soot" is one of the most harmful forms of air pollution. Soot is a confirmed carcinogen and a significant smog component. Moreover, soot particles contribute to local warming by both floating in the air as an aerosol (≤ 2.5 micrometres in diameter) and absorbing solar radiation, and falling to the ground and blackening its surface, thus further increasing the absorption of light. Especially spectacular is the accelerated melting of snow and ice in Arctic regions due to the intensification of navigation through the Arctic Ocean, and the associated soot emissions from marine diesel engines. The Baltic Sea, crossed by dense corridors for intermodal transport between highly urbanized coastal areas, is particularly vulnerable to consequences of the emission of soot and other pollutants from marine diesel engines. During the operation of diesel engines on smaller ships, apart from emissions to air, there is the threat of simultaneous emission of soot to water in the seawater-cooled exhaust gas cooling systems ^1,2.

Due to the appearance of dimethyl ether (DME) fuel ³, there is an interest in examining its influence on the behaviour of marine propulsion, as compared to traditional fuels (e.g., Diesel fuel) ⁴.

Instead of burning only Diesel, it is rational to use the mixed fuel Diesel + DME in a dual liquid-gas system or two gaseous fuels LPG + DME. This solution allows for further operation of the existing drive systems after their adaptation, with lower emission of pollutants in the exhaust gases. Using a dual fuel system is proactive as it prevents the problem from occurring before it occurs, by improving fuel combustion in the engine and preventing emissions of pollutants. The reactive effect of cleaning marine exhaust gases, in scrubbers for instance, is still widespread on larger ships ⁵.

For this reason, research has been undertaken by the authors on the impact of the used fuel on engine durability and dynamics, along with environmental assessment of combustion products. The Gdansk University of Technology is the owner and operator of a 12-meter sailing-motor yacht. The yacht PHOTON is a servant for teaching, research, and training purposes for students and doctoral students, constituting a floating laboratory for analytical and technological research of the marine environment, sheltered sea, and inland waters. This unit was a delegate for adaptation as part of the RBR (Reviving Baltic Resilience) project to build a fuel and engine control installation which would improve the engine operation through the use of liquid-gaseous fuels, especially Diesel-DME mixture, but with the possibility of adaptation to other systems, e.g., hydrogen ⁶.

The pilot investments in the RBR project were related to pollutants that could get into the air and water of the Baltic Sea. The proposed solutions to heal the environmental situation of the Baltic Sea are preventive in nature, i.e., pro-ecological.

For research purposes, the diesel engine installed on the vessel was supplied with a dual fuel feeding system. Additionally, the diagnostic system comprises of temperature, acceleration, pressure, and fuel consumption sensors, similar to a system developed for investigation of marine vessels ⁷. The adopted solution was expected to result in the prevention or reduction of soot emissions to the environment by improving the combustion process as well as controlling and regulating operating parameters of the engine.

A PC computer, an external data acquisition card, and a developed visualization program were used to collect the measurement data. The conducted research was focused on monitoring and diagnosis, reduced to the control of technical condition of the engine during its operation. The dual power supply of the engine enabled to administer only Diesel fuel, a DME dose interspersed with Diesel doses, and a dose of Liquid Petroleum Gas (LPG) interspersed with Diesel doses. As part of the study, the analysis of changes in parameters of the engine operating with DME was performed to compare to traditional fuel (Diesel) operation. The developed diagnostic system enabled the detection and localization of malfunctions in engine operation. These malfunctions can be classified into three classes ⁸ related to the following effects:

functional limiting work efficiency (u_f) (power, torque, thrust force, working speed, fuel consumption);
durability of engine operation (u_s);
emission (e_u) causing an increase in the emission of toxic compounds and fuel consumption.

The article presents the research methodology and the developed specialized stand, along with selected research results.

A commonly used fuel in a diesel engine contains hydrocarbons obtained from distillation of crude oil. An interesting alternative is the use of dimethyl ether (DME) as a fuel that can be obtained from biological components and treated as a biofuel ³.

Dimethyl ether, CH3OCH3, is an organic chemical compound containing the ether group ^3,5. It can be an alternative fuel to gasoline and Diesel fuel. DME can be used as a standalone fuel in diesel engines, where it performs well. DME has a cetane number exceeding 55, while diesel usually does not reach 53. In the European Union, widespread use of DME as a biofuel is considered for the end of this decade.

Unlike DME, LPG is not currently used in diesel engines as an independent fuel. This is due to unfavourable ignition properties (low cetane number 50). What is noteworthy, better ignition properties of DME make that it can be used in diesel engines without restrictions ⁹. In addition, DME may find application as gas turbine fuel, coolant, aerosol propellant, and a solvent.

In a commonly used diesel engine, harmful oxides and solid particles are formed during the combustion of diesel fuel. The research on the use of DME additive in the combustion of diesel fuel is aimed at improving the quality of exhaust gases. There is an interest in using DME-combined diesel fuels because, due to poor lubricating properties and viscosity, DME cannot be used as an independent fuel ¹⁰.

The yacht PHOTON is equipped with an M series diesel engine manufactured by the Dutch company Vetus b.v. ¹¹. The diesel engine has been adapted to dual operation on liquid diesel fuel in combination with LPG or DME ¹².

The operation of the modernised dual fuel system is as follows: a dose of gaseous fuel and the air is compressed in the combustion chamber. Due to poor auto-ignition properties of the gas, a diesel fuel dose is introduced into the combustion chamber in the last stage of compression to initiate ignition. Diesel oil injection serves only an auxiliary function and is designed to ignite the gas-air mixture; therefore, its size is limited to 5–15% of the diesel oil injected under usual engine operating conditions. The engine load change is executed by changing the dose of the supplied gaseous fuel, while the auxiliary diesel fuel dose remains constant. The structure of the dual fuel Diesel-DME (Diesel-LPG) supply connection system for one cylinder is shown in Fig. 1.

In the dual system, the operation of the engine supplied solely with gas fuel is not possible.

The study of functional effects of engine operation consists in control and measurements of the rotational speed of engine shaft, fuel consumption, and the unit thrust force. When performed during the mooring trials tests, these measurements require the use of the following sensors:

n _s – rotational speed of the propeller shaft;

Q _o – diesel fuel supply to the engine;

Q _o1 – oil drain from the high-pressure pump to the reservoir;

Q _e – DME or LPG flow in the liquid phase;

F – propeller thrust for a mooring trials vessel (V = 0).

Mooring trials tests of the unit make it possible to determine the engine power P (from the P3B Vetus propeller characteristics) for given fuel consumption.

The moment of force can be calculated from the Eq. (4.1):

\(Q=T\bullet \frac{{k}_{Q}}{{k}_{T}}\bullet D\),

(4.1)

where: Q – moment of force [Nm], T – thrust force [N], D – propeller diameter [m], k_Q – torque factor, k_T – thrust factor ^13,14.

The torque factor k_Q and the thrust factor k_T are provided by the propeller manufacturer. Based on the research, the fuel dose related to a given thrust force can be estimated. Bearing in mind that the engine power is approximately equal to (4.2):

\(P=Q\bullet \omega\),

(4.2)

it is possible to determine the approximate power and torque of the engine related to a given dose. It is assumed that specific fuel consumption (within a certain range) is approximately proportional to the achieved engine power.

The functional effects of the used fuel are evaluated by comparing the operating parameters of the engine supplied with diesel fuel to those of the dual-fuelled engine for equivalent energy doses (or/and equivalent prices of fuel doses giving similar functional effects).

The study of factors influencing the durability (u_s) of engine operation is related to the control and measurements of the temperatures of coolant, lubricating oil, and engine housing, along with measuring the exhaust gas temperature in the manifold, acceleration of the engine body along X and Y axes, and concentration of nitrogen oxides NOx.

These measurements require the use of the following sensors:

T _ch – coolant temperature;

T _ols – engine oil temperature;

T _s – engine body temperature;

T _kw – exhaust gas temperature in the cylinder exhaust system;

a _sx – engine vibration level (along X axis);

a _sy – engine vibration level (along Y axis);

C – concentrations of nitrogen oxides NOx (probe for measuring exhaust emissions).

Coolant temperature describes the effect of the supplied fuel on the performance of an internal combustion engine - how combustion affects the heating of the cylinders. Proper engine lubrication takes place within the correct temperature range. An excessive increase of oil temperature indicates conditions that limit the durability of engine's operation. Performance tests should be performed under fixed conditions, i.e., at approximately the same temperature of the motor body, commonly referred to as the "warm" engine. The temperature of cylinder exhaust gases shows whether the injectors are working correctly and the combustion process is correct, which impacts the engine's durability. The assessment of the engine vibration level is significant as a diagnostic parameter of the mechanical system. It is possible to assess the influence of the fuel used on the combustion process, the occurrence of premature and irregular ignition of the cylinders (engine knocking), and too intense vibrations, which affect the engine's durability.

The test stand was equipped with the Testo 350 exhaust gas analyser ¹⁵. This analyzer has a probe and a driver that enable measuring the concentration of nitrogen oxides NOx, among other parameters. Nitrogen oxides in the environment of water vapour create acids that are very aggressive and damage the engine cylinders. The level of nitrogen oxides is related to the air to fuel ratio λ during combustion. In a typical diesel engine, the current value of this parameter is dictated by the conditions of diesel fuel combustion. Changing the type of fuel requires changing the proportion of oxygen to fuel, as excess oxygen produces different types of nitrogen oxides.

The study of emission effects involves the use of an exhaust gas analyzer that measures and records the following values:

concentrations of nitrogen oxides NOx,
carbon monoxide concentration CO,
carbon dioxide concentration CO2,
oxygen concentration O2,
hydrocarbon concentration CxHy.

Changing the fuel type and the method of controlling the fuel process has a significant impact on engine’s emissivity.

In addition to the above discussed system tasks, other diagnostic goals were set, including control of:

electric circuits of the drive unit;
gas supply circuits of the internal combustion engine;
auxiliary circuits of the engine.

The following sensors were used:

U _ak - battery voltage,

T _rg - engine coolant temperature in the gas reducer,

T _et - temperature of LPG or DME in gaseous form,

p _ks - pressure in the intake manifold,

p _et - pressure of ether vapour downstream the reducer,

p _ol - engine oil pressure status,

T _p - oil temperature of the rotation gear.

The arrangement of the sensors on the vessel is shown in Fig. 2.

A diagnostic system has been developed to control the operation of the diesel engine of the watercraft powered by diesel oil and gas. The diagnostic system consists of a number of sensors measuring temperature, pressure, rotational speed, opening, voltage, and acceleration (engine vibration). The adopted arrangement of sensors is shown in Figs. 3, 4. The time and space distribution of temperatures and vibrations of the engine affects its durability. On the other hand, fuel consumption is related to the current power, torque, and thrust force used by the unit.

The structure of the test stand includes: PC, data acquisition application, visualization program, and data processing module. The structure of the developed measurement system is shown in Fig. 5.

The sensors were connected to the data acquisition card 1E26A05 (Fig. 6). The data were collected from sensors installed at selected points of the engine and passed, via the measurement card and USB, to the on-board computer (Fig. 7). The data acquisition application allowed the user to archive the measurement data and look through the current measurement results. The developed system converts the signal collected from the measurement sensor to the measured value (e.g., temperature) on an ongoing basis. A laptop with the Windows operating system and the developed application was used as the on-board computer. In the adopted real-time system, after each set time interval, the measurement data received from the sensors were collected and processed on-line in diagnostic procedures.

The operation of a diesel engine powered by diesel and gas (LPG, DME) was diagnosed in a mooring trials test and in real operating conditions. During the tests, selected engine parameters such as: engine shaft rotational speed, temperatures, pressures, vibrations of the drive system, specific fuel consumption, and traction force, were recorded taking into account their values declared for a given engine model and propeller, i.e., drive system ratios and propeller characteristics. Then, based on the measured and declared parameters, the power and useful torque values were calculated at a given moment, depending on the rotational speed of the engine shaft. Finally, the exhaust emission was assessed. The data collected from the sensors, along with mathematical relationships describing the dynamics and kinematics of a diesel engine loaded with a propeller, made the basis for calculating the engine power and torque as important values for assessing the technical condition of the watercraft engine. Diagnostic procedures checked the relationship between the currently measured or calculated values and the earlier set value ranges.

To simplify the analysis of the results recorded during sea and mooring trials tests, the visualization program has been developed in DASYLab 2020 environment. It cooperates with the 1E26A05 measurement card used in the research.

The visualization has been divided into seven screens showing:

basic parameters (general screen),
mooring trials tests,
sea trials,
measurements,
raw measurements,
parameters / alerts,
help.

The performed measurements fall into three types: analogue, discrete, and impulse. The following parameter designations were adopted for individual groups of measurements:

analogue measurements: T_rg – coolant temperature in the gas reducer, T_ols – engine oil temperature, T_s – engine body temperature, T_ch – coolant temperature, T_p – speed gear oil temperature, T_kw – exhaust gas temperature in the cylinder exhaust system, U_al – effective value of alternator output voltage, n_al – engine speed calculated on the basis of alternator voltage waveform, T_Q0 – diesel oil temperature (sensor integrated with Q₀ flow sensor), T_Q1 – diesel oil temperature (sensor integrated with Q₁ flow sensor), U_ak – battery voltage, a_sx – engine vibration level (X axis), a_sy – engine vibration level (Y axis), P_et – ether vapor pressure downstream the reducer, P_ks – pressure in the intake manifold, T_et – DME gas temperature;
discrete measurements: P_ol – two-state oil pressure measurement, N_ol – gas reducer opening signal;
pulse counters: Q₀ – diesel oil inflow to the engine, Q₀₁ – oil outflow from the high-pressure pump to the tank, n_s – engine shaft rotational speed, Q_e – DME flow in the liquid phase (ether consumption per unit of time).

The general screen for the research vessel PHOTON shows the basic parameters, the general diagram of the structure under investigation, technical data, a pictorial photo of the vessel, the information about alarms, and the navigation menu (Fig. 8).

The screen for the mooring trials tests shows selected parameters, the general diagram of the tested structure, selected graphs in real mode, the information about alarms, and the navigation menu (Fig. 9).

On the right-hand side of the screen for mooring trials tests, there is a graph displaying the time-history of selected measurements, while the bottom part of the screen contains the navigation menu for switching to other visualization screens and the information about the presence or absence of alarms.

The screen for sea trials also shows selected parameters, the general diagram of the structure under investigation, selected graphs in real mode, the information about alarms, and the navigation menu (Fig. 10).

On the right-hand side of the screen for sea tests, there is a graph displaying the time-history of selected measurements, while the bottom part of the screen contains the navigation menu for switching to other visualization screens and the information about the presence or absence of alarms.

The screen with PHOTON parameters/alarms enables entering the values of temperature alarms, mass read from the balance, exhaust gas parameters, and the parameter K. It also presents alarms related to exceeding the maximum temperature and the navigation menu (Fig. 11).

The parameter/alarm screen shows the temperature limits and allows the user to edit them. The data is saved as variables in the application and used to generate alarms. In the window, the user can enter the limit values of parameters, the exceeding of which triggers an alarm.

In its right-hand part, the measurement/alarm screen displays current information about alarms resulting from exceeding the temperature limits. At the bottom of the screen, there is the navigation menu that allows to go to other visualization screens.

In addition, screens containing raw measurements and user support have been prepared.

The tests of the engine installed on the PHOTON were performed in mooring trials conditions and at sea.

During the mooring trials test, the PHOTON was attached to the wharf with a dynamometer calibrated in kg of mass. The tests consisted in changing the rotational speed of the screw. The motor has a helical gearing which reduced the rotational speed of the screw. Figure 12 shows, in the form of a graph, the measured propeller thrust force as a function of the rotational speed of motor shaft. During the engine operation, some oscillations of propeller thrust were recorded. For clarity, only the minimum and maximum thrust values are shown in the figure.

In the next step of the mooring trials test, the test option was changed to vibration test. The measurements were carried out for the rotational speed of motor shaft ranging from 800 rpm to 2000 rpm. Examples of the vibration test results are shown in Fig. 13.

The influence of motor mounting on the scale of vibration is visible. As the engine speed (vibration frequency) increases, the vibration amplitude decreases, which can be related with the natural frequency of the object (engine with suspension).

The set of measurements carried out by the developed measuring system during the tests was complemented by the exhaust gas quality measurements. The exhaust gas tests were carried out independently of the developed measuring system, using two approaches: the analytical method and the Testo 350 exhaust gas analyzer. The discharged exhaust gas is mixed with the seawater. When using the analyzer, the sensor was placed at the outlet of the cylinder collector to measure directly the contents of the exhaust gas from the engine. In the analytical method, water samples were taken and then their chemical composition was analysed in the laboratory. Exemplary comparison of the nitrogen oxide content test results for diesel fuel and DME is shown in Fig. 14.

The developed diagnostic system enables to control diesel engine operation on the vessel powered by diesel/gas (LPG, DME) mixture. Measurements are carried out continuously (online), which enables continuous control of the technical condition of the engine in real operating conditions.

Using mathematical processing of data collected from sensors, the system calculates the power and torque of the engine as important indicators for evaluating the technical condition of the vessel engine. Based on the diagnostic procedures, the relations between the currently measured or calculated values and earlier set ranges are checked.

In addition, the system permits registration of the tested temperatures and pressures, along with the rotational speed of the engine shaft, specific fuel consumption, and vibrations of the drive system, taking into account the parameters declared for a given drive model, i.e., drive system performance and propeller characteristics.

Compared to diesel fuel alone, the use of diesel-DME mixture has a number of basic advantages:

lowering the content of NOx oxides in the exhaust gas,
reducing engine vibration (which can contribute to extending failure-free operation),
reducing diesel consumption.

The use of diesel-DME fuel, as compared to diesel-LPG mixture, provides:

reduction of the content of NOx oxides in the exhaust gas,
improvement of engine lubrication,
lowering of engine vibration,
extension of engine life,
reduction of diesel fuel consumption.

The developed stand for testing the dual fuel supply system of a diesel engine on a watercraft enables the assessment of deviations in engine operation, with their further division into classes related to functional and emission effects and those affecting the operation durability.

It has been found that feeding the engine with gaseous fuel at the suction side makes it impossible to deliver large fuel doses. The engine only works correctly with a ratio of up to 30% of gas (LPG or DME) and at least 70% of diesel fuel. Compressing the gaseous DME fraction causes its pre-ignition and, as a consequence, reduction in the drive torque on the motor shaft. A more precise assessment of dual operation of the engine would be provided by a stand where the engine cylinder has two separate injectors, one for diesel and one for gas fuel.

In ¹⁰, the emission of soot and NOx pollutants was investigated by adding different proportions of DME to diesel fuel. The general conclusions drawn from those tests were as follows:

DME is the fuel that improves the combustion process by producing less soot due to better use of oxygen,
soot emission decreases as the amount of DME increases (for each engine speed),
NOx emissions are higher when DME is added, compared to diesel (for each engine speed),
it was found that changing the injection pressure reduces NOx emissions, but not sufficiently, compared to diesel.

In the tests carried out on the research vessel PHOTON, DME gas was given to the intake manifold, and diesel fuel to the injector. For small doses of DME, the combustion process was correct and up to a rotational speed of 1800 rpm, the NOx emission was lower (Fig. 14). However, when administering larger doses of DME, the combustion process deteriorated, fumes occurred – a high content of soot particles, and the engine's emission properties also worsened. In this context, it is authors’ belief that many publications may be too optimistic ^10,16,17 regarding the use of DME as a fuel beneficial in terms of environmental pollution.

The developed stand is planned to be used for conducting more detailed studies of the environmental impact of dual diesel fuelling of the watercraft engine.

Data availability

The datasets used and/or analysed during the current study available from the corresponding author on reasonable request.

Financing

The research was conducted as part of the Interreg V-A South Baltic Programme for 2014-2020 STHB.02.02.00-22-0092/16-00 and co-financed by the program of the Ministry of Education and Science of the Republic of Poland, “PMW” in the years 2019-2020 under Contract 5060/SBP 2014-2020/19/2020/2.

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No competing interests reported.

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Development and performance of diagnostic system for small marine Diesel engine functioning in dual fuel system

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Abstract

Figures

1. Introduction

2. Application of DME in marine propulsion

3. Adaptation of the diesel engine to dual fuel

4. Study of functional effects

5. Investigation of fuel influence on Diesel engine durability

6. Environmental factors

7. Measurement of other parameters of the engine and auxiliary circuits

8. The developed research stand

9. Conducting research on the unit

10. Sample research results

11. Conclusions

Declarations

References

Additional Declarations

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