Agency: Cordis | Branch: H2020 | Program: MSCA-RISE | Phase: MSCA-RISE-2015 | Award Amount: 936.00K | Year: 2015
Several R&D centres herein undertake the investigation of the reduction of the abnormal combustion phenomena of knock in internal combustion engines. Combustion knock limits the efficiency of the engine and deteriorates engine performance while simultaneously contributing to engine destruction, hence reduces engine reliability. Reducing or eliminating combustion knock increases durability and also engine efficiency, hence reducing CO2 emissions. The inter-sectoral research encompassed in this proposal concerns high-power stationary engines fuelled with gaseous fuels working in combined heat and power (CHP) systems. The proposal intends to apply a multidisciplinary approach to knock investigation encompassing fuel chemistry, combustible mixture preparation, ignition phenomena, flame propagation, knock detection and its prediction. Both modelling studies and experimentation in these fields will be performed. As result of the synergies and breadth of expertise, a resultant acceleration in research finding is expected with complementary investigation conducted within both the companies (Wartsila, AVL, Motortech) and universities involved that finally should result in solving the related challenges. Knowledge exchange will be done by research staff secondments, where experienced scientists will work both as advisors and active researchers in the ongoing projects. Engineers coming to universities will be familiar with original techniques for data acquisition as well as methods for signal processing and theoretical analysis of combustion process in the engine. Young research staff from companies will have opportunities to work with academic mentors. Further academic staff will become familiar with industrial approaches to research extending the knowledge. Knowledge transfer will be also done through regularly scheduled seminars and webinars. This collaboration and staff exchanges between the participants build lasting ties and continued after project termination.
Agency: Cordis | Branch: H2020 | Program: IA | Phase: MG-4.1-2014 | Award Amount: 25.11M | Year: 2015
The project HERCULES-2 is targeting at a fuel-flexible large marine engine, optimally adaptive to its operating environment. The objectives of the HERCULES-2 project are associated to 4 areas of engine integrated R&D: Improving fuel flexibility for seamless switching between different fuel types, including non-conventional fuels. Formulating new materials to support high temperature component applications. Developing adaptive control methodologies to retain performance over the powerplant lifetime. Achieving near-zero emissions, via combined integrated aftertreatment of exhaust gases. The HERCULES-2 is the next phase of the R&D programme HERCULES on large engine technologies, which was initiated in 2004 as a joint vision by the two major European engine manufacturer groups MAN and WARTSILA. Three consecutive projects namely HERCULES - A, -B, -C spanned the years 2004-2014. These three projects produced exceptional results and received worldwide acclaim. The targets of HERCULES-2 build upon and surpass the targets of the previous HERCULES projects, going beyond the limits set by the regulatory authorities. By combining cutting-edge technologies, the Project overall aims at significant fuel consumption and emission reduction targets using integrated solutions, which can quickly mature into commercially available products. Focusing on the applications, the project includes several full-scale prototypes and shipboard demonstrators. The project HERCULES-2 comprises 4 R&D Work Package Groups (WPG): - WPG I: Fuel flexible engine - WPG II: New Materials (Applications in engines) - WPG III: Adaptive Powerplant for Lifetime Performance - WPG IV: Near-Zero Emissions Engine The consortium comprises 32 partners of which 30% are Industrial and 70% are Universities / Research Institutes. The Budget share is 63% Industry and 37% Universities. The HERCULES-2 proposal covers with authority and in full the Work Programme scope B1 of MG.4.1-2014.
Agency: Cordis | Branch: FP7 | Program: CP-IP | Phase: SST.2011.1.1-3. | Award Amount: 17.02M | Year: 2012
HERCULES was conceived in 2002 as a long-term R&D Programme, to develop new technologies for marine engines. It is the outcome of a joint vision by the two major European engine manufacturer Groups MAN & WARTSILA, which together hold 90% of the worlds marine engine market. The present proposed HERCULES-C project is the Phase III of the HERCULES Programme. In order to take marine engine technology a step further towards improved sustainability in energy production and total energy economy, an extensive integration of the multitude of the new technologies developed in Phases I and II is required. HERCULES-C addresses this challenge by adopting a combinatory approach for engine thermal processes optimization, system integration, as well as engine reliability and lifetime. The first Objective of HERCULES-C is to achieve further substantial reductions in fuel consumption, while optimizing power production and usage. This will be achieved through advanced engine developments in combustion and fuel injection, as well as through the optimization of ship energy management and engine technologies supporting transport mission management. The second Objective of HERCULES-C is to achieve near-zero emissions by integrating the various technologies developed in the previous research Projects, in Phases I and II. The third Objective is to maintain the technical performance of engines throughout their operational lifetime. This requires advanced materials and tribology developments to improve efficiency and reliability, as well as sensors, monitoring and measurement technologies to improve the controllability and availability of marine power plants. The project HERCULES-C structure of RTD work comprises 47 Subprojects, grouped into 10 Work Packages and 5 Work Package Groups, spanning the complete spectrum of marine diesel engine technology. The HERCULES-C Project has duration of 36 months, a Consortium with 22 participants. and a total budget of EUR 17 million.
Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: SST.2010.1.1-2.;SST.2010.5.1-1. | Award Amount: 3.72M | Year: 2011
With climate change coming to the forefront of societys perception, there is increasing pressure on all industries to CO2 emissions through increased efficiency and the maritime industry is no exception. The objective of ULYSSES is to demonstrate, through a combination of ultra slow speeds and complementary technologies, that the efficiency of the world fleet can be increased to a point where the following CO2 targets are met : Before 2020, reducing greenhouse gas emissions by 30% compared to 1990 levels. Beyond 2050, reducing greenhouse gas emissions by 80% compared to 1990 levels. ULYSSES focuses on bulk carriers and tankers as these ship types produce 60% of the CO2 from ocean-going vessels . As bulk carriers and tankers are reasonably similar in design and operation, it is felt that investigating these ships will give the best value for money in terms of potential impact of the project. Additionally, it is more technically challenging to reduce the speed of these ship types as they are relatively slow speed already and therefore it is expected that directional stability and other seakeeping issues will arise. However, the results of the project will be directly transferable to other ship types. To achieve these goals, it is expected that the target speeds will be: Phase I - Existing vessel in 2020: ~10 knots Phase II - New vessel built in 2020: ~7.5 knots Phase III - New vessel built in 2050: ~5 knots
Agency: Cordis | Branch: H2020 | Program: IA | Phase: MG-4.1-2014 | Award Amount: 22.99M | Year: 2015
The specific challenge for waterborne transport call MG4.1 is, To support developments that make new and existing vesselsmore efficient and less polluting. A sound way to support developments is, to demonstrate solutions that are sufficiently close to market so that ship owners will consider these in their future investment plans. Following this reasoning LeanShips will execute 8 demonstration actions that combine technologies for efficient, less polluting new/retrofitted vessels with end users requirements. Demonstrators were selected for their end-user commitment (high realisation chance), impact on energy use/emissions, EU-relevance, innovativeness and targeted-TRL at the project end. Selected technologies (TRL3-4 and higher) address engines/fuels/drive trains, hull/propulsors, energy systems/emission abatement technologies. Technologies are demonstrated mostly at full-scale and evidence is provided on energy and emission performance in operational environments. The LeanShips partnership contains ship owners, shipyards and equipment suppliers, in total 48 partners from industry (81%) and other organisations. Industry has a leading role in each demonstrator. Target markets are the smaller-midsized ships for intra-European waterborne transport, vessels for offshore operations and the leisure/cruise market. First impact estimates show fuel saving of up to 25 %, CO2 at least up to 25%, and SOx/NOx/PM 10-100%. These estimates will be updated during the project. First market potential estimates for the LeanShips partnership and for markets beyond the partnership are promising. Project activities are structured into 3 layers: Basis layer with 8 focused demonstrators (WP 04-11), Integration layer with QA, Innovation Platform and Guide to Innovation (WP02), Dissemination and Market-uptake (WP03), and top Management layer (WP01), in total 11 Work Packages. The demonstrators represent an industry investment of ca. M 57, the required funding is M 17,25.
Wartsila Finland Oy | Date: 2013-03-08
An arrangement is disclosed for connecting at least one double-walled pipe of stainless steel to a LNG tank having an inner shell of stainless steel and an outer shell spaced at a distance from the inner shell, the inner and outer shells defining an isolation space therebetween. The at least one double-walled pipe includes a common outer wall and at least one inner pipe. The outer wall of the pipe is connected to the inner shell of the tank in such a way that the outer wall and/or a pipe fitting of cold resistant material between the inner shell and the outer wall is arranged to compensate for changes in the length of the outer wall of the pipe and/or of the pipe fitting due to temperature differences between the outer wall of the pipe and the inner shell of the tank.
Agency: Cordis | Branch: FP7 | Program: JTI-CP-FCH | Phase: SP1-JTI-FCH.2009.3.4 | Award Amount: 7.11M | Year: 2011
The main objectives of this proposal is to evaluate different process alternatives and find optimal process and mechanical solutions for the cathode and stack subsystems with the aim of having commercially feasible and technologically optimised subsystem solutions ready for future ~ 250 kWe atmospheric SOFC systems. The aspects taken into account in the development are mainly electrical efficiency, controllability, reliability, mass production and costs effectiveness of developed subsystems and individual components. This project is focused on the development of SOFC systems air side fluid and thermal management and mechanical solutions, i.e. cathode subsystem and individual components. In large SOFC systems the cathode subsystem is typically the largest source of auxiliary losses and a major factor decreasing electrical efficiency of the system. The reason for this is that almost all components are based on existing products developed for some other purposes and are not optimized for certain SOFC systems. By making cathode side components from the SOFC system point of view, i.e. optimizing the overall system solutions, significant improvements in terms of costs, reliability, performance and lifetime will be achieved. A parallel optimization of the anode subsystem is carried out in the EU funded ASSENT project. The project will further focus on the integration of SOFC stacks in large systems. If large SOFC systems would be realized by simple multiplication of smaller SOFC stacks, the cost of the so-called Balance of Stack components would be very large. The Balance of Stack components includes air- and gas manifolding, stack compression, thermal insulation, electrical insulation, wiring, lead-ins and sealing. Based on state-of-the-art SOFC stacks this project will develop scalable, cost-efficient Balance of Stack solutions suitable for ~ 250 kW SOFC systems.
Agency: Cordis | Branch: FP7 | Program: CP | Phase: SST.2013.1-2. | Award Amount: 14.14M | Year: 2013
Reducing emissions from shipping has increasingly become a challenge over the last years, both as a counter measure against global climate change and to protect local environments and population from waste, gas emissions and noise. This challenge has been documented both in policy papers, like the Europe 2020 initiative or the Transport White Paper, and in rules and regulations issued by IMO as well as by local authorities. Those legislations as well as emission taxes and an increasing public awareness on green shipping have led to the fact, that low emission ships and shipping has become a key competitive factor both for European shipbuilders (including equipment manufacturers and shipyards) and shipping companies. In response to topic SST.2013.1-2 of the Sustainable Transport Work Programme 2013 the JOULES proposal aims to significantly reduce the gas emissions of European built ships, including CO2, SOx, NOx and particulate matters. JOULES follows an integrated and holistic approach, not only limited to integrating the components of the simulation of the energy grid, but through the consideration of other viable options for emission reduction. The specific optimal solutions for emission reduction and energy efficiency highly depend on the transport or service task of ships, as well as on their operational profile. While a wide overview and holistic assessment of all available energy and emission saving technologies is necessary, industrial breakthrough can only be achieved if the available solutions are selected, adopted, integrated, assessed and finally demonstrated for realistic application cases. The binding element between technologies and applications are modelling and assessment methods and tools. Those are needed to predict the behaviour of complex energy grids, to manage the energy demand in operation and to assess the performance of optimized energy grids both in view of cost efficiency and environmental impact.
Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: SST.2011.1.1-2. | Award Amount: 4.00M | Year: 2011
Retrofitting is defined as the installation onboard ships of state-of-the-art or innovative components or systems and could in principle be driven by the need to meet new regulatory standards or by the ship owner interest to upgrade to higher operational standards. Retrofitting should become an established practice in the shipping industry involving the entire value chain and exploring the possibilities that may open to the industry on a continuous basis. To identify worthy retrofitting candidates and select appropriate (green) technologies that can be suitably fitted at minimum cost and lead time, while considering the condition of the particular ship: service profile, remaining life cycle and the governing and expected regulations. The focus points of the project RETROFIT are: - Methods to identify ship candidates for retrofitting; - Methods and tools for simulating the working of various configurations of ship main and auxiliary systems; - Methods and tools for reverse engineering enabling to build product models suitable for the retrofitting process; - Methods and tools to control ships energy and emission performance: decision support systems for emission control and energy optimization over the entire service profile; - Design-for-retrofitting methodology based on standardisation and modularisation principles; - Efficient corresponding yard processes for minimum out-of-business time for retrofitting ships.
Wartsila Finland Oy | Date: 2015-03-13
The method controls timing of a discharge event of a centrifugal separator, during which discharge event at least part of a heavier liquid and/or sludge or solids separated from a lighter liquid is discharged from the separator through at least one discharge opening. The discharge opening is opened and/or closed hydraulically. The method comprises the steps of waiting for a scheduled discharge time, measuring the pressure of the liquid used for opening and/or closing the discharge opening, comparing the measured pressure to a predetermined limit value, and, in the case the pressure is below the limit value, delaying the discharge event.