{"id":1786,"date":"2019-02-11T15:43:39","date_gmt":"2019-02-11T14:43:39","guid":{"rendered":"https:\/\/wtz.de\/gasmotorenkonferenz\/?page_id=1786"},"modified":"2025-07-17T14:04:32","modified_gmt":"2025-07-17T12:04:32","slug":"archive-gas-engine-conference","status":"publish","type":"page","link":"https:\/\/www.wtz.de\/gasmotorenkonferenz\/en\/archive-gas-engine-conference\/","title":{"rendered":"Archive Conferences"},"content":{"rendered":"

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ARCHIVE<\/strong><\/h1>\n

[\/vc_column_text][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

10th Dessau Gas Engine Conference
\n6. – April 7, 2017 <\/b><\/h2>\n

[\/vc_column_text][vc_column_text el_class=”wtz-content”]WTZ Ro\u00dflau hosts the Dessau Gas Engine Conference for the tenth time.<\/strong><\/p>\n

Experts from the gas engine industry from all over the world met again this year for the 10th time in Dessau-Ro\u00dflau for the Dessau Gas Engine Conference. The organizer, the WTZ Ro\u00dflau, has been holding this forum every two years since 1999 for the international exchange of information on the development and use of environmentally friendly gas engines. The current list of participants includes 275 conference attendees from 18 countries. The experts came from Europe, America, Asia and Africa. This year’s conference venue was once again the Golfpark Dessau event center. <\/p>\n

The patron of the conference was Prof. Dr. Armin Willingmann, Minister for Economic Affairs, Science and Digitalization of Saxony-Anhalt. As at previous conferences, our guests were once again treated to a varied program of presentations with highly topical contributions from the field of gas engine development.
\nThe exchange of professional experience was also once again the focus of this conference. In an exhibition accompanying the conference, 28 companies presented their products, services and research results in the field of gas engines[\/vc_column_text][vc_column_text el_class=”wtz-content”]<\/p>\n

Here you will find an overview of the last Dessau Gas Engine Conference:<\/p>\n

[\/vc_column_text][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

2017<\/h2>\n

[\/vc_column_text][vc_row_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1056″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”714″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1054″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1057″ img_size=”full”][\/vc_column_inner][\/vc_row_inner][vc_row_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1065″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1064″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1062″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1055″ img_size=”full”][\/vc_column_inner][\/vc_row_inner][vc_row_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1058″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1059″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1060″ img_size=”full”][\/vc_column_inner][vc_column_inner width=”1\/4″][vc_single_image image=”1061″ img_size=”full”][\/vc_column_inner][\/vc_row_inner][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

Session 1
\n<\/b><\/h2>\n

[\/vc_column_text][vc_tta_accordion][vc_tta_section title=”Gas engines – new and further developments” tab_id=”1548323477697-48240c6b-bd5b”][vc_column_text]<\/p>\n\n\n\n
Managing Director: Professor Andreas Wimmer LEC GmbH – Large Engines Competence Center, Graz, A<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Development of next-generation stationary Liebherr gas engines” tab_id=”1548323477730-05efcc8b-5f9f”][vc_column_text]Michele Schiliro; Raghavendra Hegde; Iulian Vasile
\n<\/strong>Liebherr Machines Bulle SA, Bulle<\/p>\n

Guoqing Xu
\n<\/strong>Liebherr Machines Bulle SA, Bulle\/ETH, Zurich<\/p>\n

Abstract
\n<\/strong>Manufacturers and customers of gas engines are constantly striving for improvements to comply with ever tightening emissions legislation and to achieve reductions in operating costs, increases in efficiency, improved reliability, extended maintenance intervals and lower maintenance costs. In order to adequately address this situation, Liebherr Machines Bulle SA (LMB) has developed the new G96 gas engine family over the last few years, investing considerable resources. <\/p>\n

The targeted use of innovative virtual methods such as the 1D\/3D simulation of thermodynamic processes, 3D FEM and multi-body analysis calculations, which was already carried out during the concept phase and in close connection with the engine design throughout the entire G96 project, has enabled the new development of a generally optimized crankshaft, a new valve train and a unit consisting of cylinder head and pre-chamber plug optimized in terms of their geometry, the use of which, together with the coordination of the software implemented on the LIEBHERR engine control unit, results in a considerable increase in gas engine efficiency.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Adaptation of a diesel engine for the partial substitution of diesel by gaseous fuels using the example of a 12VBR4000 for oil and gas applications” tab_id=”1548345470922-5e5868bc-b471″][vc_column_text]Dr. Frederik Hahn*; Johannes Bauer; Udo Sander
\n<\/b>MTU Friedrichshafen GmbH<\/p>\n

Abstract<\/strong>
\nThis article deals with the expansion of a high-speed map diesel engine that has been successfully in series production since 2007 to include the option of using gaseous fuels. The development of the retrofit kit presented is motivated both by the increasing importance of cost advantages when using gaseous fuels and by the potential to continue to deliver 100% power in diesel operation when they are not available. The requirements and concept, the technical description of the solution, the engine control and operating values are presented below. The developed product achieves maximum diesel savings while complying with emission limits and strict safety requirements, particularly in the partial load range, which is important for oil and gas applications. A wide variety of fuel qualities can be used, so that nothing stands in the way of the future use of e.g. low-processed associated petroleum gases.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”ABC's dual-fuel engines in pioneering applications” tab_id=”1548345686057-9308d3c0-ebd6″][vc_column_text]Luc Mattheeuws*, Lieven Vervaeke
\n<\/strong>ABC Gent, Gent, BE<\/p>\n

Abstract
\n<\/strong>Anglo Belgian Corporation (ABC) has over 100 years of experience in building internal combustion engines. ABC was founded in 1912 with the motto to build the strongest and most reliable engines. For many years, diesel or heavy fuel oil was used as the basic fuel for ships. In recent years, due to emission laws and our customers’ belief in green ship solutions, people have been looking for new concepts. Optimizing the standard diesel engine is one option, but fuel diversity (natural gas, methanol, …) is an alternative route that has become increasingly attractive. Since ABC has many years of experience with dual-fuel engines for land-based applications, it is ideal to extend the dual-fuel engines to marine applications. <\/p>\n

ABC started with a specialized team to develop a dual-fuel engine for marine applications and focused on a specific concept that allows to achieve shorter response times than a pure diesel engine. Other topics included reducing the amount of ignition oil, obtaining class approval and developing a safety concept. This has made the newly developed dual-fuel engine available for the marine market. <\/p>\n

The very good ignition response time of the engine together with the reliability and robustness have led to the first project in which two 12DZD engines were installed on board a ro-ro ferry from TESO, the Texelstroom. The Texelstroom is a hybrid ferry with solar panels and two dual-fuel engines powered by compressed natural gas as a clean fuel. The dual-fuel engines are installed as a generator set and used together with a large battery pack – which helps to reduce exhaust emissions during high peaks – as a hybrid propulsion system. <\/p>\n

DEME was also interested in ABC’s dual-fuel engine concept and signed an agreement to build a green dredger. ABC had to supply two 16DZD engines and one 6DZD engine with liquefied natural gas as clean fuel, for the Minerva and the Scheldt River respectively. For the Minerva, the ABC engines had to power the drive train as well as the dredge pump and the AC machine. The ABC engine in the Scheldt River is an auxiliary engine to supply the AC machine. <\/p>\n

All of these projects require high-quality control systems, adapted technology and the optimization of fuel consumption and emissions. This document describes these modifications and shows the installation of the dual-fuel engines in the ships.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Continuous further development of the 51\/60G into the 51\/60G TS from MAN Diesel & Turbo SE” tab_id=”1548345811873-33de3b97-af24″][vc_column_text]N. B\u00f6ckhoff*, D. Mondrzyk, S. Terbeck
\n<\/b>MAN Diesel & Turbo SE, Augsburg, Germany<\/p>\n

Summary<\/strong>
\nThe demand for gaseous fuels continues to grow due to the increasing energy requirements and the search for alternatives to power generation using liquid fuels and nuclear energy. The MAN 51\/60G can be used and optimized in many different ways. If the gas engine is used purely for power generation, it is designed for the highest possible efficiency on the output shaft. For base load applications, the gas engine is predominantly used in Europe in combined cycle or combined heat and power applications. The ability to reach full load within a very short time makes the gas engine an interesting option for balancing out fluctuations in renewable energy generation. Compared to conventional diesel power plants, gaseous fuels for energy generation are characterized by low primary emissions, especially of dust,CO2<\/sub> and NOX<\/sub>. The new exhaust gas emission limits of the TA-Luft and the EU directive pose a challenge. In addition to other pollutants, the limit values for NOX<\/sub> emissions have been more than halved. In order to ideally meet these market requirements, numerous optimizations have been carried out on the 51\/60G.
\nThis paper describes the further development of the 51\/60G from MAN Diesel & Turbo.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”GE's J920 gas engine – 10.3 MW output with up to 50 % electrical efficiency” tab_id=”1548345941042-f38ce113-6b8e”][vc_column_text]Christian Trapp*, Robert B\u00f6wing, Andreas Birgel, Herbert Kope-cek, Wolfgang Madl, Albert Fahringer, Fabrizio Nota
\n<\/b>GE Distributed Power, Jenbach<\/p>\n

Abstract<\/strong>
\nExtending the performance limits of large gas engines to improve customer value continues to drive GE’s development of new technologies and set new standards. Large gas engines are increasingly being used for power generation around the world to meet the growing demand for electricity in developing countries and changes in power generation in industrialized countries. The demand for decentralized and flexible energy is increasing, driving the development of combustion engine technologies in terms of power density and efficiency as well as short start times and load shedding for grid stabilization. In 2013, GE launched the Jenbacher J920 FleXtra gas engine, a 20-cylinder 4-stroke gas engine in the 10 MW class developed from scratch. This engine utilizes the successful two-stage turbocharging technology of the Jenbacher J624 gas engine and represents a new milestone for a 10 MW engine with an engine speed of 1,000 rpm for 50 Hz applications. This design offers high power density, small dimensions, high electrical and thermal efficiency for cogeneration and great flexibility in application. This article highlights the major advances in performance, efficiency and operational flexibility of the Jenbacher J920 FleXtra gas engine, including a 10 percent increase in electrical output, 50.1 percent electrical efficiency demonstrated in a test environment, and greater operational flexibility under varying ambient conditions and gas compositions. GE has also invested significantly in its digital capabilities to combine advanced engine control and monitoring with big data analytics to take industrial plant operations with Jenbacher J920 FleXtra gas engines to the next level through predictive maintenance and optimization of plant and fleet utilization.[\/vc_column_text][\/vc_tta_section][\/vc_tta_accordion][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

Session 2
\n<\/b><\/h2>\n

[\/vc_column_text][vc_tta_accordion][vc_tta_section title=”Dual-fuel combustion process” tab_id=”1548346429331-21f3d1f4-7ad7″][vc_column_text]<\/p>\n\n\n\n
Managing Director: Professor Helmut Tsch\u00f6ke Otto von Guericke University Magdeburg, Magdeburg, Germany<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Development of a dual-fuel ignition jet combustion process for use in a biogas-powered mini CHP unit” tab_id=”1548346429384-1d6cf809-d889″][vc_column_text]S. Zirngibl , M. Prager, G. Wachtmeister
\n<\/b>Chair of Internal Combustion Engines (LVK), Technical University of Munich<\/p>\n

Abstract
\n<\/strong>The combustion of natural gas and biogas in particular can be regarded as one of the key technologies on the way to a climate-neutral energy supply. Due to its wide availability, biogas already plays an important role in the German energy mix [1]. For example, in stationary power plant applications or modern combined heat and power (CHP) plants, the conversion of gaseous fuels is largely established. Particularly with large specific cylinder displacements, the gas\/air mixture, which is usually formed with a relatively large excess of air to optimize efficiency, can also be ignited using pilot injection of liquid fuel, for example, in addition to conventional spark plug ignition. Apart from the fundamental aspects of combustion process development, such as the selection of the stroke-bore ratio and the subsequent optimization of the combustion chamber shape, or the definition of the valve timing, an additional, significant degree of freedom must therefore be taken into account with the definition of pilot injection. <\/p>\n

The additional high-pressure fuel system required for pilot injection generally represents a further system expense. The additional complexity of the overall system must at least be compensated for by a consumption or efficiency advantage. This can be achieved in particular with comparatively large specific cylinder displacements and suitable adjustment of the pilot injection due to a significantly faster and therefore more efficient conversion of the gas\/air mixture. Even in the combustion of gaseous fuels with a relatively high volumetric proportion of inert components, such as biogas, the significantly faster conversion of the cylinder filling could justify the additional expense of pilot injection, even with smaller combustion chambers. For this reason, the Chair of Internal Combustion Engines (LVK) at the Technical University of Munich (TUM) is investigating a biogas ignition jet combustion process for a small gas engine. On the one hand, this article describes the experimental investigations of pilot injection carried out to date. On the other hand, the mainly simulative adaptation and design of the individual subsystems is discussed. In addition to the pilot injection, the focus is therefore also on the valve timing, as well as the combustion chamber geometry and the geometric characteristics of the intake system with the resulting influences on the internal cylinder flow.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Pilot injection strategies for medium-speed dual-fuel engines” tab_id=”1548346983769-500c2b93-75d1″][vc_column_text]Bj\u00f6rn Henke, Bert Buchholz*, Karsten Schleef, Christian Fink
\n<\/b>Chair of Reciprocating Engines and Internal Combustion Engines, University of Rostock<\/p>\n

Sascha Andree
\n<\/b>Chair of Technical Thermodynamics, University of Rostock<\/p>\n

Marius Wolfgramm, Robert Graum\u00fcller
\n<\/b>Caterpillar Motoren GmbH & Co. KG<\/p>\n

Abstract
\n<\/strong>With a view to analyzing various influencing variables on the dual-fuel combustion process, experimental investigations were carried out on a medium-speed 1-cylinder research engine with different injection strategies as part of the “LEDF concepts” research project. In addition to the injection start variation of a \u00b5-pilot injection, the investigations include the analysis of the influence of a multiple-pilot injection with a first \u00b5-pilot injection positioned in the compression phase and a second \u00b5-pilot injection positioned in the typical time window before TDC. While the best values achieved for indicated efficiency, combustion stability and NOx\/CH4 emissions for both injection strategies differ only insignificantly from each other, it can be determined on the basis of the results obtained that these parameters react significantly less sensitively to a change in injection timing with a multiple injection strategy than with a single injection strategy.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Requirements for diesel pilot injection in diesel-gas dual-fuel engines to achieve the highest efficiency with the lowest emissions” tab_id=”1548347042036-924a9f42-3841″][vc_column_text]Dr. Christoph Redtenbacher*, DI Constantin Kiesling, DI Maximilian Malin
\n<\/strong>LEC GmbH, Graz<\/p>\n

Prof. Dr. Andreas Wimmer
\n<\/strong>LEC GmbH, Graz \/ Graz University of Technology<\/p>\n

Summary
\n<\/strong>In the gas operating mode of diesel-gas dual-fuel engines, the homogeneous gas-air mixture in the combustion chamber is ignited by injecting a small amount of diesel fuel. This diesel pilot injection has a significant influence on the performance of the combustion concept. Particularly for injection systems of fully flexible diesel-gas engines, which cover both the gas operating mode and pure diesel operation with just one diesel injector, good ignition of the lean mixture with simultaneously low NOx emissions is a challenge. The optimization of diesel pilot injection is therefore an important starting point for improving the diesel-gas combustion process in order to reduce the current performance deficits compared to monovalent gas engine concepts with gas-purged prechamber. <\/p>\n

In this article, the diesel-gas engine concept is compared with the gas engine concept in order to show in which areas the dual-fuel combustion process must be optimized in order to bring efficiency and combustion stability closer to the level of the monovalent combustion process. Based on this, measures for diesel pilot injection are evaluated with regard to improving the diesel-gas combustion process. The analyses include influences of the variable injection parameters injection duration, injection start and rail pressure as well as influences of important nozzle parameters such as the number of nozzle holes. Since the achievement of a symmetrical spray pattern is associated with difficulties in the area of the small quantities of diesel required, the extent to which a nozzle with an asymmetrical spray pattern influences engine operation compared to a nozzle with a symmetrical spray pattern is also shown. <\/p>\n

The findings are based on a series of tests on a high-speed single-cylinder research engine with a displacement of \u2248 6 dm\u00b3. The results of investigations in an optically accessible injection chamber and in an injection rate measuring device to characterize the injection process support the interpretation of the observable effects from the engine measurements. The combination of experimental methods and a detailed analysis of engine operating points using engine process calculation make it possible to derive the requirements for the injection process in order to achieve an efficient and low-emission combustion process. A final evaluation shows the extent to which the performance of the diesel-gas engine concept can be brought closer to that of the gas engine concept by optimizing the injection process.[\/vc_column_text][\/vc_tta_section][\/vc_tta_accordion][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

Session 3
\n<\/b><\/h2>\n

[\/vc_column_text][vc_tta_accordion][vc_tta_section title=”Simulation, development” tab_id=”1548760184758-0030f4d3-7fbf”][vc_column_text]<\/p>\n\n\n\n
Managing Director: Professor Lars M. Nerheim Bergen University, Bergen, N<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Use of detailed reaction kinetics to predict knocking combustion on the gas engine” tab_id=”1548347129663-d5f40ea5-78b5″][vc_column_text]Lukas Virnich*, Jos\u00e9 Geiger, Dirk Bergmann, Harsh Sankhla
\n<\/b>FEV GmbH, Aachen<\/p>\n

Avnish Dhongde
\n<\/b>Chair of Internal Combustion Engines, RWTH Aachen University<\/p>\n

Abstract
\n<\/strong>In the area of conflict between high thermal efficiency and operation with as little knocking as possible, while at the same time complying with the legally prescribed emission limits, the compression ratio is the key parameter for stationary large gas engines alongside the air ratio. Therefore, knowledge of the earliest possible combustion center of gravity position without the occurrence of knocking combustion (knock limit) is of decisive importance for the design of the optimum compression ratio of a gasoline engine combustion process. In addition to the compression and air ratio, the fuel used in particular has a decisive influence on the combustion delay and the combustion duration and thus on the thermodynamic state of the unburned air-fuel mixture. Furthermore, the fuel (the gas composition) determines the kinetic properties of the unburned air-fuel mixture and thus also the knock limit. The wide range of available gas qualities therefore makes it difficult to design an optimum compression ratio. <\/p>\n

An ignition and knock model is being developed for a more precise analysis of the variables influencing the knock limit of a combustion process and for the simulation-based design of the compression ratio for widely differing fuel compositions. The critical states in the unburned air-fuel mixture before the flame progresses are identified with the aid of a detailed reaction kinetics simulation. <\/p>\n

The reaction kinetic approach takes into account the influencing parameters compression ratio, air ratio and fuel composition. The interactions of the influencing parameters on combustion delay and combustion duration are taken into account via an entrainment model for flame propagation. Furthermore, the simulation of the cycle-individual fluctuations of the variables mentioned enables a distribution of knock intensities and occurrence probabilities corresponding to real engine operation. <\/p>\n

A reaction mechanism suitable for engine operation is identified for the simulation of the reaction kinetics. This simulates the change in ignition delay time due to charge dilution and for different fuel compositions at the pressure and temperature conditions present in the combustion chamber.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Efficiency and emission optimization through a new lean-burning pre-chamber” tab_id=”1548347129714-d3651445-5335″][\/vc_tta_section][vc_tta_section title=”Simulation-based development of a high-compression, mixed-intake, lean-burn natural gas engine to meet future emission limits” tab_id=”1548347129759-655196c8-ca5a”][vc_column_text]D. Neher*, S. Fieg, W. Rieb, J. Bauer, M. Kettner
\n<\/b>Engine Technology Research Department of the Institute of Refrigeration, Air Conditioning and Environmental Technology (IK-KU) at Karlsruhe University of Applied Sciences<\/p>\n

H. Biermann, N. Albrecht
\n<\/b>Eberhardt Hoeckle GmbH<\/p>\n

Abstract
\n<\/strong>For combined heat and power plants in the output range up to 50 kWel, homogeneous lean-burn mixed-aspirated natural gas engines are predominantly used, which achieve low NOx emissions with satisfactory efficiencies. Although the NOx limit values introduced in 2018 can be complied with by further charge dilution, this is associated with a decrease in internal efficiency due to increasing carryover of combustion and increased cyclical fluctuations. In the naturally aspirated engine, the useful power also decreases, which increases the proportionate friction losses and consequently reduces the effective efficiency. <\/p>\n

In this article, an alternative approach to mitigate the conflict of objectives between efficiency, NOx emissions and engine performance of a homogeneously lean-burn four-cylinder natural gas engine with mixed intake was investigated. Increasing the compression ratio to increase efficiency was the main measure, which initially led to a higher combustion temperature. The increase in NOx emissions was counteracted by the secondary measures of charge cycle optimization and cooled exhaust gas recirculation to reduce the process temperature before and during combustion. <\/p>\n

The first step was to use 1D-CFD engine process calculation to optimize the timing to minimize the residual gas content. The determined valve lift curves were then designed using an MBS valve train simulation and examined on the test bench. To increase the compression ratio from 13.3 to 15.2, the piston geometry was modified and its influence on the charge movement was analyzed using 3D CFD simulations. Initial engine tests with increased compression were followed by tests with cooled exhaust gas recirculation, in which comparable NOx emissions were achieved and the effective efficiency was increased by 1.2 percentage points while maintaining the engine output.[\/vc_column_text][\/vc_tta_section][\/vc_tta_accordion][vc_column_text el_class=”wtz_title wtz_head”]<\/p>\n

Session 4
\n<\/b><\/h2>\n

[\/vc_column_text][vc_tta_accordion][vc_tta_section title=”Concepts and strategies” tab_id=”1548760503528-cee71939-95fd”][vc_column_text]<\/p>\n\n\n\n
Managing Director: Professor Georg Wachtmeister Technical University of Munich, Munich, Germany<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Minimum quantity injection of reactive fuels for ignition of gas engines with lean burn or high EGR concept” tab_id=”1548760503598-39e823c7-ba6b”][vc_column_text]M.Sc. F. Rosenthal*, Dr.-Ing. Heiko Kubach, Prof. Dr. sc. techn. T. Koch
\n<\/strong>Institute for Reciprocating Machinery (IFKM),
\nKarlsruhe Institute of Technology (KIT), Karlsruhe, Germany<\/p>\n

Dr. Ulrich Arnold
\n<\/strong>Institute for Catalysis Research and Technology (IKFT),
\nKarlsruhe Institute of Technology (KIT), Karlsruhe, Germany<\/p>\n

Abstract
\n<\/strong>Current developments in natural gas engines make use of further leaning or charge dilution with exhaust gas to reduce NOx emissions. Under these boundary conditions, the ignition of a single-cylinder research gas engine was investigated by pilot injection of ignition-ready fuels. Two ignition fuels (2-EEE, HVO) were determined by systematically selecting representatives of different substance groups with strongly increasing ignitability up to a cetane number of > 100 and their material properties were determined. These fuels were examined with regard to their suitability as ignition fuels and compared with diesel as a reference ignition fuel. <\/p>\n

A higher ignition readiness reduces the combustion delay of the ignition injection and allows the proportion of ignition fuel to be reduced. A large proportion of nitrogen oxide emissions are attributable to ignition injection, which is why minimum ignition quantities are necessary to comply with emissions legislation. The minimum quantity injection of 2-EEE as an ignition-ready fuel enables lean operation with exhaust gas recirculation and low NOx emissions without any efficiency disadvantages.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Comparison of acceleration and cylinder pressure sensors for knock monitoring of gas and dual-fuel engines” tab_id=”1548760503653-b295f7f4-4ef9″][\/vc_tta_section][vc_tta_section title=”Implementation of a simulation environment for the design and evaluation of various thermo-dynamic process controls as part of the development of a biogas mini-CHP plant” tab_id=”1548760503681-25d488c1-cf0c”][vc_column_text]<\/p>\n

    \n
  1. Zirngibl , F. G\u00fcnter, M. Prager, G. Wachtmeister
    \n<\/strong>Chair of Internal Combustion Engines (LVK), Technical University of Munich<\/li>\n<\/ol>\n

    Abstract
    \n<\/strong>In view of increasing globalization and technological progress, the worldwide demand for energy is constantly growing. In addition, many countries are pursuing the goal of significantly increasing the proportion of renewable energy sources in their respective energy mixes. However, even with a fully renewable energy supply, a supply gap will remain due to climatic fluctuations. As efficient storage technologies are not yet available to an economically viable extent, fossil fuel power plants will continue to be integrated into the supply grid to cover the remaining residual load. One possible approach to covering the residual load using renewable energy sources is the use of biogenic gaseous fuels. In contrast to solar or wind energy, the gaseous fuel can be converted into electricity as required. This means that the combustion of gaseous fuels can potentially also contribute to covering the base load in addition to the aforementioned residual load. Even if the focus here is usually on the supply of electrical energy, the combustion of biogas also offers advantages in possible CHP applications. In order to maximize the efficiency of such systems, the processes for waste heat recovery from the combustion engine (e.g. from coolant, lubricating oil and exhaust gas) must also be optimized. For this reason, this article presents a simulative approach for investigating thermodynamic cycle processes in CHP applications. The source code developed in MATLAB enables any combination of the respective system components (such as heat exchangers and pumps as well as (steam) turbines and compressors) to be mapped in a cyclic process. In addition to the basic modelling approach, the article mainly describes the comparison of the Joule-Brayton and Clausius-Rankine processes as well as possible optimization potentials resulting from the dimensioning of the considered system components or the selected process control.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Use of a fully variable valve train to improve the performance data of off-highway engines” tab_id=”1548761036072-ee574d83-ebe9″][vc_column_text]Wolfgang Fimml *, Jonathan Lipp, Michael Greil, Philippe Gorse
    \n<\/strong>MTU Friedrichshafen GmbH<\/p>\n

    Christoph Mathey, Christoph Voser, Boris Willneff
    \n<\/strong>ABB Turbo Systems Ltd<\/p>\n

    Abstract
    \n<\/strong>Variable valve train technology offers new possibilities for improving the performance data of off-highway engines. In recent years, MTU Friedrichshafen GmbH has applied and successfully tested the fully variable valve train technology VCM\u00ae (Valve Control Management) from ABB Turbo Systems on Series 4000 engines. <\/p>\n

    A VCM\u00ae actuator for the intake side was developed and tested for this purpose. This article discusses the VCM\u00ae development methodology used and presents detailed results of the engine and endurance tests of stationary gas engines for the first time. <\/p>\n

    The engine tests concentrated on thermodynamic potential investigations with VCM\u00ae on a stationary large gas engine. The power control was realized via variable intake valve timing instead of conventional throttle valve control, whereby significant improvements in efficiency were measured: 0.65 percentage points for the single-stage turbocharged L64 engine and 1.5 percentage points for an emulated two-stage turbocharged stationary gas engine. <\/p>\n

    In addition to improving performance data, the reliability and robustness of new technologies for large engine applications are of the utmost importance. This article therefore presents the first endurance test results for 12 VCM\u00ae actuators, which were tested for more than 7,000 hours on a Series 4000 L64 CHP outdoor test vehicle under real conditions. <\/p>\n

    The installed VCM\u00ae actuators were monitored using measurement technology and subjected to regular component inspections. The results showed excellent drift stability, low cycle-to-cycle variations and very good wear behavior of the actuators.
    \nThe results obtained allow the conclusion that the VCM\u00ae technology is now ready for use on high-speed off-highway engines at any time.[\/vc_column_text][\/vc_tta_section][vc_tta_section title=”Low-temperature charge air cooling through exhaust gas heat utilization for CHP gas engines” tab_id=”1548761130745-ee03ec65-9595″][vc_column_text]Tobias Ehrler*, Manuel Cech, Titus Tschalamoff, Martin Wild
    \n<\/strong>WTZ Ro\u00dflau gGmbH, Dessau-Ro\u00dflau, D<\/p>\n

    Summary
    \n<\/strong>The use of CHP units as combined heat and power plants has a high overall efficiency in the generation of electrical and thermal energy. With the use of a heat-driven cooling system, the waste heat from the engine can also be used, e.g. for cooling buildings. This increases the running time of the combined heat and power plant, which increases the economic efficiency of the system. In addition to cooling buildings, another possible application is to use the cooling capacity generated to cool the charge air below ambient temperature. In the first stage of the project, the potential of low-temperature charge air cooling on a gas engine was investigated using engine simulation and an estimate of the potential was made with regard to the following target values: <\/p>\n