Research on diesel engines has become increasingly important as engine manufacturers seek to reduce carbon dioxide emissions. There are significant advantages to using a diesel piloted natural gas engine as a DF engine. Different combustion patterns exist due to changes in mixture formation. The delay in the timing of the second pilot injection increased THC emissions (maximum 4.27g/(kW h) at low and medium loads) and reduced NOx emissions (7.64g/km) but increased and then subsequently decreased thermal efficiency value.
This article describes the D242 diesel engine configuration with a modified design for gas-diesel operation using compressed natural gas. Practical studies allow the maximum valve opening angle on the intake stroke to be adjusted for various operating modes and to evaluate the efficiency of modifications to the diesel engine design. The proposed design modifications have been evaluated in terms of the environmental impact of using natural gas as an engine fuel for diesel engines.
The Sakigake tugboat, operated in Tokyo Bay by NYK group company Shin-Nippon Kaiyosha Corporation, is scheduled to complete its renovation in 2024. The project was adopted by Japan's New Energy and Industrial Technology Development Organization (NEDO) as part of the Green Innovation Fund program for the development of ships equipped with domestically produced ammonia-fueled engines.
WinWinGD's iCER (Intelligent Control of Exhaust Gas Recirculation) engine solution will be supplied to a new 17400 cbm LNG carrier as part of the WinGD X-DF 2.1 engine. The carrier is being built by South Korea's Hyundai Heavy Industries (HHI), with engine deliveries scheduled for May 2024. It features second generation technology for better combustion control resulting in lower emissions and fuel savings across the entire load range. Methane leakage can be reduced by up to 50%. GD's iCER (intelligent control by exhaust recirculation) on-engine solution will be delivered as part of a WinGD X-DF 2.1 engine for a new 17400 cbm LNG carrier. The carrier is being built by Hyundai Heavy Industries (HHI) in South Korea, and the engine is scheduled to be delivered in May 2024. It features second-generation technology for greater combustion control that translates to lower emissions and fuel savings across the load range. Methane slip can be reduced by as much as 50%.
FuelEU Maritime is scheduled to be released in July 2021 as part of the EU's Fit-for-55 regulatory proposal, which is expected to come into force in 2025. The final text is expected to come into force later this year, but for now, it puts the industry on track to decarbonise by 2050 and use marine LNG as a ship fuel by 2040. EU classification regulations will also have an impact on the use and supply of LNG as a marine fuel. Demand for LNG will increase significantly due to a combination of regulations. Without specific incentives to drive the adoption of synthetic fuels, it may be difficult for synthetic fuels to remain competitive. Currently, the shipping industry expects marine LNG to remain a viable fuel option until 2040.
The 70 MW project is planned to be built on 88.5 hectares of land and is expected to produce 114 GWh per year. The company is in advanced negotiations to purchase an additional 39.4 hectares of land adjacent to the project. The goal is to install an additional 35 MW, thereby increasing the project's capacity to 105 MW. This amount is based on a selling price of EUR 70 per net MWh for a project duration of at least 25 years. The deal is contingent on receipt of a 70 MW construction permit and assumes no material adverse change in the project's performance.
The deadline for obtaining a building permit is 16 months from the date of signing the agreement. Completion of the transaction is subject to several conditions, including approval by the North Macedonia Commission for the Protection of Competition.