Journal of Marine Science and Application (2020) 19:473–484

https://doi.org/10.1007/s11804-020-00156-0

RESEARCH ARTICLE

Optimization of the Performance of Marine Diesel

Engines to Minimize the Formation of SOx Emissions
Mina Tadros 1 & Manuel Ventura 1 & C. Guedes Soares 1

Received: 18 October 2019 / Accepted: 22 April 2020 / Published online: 13 October 2020
# The Author(s) 2020

Abstract
Optimization procedures are required to minimize the amount of fuel consumption and exhaust emissions from marine engines.
This study discusses the procedures to optimize the performance of any marine engine implemented in a 0D/1D numerical model
in order to achieve lower values of exhaust emissions. From that point, an extension of previous simulation researches is
presented to calculate the amount of SOx emissions from two marine diesel engines along their load diagrams based on the
percentage of sulfur in the marine fuel used. The variations of SOx emissions are computed in g/kW·h and in parts per million
(ppm) as functions of the optimized parameters: brake specific fuel consumption and the amount of air-fuel ratio respectively.
Then, a surrogate model-based response surface methodology is used to generate polynomial equations to estimate the amount of
SOx emissions as functions of engine speed and load. These developed non-dimensional equations can be further used directly to
assess the value of SOx emissions for different percentages of sulfur of the selected or similar engines to be used in different
marine applications.

Keywords Marine diesel engine . Standard procedures . SOx emissions . Surrogate model . Response surface methodology

1 Introduction operated using fuel either it is marine diesel oil

(MDO) or heavy fuel oil (HFO), with a high level of
Shipping is the most fuel-efficient means of moving sulfur for economical purposes. From 2000, strong re-
freight, where more than 70% of global freight task is strictions are applied by the International Maritime
to transport by ships. Most of them are powered using Organization (IMO) and the International Convention
diesel engines, which are considered the most fuel- for the Prevention of Pollution from Ships (MARPOL),
efficient engines. They are installed in different types to reduce the amount of sulfur oxides (SOx) emissions
of ships ranging in size and application from small from ships (IMO 2017) to reach its lowest level by
ships to large ocean-going vessels. These engines are 2020 as shown in Figure 1 for both emission control
areas (ECAs) and non-ECAs as demonstrated in
Article Highlights Figure 2. An International Air Pollution Prevention
• Optimization procedures are presented to optimize the performance of Certificate (IAPPC) must be issued for each ship ac-
any marine engine.
• SOx emissions are computed from two marine diesel engines along their
cording to Annex VI in MARPOL to ensure that all
load diagrams. ships of 400 gross tonnage (GT) or above are commit-
• Generation of polynomial equations to estimate the amount of SOx ted with the requirements of Annex VI.
emissions as functions of engine speed and load. Sulfur dioxide (SO2) presents more than 95% of SOx
• These developed non-dimensional equations can be further used directly
to assess the value of SOx emissions of other engines.
emissions emitted from the combustion of marine fuel.
It is a colorless, bad-smelling, and toxic gas which has
* Mina Tadros a direct effect on human health causing chest pain, eye
[email protected] irritation, and breathing problem at a lower level of
concentration. It is a source of formation of sulfates
1
Centre for Marine Technology and Ocean Engineering (CENTEC),
and nitrates in the form of inorganic aerosols which
Instituto Superior Técnico, Universidade de Lisboa, are harmful to the human respiratory system. It can be
1049-001 Lisboa, Portugal fatal if it reaches 500 parts per billion (ppb) in the
474 Journal of Marine Science and Application

(HSRFO) to low sulfur distillate fuel oil (LSDFO) when

crossing emission control areas. The first strategy is
being widely adopted in new ships, while generally for
existing ships the second is more convenient, at least
until (presumably 2025) the limit will drop from 3.5%
to 0.5%. The ships approaching the port areas are par-
ticularly relevant about the overall emissions (Iodice and
Senatore 2015) for two reasons: First, the ship is in
maneuvering mode, and the engine works at part load;
moreover, the vessel is performing the fuel switch. Both
Figure 1 MARPOL Annex VI SOx emission limits (DieselNet 2017)
these conditions alter the normal levels of engine emis-
sions (Iodice et al. 2017).
around atmosphere (EGCSA 2019). Also, SO2 can be Different alternative marine fuel types can be used in
oxidized and converted into acids which are the main main and auxiliary engines to reduce the level of emis-
source of acid rain followed by many ecological effects sions due to the lack of sulfur component in these fuels
(EPA 2019). (El-Gohary 2013; Banawan et al. 2010). They could be
From that concept, different technologies are considered to found in liquid form, including ethanol, methanol,
control the amount of SO x emissions from the marine bioliquid fuel, and biodiesel, and in gaseous form, in-
industry. cluding propane, hydrogen, and natural gas (NG).
Fossil fuel energy system must be improved for a However, the different parts of the engines fueled with
better and cleaner future transportation for the world these alternative fuels must be optimized as in (Ambrós
because it is responsible for 15% of the world nitrogen et al. 2015; Li et al. 2014; Karabektas 2009; Ng et al.
oxides (NO x ) and SO x emissions (El-Gohary 2013). 2013; Altosole et al. 2017) in order to reduce the ex-
Based on the new regulations, the components of sulfur haust emissions that are depending mainly on the
are reduced in the fuel to 1% in low sulfur diesel (LSD) amount of brake specific fuel consumption (BSFC).
and low sulfur fuel oil (LSFO), while the ultra-low sul- The BSFC can be defined as the measure for the fuel
fur diesel (ULSD) and ultra-low sulfur fuel oil (ULSFO) efficiency of any internal combustion engine; it is
have been refined so that its sulfur content is less than expressed in g/kW·h, which is the ratio between the rate
or equal to 15 ppm. This is 97% cleaner than the stan- of fuel consumption (expressed in g/s) and the brake
dard fuel used (EPA 2017). power (expressed in kW). Obviously, lower values of
Currently, the sulfur limit in marine fuel is 0.1% in this parameter are always required.
ECA and port areas and 3.5% in all other areas. Two The hydrogen and the NG are receiving considerable
strategies can be adapted to comply with these restric- attention in shipping due to their availability and their
tions: the first, which is more expensive at the moment, low cost, and they are free of carbon and sulfuric ma-
is the installation of seawater scrubbers on board, reduc- terials (El-Gohary 2012). El-Gohary and Seddiek (2013)
ing the SOx content in exhaust emissions, and the sec- presented the usage of both hydrogen and NG as alter-
ond is the fuel switch from high sulfur residual fuel oil native fuels to diesel oil for a marine gas turbine which

Figure 2 Emission control areas

(ECAs) around the world
(Puisa 2015)
M. Tadros et al.: Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions 475

lead to 100% reductions in SOx emissions and particu- main disadvantage in refitting a ship with this technol-
late matter (PM) and 92% reduction in NOx emissions ogy is the cost of several million euros, which leads to
and 25% reduction in carbon dioxide (CO2) as com- a loss in the income for the ship-owners (Jiang et al.
pared with diesel fuel (Welaya et al. 2013b; El-Gohary 2014).
et al. 2015). Hydrogen is also used to convert the Good quality of lubricating oil with efficient control
chemical energy into electricity in the fuel cell technol- systems can control the amount of sulfur in the fuel and
ogy (Welaya et al. 2011; Welaya et al. 2013a; Villalba- decrease SOx emissions from the engine. Recently, pulse
Herreros et al. 2017). However, it is very restricted due or alpha lubrication systems are the two control systems
to some technical problems. The NG is used in the dual used. The tests showed that the exhaust emissions were
fuel engines that could be run also on HFO or MDO to reduced when the cylinder oil feed rate was also re-
verify the limitations of exhaust emissions applied by duced. So the lubrication systems are optimized and
IMO (Wärtsilä 2017). The engine could smoothly controlled with a high-pressure electronically controlled
switch from gas fuel to HFO/MDO operation and vice lubricator that injects the cylinder lube oil into the cyl-
versa without loss of power or speed. The interaction inder at the exact position and time, which is not al-
between the gaseous fuel and the pilot fuel was consid- ways possible with the conventional mechanical lubrica-
ered in the study presented by Miao and Milton (2005). tors (MAN Diesel and Turbo 2016a).
Stoumpos et al. (2018) simulated the performance of a Based on the mentioned technologies, different en-
marine dual fuel engine to reduce exhaust emissions and gine simulation models are developed to easily predict
show a good reduction in BSFC and NOx emissions. the performance of different types of engines for saving
Also, Talekar et al. (2016) supported the dual fuel en- time and reducing the costs of doing experimental tests.
gine fueled with NG to improve the combustion effi- However, by coupling one of the optimization methods
ciency and the reduction of exhaust emissions. (Hillier and Lieberman 1980) to these numeric codes
The biofuel becomes an alternative fuel for diesel depending on the faced problem, more accurate results
engines despite its higher production cost than the can be achieved. From that concept, this study presents
MDO. It has been recognized and used by many coun- standard procedures, based on the experience of authors,
tries around the world including the European Union to optimize the performance of any marine engine in
(EU), the USA, Brazil and Asia (The Statistics Portal order to minimize the fuel consumption and thus the
2017). According to ETIP (2019), different types of exhaust emissions. Part of the results of these
biofuels are under investigation and expected to be optimization procedures, along the engine load
widely used in the near future (Silitonga et al. 2013; diagram, are presented in previous research papers by
Ong et al. 2014). One of the advantages of biodiesel Tadros et al. (2018b) and Tadros et al. (2019).
is that the amount of different exhaust emissions can An extension of the previous works in this paper
be reduced depending on the percentages of biodiesel- discusses the computation of the formation of SOx emis-
diesel blends than only using diesel oil such as carbon sions after optimizing the performance of the two tur-
monoxide (CO), hydrocarbon (HC), PM, and SO2 be- bocharged four-stroke marine diesel engines fueled with
side the CO2 which are partially absorbed by the pho- MDO based on the amount of sulfur in the fuel to be
tosynthesis of plants (Silitonga et al. 2018; Mohd Noor further used in different numerical simulations. The re-
et al. 2018; Clume et al. 2019). sults of this computation are important due to the un-
Exhaust gas scrubber can be installed onboard instead availability of the value of SOx emissions along the
of using marine fuels with low sulfur content in ECAs entire operating conditions of the two engines. The
(Seddiek and Elgohary 2014), and it helps to reduce the SOx emissions are computed in g/kW·h and in ppm
SOx emissions from ships by 98% (Ammar and Seddiek based on the optimized values of BSFC and air-fuel
2017). Scrubbers can be classified into two categories: ratio (AFR) respectively for different operating condi-
dry and wet scrubber (ABS 2017). A dry scrubber does tions, by considering the percentage of sulfur in the
not use any liquid to carry out the scrubbing process; a fuel. Then a surrogate model-based response surface
chemical reaction between the hydrated lime-treated methodology (RSM) is applied to generate numerical
granulates and the exhaust gas removes the SOx emis- equations using polynomial regression methods to pres-
sions compounds. In a wet scrubber, the exhaust gas ent the variation of SOx emissions for different engine
passes through a liquid medium in order to remove speeds and loads. These non-dimensional equations can
the SOx compounds from the gas by chemically reacting be integrated into further research to compute the
with parts of the wash liquid. The most common liquids amount of SOx emissions for different percentages of
are untreated seawater and chemically treated freshwater sulfur of the selected or similar engines. Also, they
(MAN Diesel and Turbo 2014; Wärtsilä 2015). The can be integrated with different weather routing codes
476 Journal of Marine Science and Application

in order to present a technological and economic study 3) The final step in this process is the establishment of the
of the fuel used and to compute the total amount of engine model in the simulation software taking into ac-
SO x emissions from ships along their trips in both count the different parts of the engine as shown in
ECA and non-ECA areas. Figure 4, such as engine characteristics, turbocharger, in-
tercoolers, injection system, and intake and exhaust sys-
tems. After that, it is required to define the properties of air
and fuel used, the atmospheric initial conditions, and the
2 Procedures for Optimum Engine initial pressure and temperature of each duct and junction.
Performance Finally, different sub-models must be selected or defined
to compute the combustion, conduction, heat transfer, fric-
In this section, an overview of the procedures required to tion, and the amount of the different exhaust emissions.
optimize the performance of any marine diesel engine using
0D/1D is presented based on authors’ experiences and some
collected data from software manuals. Four procedures must
be taken into consideration as shown in Figure 3:
2.2 Calibration Process
1) Establishment process
After ensuring that the engine model is built correctly without
2) Calibration process
any types of errors, in this section, generic procedures are pre-
3) Optimization process
sented to be used as guidelines to calibrate the model. First of
4) Post-processing results
all, the calibration process must be performed at high engine
speed and high load in order to check that the engine model
will be able to reach this high amount of power. By considering
the volumetric efficiency and brake power or torque, the model
2.1 Establishment Process can be smoothly calibrated. Then, the calibration will be per-
formed for different engine speeds and loads.
This process is the first part to simulate the performance of any
diesel engine using any 0D/1D model. It consists of the three 2.2.1 Volumetric Efficiency
steps as follows:
The volumetric efficiency is the best indicator to maximize the
1) The first step is to develop the simulation code using any engine breathing or the mass flow rate inside the engine.
of the programming languages such as MATLAB/ It assists in the selection and scaling of the maps of the
Simulink, Python, Visual Basic, LabVIEW, C, or C++ turbocharger from existing ones if their data are not available.
to select an available commercial engine simulation soft- Once this pre-run is finished, the volumetric efficiency,
ware such as Ricardo Wave, GT-suite, or AVL for model mass flow rate, plenum temperature, and plenum pressure must
implementation. be compared against the measured data as the main checklist.
2) The second step is to select a real engine and collect its data This gives the opportunity to check and modify the valves’
either from the project guide of the manufacturer or from timing, the wall temperature and the heat transfer multiplier
experimental tests performed in the engine laboratory. along the intercooler, and the intake and exhaust systems.

Figure 3 General presentation for optimum engine performance

M. Tadros et al.: Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions 477

Figure 4 Schematic diagram of

the simulation model
(Tadros et al. 2016)

2.2.2 Brake Power or Torque the relationship between the different parameters. Also, this
data can be integrated into any other software/codes for more
After calibrating the engine model based on the volumetric practical research (Vettor and Guedes Soares 2016; Vettor
efficiency as described in the previous point, the calibration et al. 2018; Zaccone et al. 2018; Tadros et al. 2018a).
of the brake power or torque takes place to increase the accu-
racy of the simulated results. This part focuses on calibrating
the combustion process where the amount of AFR is checked 3 Model Implementation
and compared against real data. This leads to choose and cal-
ibrate the combustion model by selecting the appropriate type 3.1 Establishment Process
of Wiebe function as presented in detail by Ghojel (2010).
Also, it helps to verify the firing pressure inside the cylinder By following the procedures described in the previous section,
and then verify the exhaust pressure and temperature from the two marine diesel engines are selected to perform the simula-
cylinders to ensure the safety of the engine. tion and the optimization procedures. The first engine chosen
for simulation is the MAN R6-730. It is a marine turbocharged
2.3 Optimization Process diesel engine, 4-stroke, 6 cylinder in-line, with a speed range
of 1000–2300 r/min producing 537 kW (MAN Diesel and
Once finalizing the calibration process, the engine model is Turbo 2017). It is used to propel small vessels such as yachts
connected to an optimizer either in the same software used or and patrol boats. The second engine chosen is the large MAN
in any third-party software to easily control the values of the 18V32/44CR. It is also a 4-stroke marine turbocharged diesel
selected parameters for different engine speeds and loads. engine with 18 cylinder and 750 r/min rated speed delivering
Sometimes, this process can be used to recalibrate the engine 9180 kW (MAN Diesel and Turbo 2016b). It is designed for
model to improve the accuracy of the computed results. In the the propulsion of large ships like tankers, bulk carriers, con-
optimization model, the boundary conditions of each param- tainers, and ferries. Both engines satisfy the level of exhaust
eter are defined; then the fitness function is constructed in- gas of tier 2 as defined in IMO MARPOL Annex VI. Table 1
cluding the objective function of the study and the penalty shows the main characteristics of the two engines, and Table 2
function to express constraints. Different penalty functions presents the uncertainty of engine performance and exhaust
can be evaluated (Yeniay 2005), while the authors recom- emissions parameters based on environmental factors, approx-
mend the use of the static penalty function as it shows a good imation methods used, and data collected from the
agreement with the real data (Tadros et al. 2019), and it was manufacturer.
considered in different previous engine studies (Zhao and Xu The two engines are built in Ricardo Wave Software
2013; Zhu et al. 2015). (2016) by connecting the different parts of each engine
through junctions and pipes. As presented above, the
2.4 Post-Processing Results turbocharger, intercooler, injection system, intake and
exhaust systems, and engine cylinders are defined according
After computing the performance of the engine along the load to the engine structure. The friction, heat transfer, combustion,
diagram, the results can be combined, visualized, and ana- and exhaust emissions modules are defined as well. The
lyzed. For instance, different surrogate models or any machine simulation of the engine is performed according to the
learning method can be applied to the computed data to study energy and momentum equations presented in Watson and
478 Journal of Marine Science and Application

Table 1 Technical data of the two engines

Parameter MAN R6- MAN 18V32/

730 44CR

Bore (mm) 128 320

Stroke (mm) 166 440
No. of cylinders 6 18
Displacement (L) 12.82 640
Brake mean effective pressure (bar) 21.9 23.06
Piston speed (m/s) 10.5 11
Rated speed (r/min) 2300 750
Maximum torque (kN·m) 2.51 116.88 Figure 5 Comparison between the values of BSFC at the theoretical
propeller curve of the manufacturer and Ricardo Wave for MAN R6-
BSFC (g/kW·h) 225 179
730 (Tadros et al. 2018b)
Power-to-weight ratio (kW/kg) 0.41 0.095
Exhaust gas status IMO Tier 2 IMO Tier 2

calculation of SOx emissions in Ricardo Wave, they are com-

puted as SO2 and as functions of BSFC using the empirical
Janota (1982) based on the concept of “filling and emptying” formula in Eq. (1) suggested by Lloyd’s Register (1995). The
method, and the processes inside each cylinder are calculated amount of SOx emissions in g/kW·h is directly proportional to
according to the first law of thermodynamics (Heywood 1988) the BSFC; once the BSFC increases, the SOx emissions in-
taking into consideration the heat release rate (HRR) depend- creases and vice versa.
ing on the Wiebe function which controls the burned mass This is why the new technologies (Woodyard 2004) and
fraction. The Wiebe function used in this study is the one artificial intelligence (Mohd Noor et al. 2015; Tadros et al.
suggested by Watson et al. (1980) which shows a good ability 2020a) must be used to minimize the fuel consumed for the
to simulate the combustion process of a marine Genset same operating point.
(Tadros et al. 2020b), while the heat transfer inside the cylin- Furthermore, they are computed in ppm based on the
ders is calculated using the empirical formula suggested by amount of AFR as in Eq. (2) suggested by Mao and Wan
Woschni (1967). The heat transfer inside the pipes in the in- (2000). Besides the amount of sulfur in the fuel that is
take and exhaust manifolds and in the intercooler are calculat- required to be reduced, an increase in the AFR can assist
ed using the Colburn analogy (Bergman et al. 2011). in the reduction of the formation of SOx emissions for the
Then, the main exhaust emissions from engines are same operating point. The AFR can be increased in sev-
computed. The CO2 emissions are calculated as func- eral ways; the most effective one is using high perfor-
tions of the BSFC using the emission factor suggested mance turbocharger and variable valve timing (VVT) as
by Kristensen (2012) as they depend on the amount of in modern engines, to increase the engine volumetric ef-
carbon in the fuel. The NOx emissions are calculated ficiency (VE) and thus AFR.
using the extended Zeldovich mechanism taking into
consideration the two zones of combustion (Heywood SOx;g=kW⋅h ¼ 20  ð%S Þ  BS FCkg=kW⋅h ð1Þ
1988).
Finally, the formation of SOx emissions is computed and is
presented in this study. They depend on the amount of sulfur
inside the fuel. It is composed of SO2 and small amounts of
sulfur trioxide (SO 3 ). Due to the unavailability of the

Table 2 Uncertainty of engine performance and exhaust emissions

Parameter MAN R6-730 MAN 18V32/44CR Uncertainty (%)

BSFC (g/kW·h) 195–260 170–260 +5

CO2 (g/kW·h) 624–832 544–832 +5
NOx (g/kW·h)* 2.5–7.7 2.0–9.59 ±2
SOx (g/kW·h)** 9.75–13 8.5–13 +5
Figure 6 Comparison between the values of BSFC at the maximum load
*Not exceed the limit applied by the IMO. **Based on the amount of of the manufacturer and Ricardo Wave for MAN R6-730 (Tadros et al.
sulfur in the fuel 2018b)
M. Tadros et al.: Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions 479

respectively for different engine speeds and loads with

an average error 1.11% and 2.73%, respectively, while
Figure 7 shows a comparison between the numerical
results and the real data of BSFC for MAN 18V32/
44CR. A good fitting is achieved between the real and
the numerical curves for each engine with a 1.6% aver-
age error along the different operating conditions.

3.3 Optimization Process

Figure 7 Comparison between the values of BSFC at the theoretical In order to increase the accuracy of the model and to
propeller curve of the manufacturer and Ricardo Wave for MAN easily estimate the optimum performance of the engine
18V32/44CR (Tadros et al. 2018b)
along the different engine speeds and loads, an
optimization method is coupled to the engine model to
easily predict the optimum values of the different input
parameters instead of losing time doing manually. An
M SO2 1
SOx;ppm ¼ S ppm ð2Þ engine optimization model was developed by Tadros
M S ð1 þ AFRÞ et al. (2019) to find the optimum values of turbocharger
where %S is the percentage of sulfur in fuel, M SO2 is SO2 speed (TS), the start of injection (SOI), the intake valve
molar weight, and MS is S molar weight. opening (IVO), and the amount of fuel rate (FR) along the
different engine speeds and loads. The performance of the
marine diesel engines is simulated by minimizing the
BSFC, by verifying the NO x emissions limitations
3.2 Calibration Process applied by the IMO, and by verifying the firing pressure
and the exhaust temperature inside the engine for safety
After the establishment of the two numerical engine aspects. The developed model coupled Ricardo Wave
models, the calibration procedures take place by taking Software (2016) as 1D engine simulation software with
into account the thermo-fluid properties along the dif- a nonlinearly constrained optimizer based on the interior
ferent parts of the engine, and a good agreement is point algorithm as shown in Figure 8. This model shows a
achieved between the calculated and read data as shown good simulation time to find the optimal values of the
in (Tadros et al. 2019). Figures 5 and 6 show the dif- turbocharger, injection system, and valve timing in order
ference between the calculated BSFC and the data pro- to assess the objective of the study. The engine model was
vided from the manufacturer for MAN R6-730 at the adapted for each type of engine due to its different
theoretical propeller curve and at the full load configurations.

Figure 8 Schematic diagram of

engine optimization model
(Tadros et al. 2019)
480 Journal of Marine Science and Application

Figure 9 Variation of BSFC in g/kW·h along the engine load diagram of

MAN R6-730 (Tadros et al. 2018b) Figure 11 Variation of BSFC in g/kW·h along the engine load diagram of
MAN 18V32/44CR (Tadros et al. 2019)

4 Results and Discussion

4.1 Simulation of SOx Emissions sulfur (2.5%S) in diesel fuel or any other values accord-
ing to the fuel used and compared with the real data
After following the procedures presented above, the per- measured from the manufacturer or from experimental
formance of each engine selected is calculated from the tests. SOx emissions can be computed in g/kW·h and
developed optimization model along the engine load dia- in ppm using Eqs. (1) and (2) respectively according
gram. The BSFC is minimized for the different operating to the calculated BSFC and AFR.
conditions, and the engine model verifies the exhaust Figures 13 and 14 show the variation of SOx emis-
emissions and the safety aspects of the engines by opti- sions in g/kW·h for MAN R6-730 and MAN 18V32/
mizing the values of the parameters of the turbocharger, 44CR respectively based on the standard amount of sul-
injection system, and valve timing. Figures 9, 10, 11 and fur. The results are validated using data from the man-
12 show the variation of BSFC and AFR for different ufacturer at the rated speed, and it is noticed that SOx
engine speeds and loads for MAN R6-730 and MAN emissions decrease in the high loads and vice versa as
18V32/44CR respectively. Some of these figures are col- proportional to the BSFC values.
lected from previous research papers for further clarifica- Figures 15 and 16 show the variation of SOx emis-
tion (Tadros et al. 2018b; Tadros et al. 2019). sions in ppm based on the AFR. Due to a large amount
Once the BSFC and AFR are computed, SOx emis- of fuel that is injected at the high loads, the formation
sions can be calculated based on the standard amount of of SOx emissions increases, while a reduction in SOx

Figure 10 Variation of AFR along the engine load diagram of MAN R6- Figure 12 Variation of AFR along the engine load diagram of MAN
730 18V32/44CR (Tadros et al. 2019)
M. Tadros et al.: Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions 481

Figure 13 Variation of SOx emissions in g/kW·h of MAN R6-730 for Figure 15 Variation of SOx emissions in ppm of MAN R6-730 for 2.5%S
2.5%S

emissions is achieved at the low loads. These values of of BSFC, CO2, and NOx emissions are generated for
SO x emissions either in g/kW·h or in ppm can be each engine, function of speed, and load.
changed according to the amount of sulfur inside the
fuel used. Also, it is important to mention for further
investigations that the normal operating area of these P00 þ P10  x þ P01  y þ P20  x2
engines will be from 85% to 100% of engine speed þP11  xy þ P02  y2 þ P30  x3 þ P21  x2 y
f ðx; yÞ ¼
for both engines and from 60% to 90% of engine load þP12  xy2 þ P03  y3 þ P40  x4 þ P31  x3 y
for large engine and from 50% to 85% of engine load þP22  x2 y2 þ P13  xy3 þ P04  y4
for the small one. ð3Þ

where x is the engine speed and y is the brake power and both
4.2 Response Surface Methodology
of them are non-dimensional.
In this study, the coefficients of equation of BSFC
The RSM is one of the methods used as a surrogate
that are computed by Tadros et al. (2018b) will be
model suggested by Box and Wilson (1951) to generate
considered to compute the formation of SOx emissions
a surface response using a polynomial model. This sur-
using Eq. (1), while AFR surface is generated using the
face describes the relationship between the input and the
fourth polynomial regression model to be considered
output parameters. It is widely used to simplify a com-
during the computation of SOx emissions in ppm using
plex system such as a diesel engine. As an extension of
Eq. (2). Engine speeds and loads are expressed as per-
the surrogate model presented by Tadros et al. (2018b),
centages from the rated speed and the rated power re-
a fourth polynomial regression model in Eq. (3) is
spectively. Also, the equations of BSFC and AFR are
adopted fitting better the calculated data from numerical
computed as a percentage of BSFC and AFR at the
models than the lower-order model, where the equations

Figure 14 Variation of SOx emissions in g/kW·h of MAN 18V32/44CR Figure 16 Variation of SOx emissions in ppm of MAN 18V32/44CR for
for 2.5%S 2.5%S
482 Journal of Marine Science and Application

Table 3 Value of
equation coefficients of Coefficient BSFC AFR
8
BSFC and AFR for >
> 1:6394x−0:3853 0:3 > x≥ 0:43
MAN R6-730 p00 4.213 1.55000 <
2:7028x−0:8341 0:43 > x ≥ 0:52
p10 − 26.840 − 0.06317 y¼ ð4Þ
>
> 1:1019x−0:0041 0:52 > x ≥ 0:91
p01 11.190 − 0.14470 :
1 0:91 > x ≥ 1
p20 76.150 − 0.07971
p11 − 57.170 − 0.32650 The generated surface of BSFC and AFR of MAN R6-730
p02 7.610 0.10220 show goodness of fitting with R-square equals to 0.8983 and
p30 − 85.240 0.10410 0.8718 respectively. The coefficients of the equations are pre-
p21 72.450 − 0.32770 sented in Table 3.
p12 3.181 0.49650 The generated surface of BSFC and AFR of MAN 18V32/
p03 − 9.721 − 0.37870 44CR show goodness of fitting with R-square equals to
p40 32.490 − 0.06646 0.9340 and 0.9109 respectively. The coefficients of the equa-
p31 − 23.590 0.40190 tions are presented in Table 4.
p22 − 18.670 − 0.10080
8 2 0:5 > x≥ 0:9
− 0.19700
< 0:901x þ 0:4792x
p13 17.220 3
>
p04 − 2.274 0.18860
y¼ −0:1547x−0:0049 ð5Þ
>
: 0:9918x þ 0:0082 0:9 > x≥ 1
1 1 > x≥ 1:06

rated speed respectively. So these equations can be

adapted to estimate the SO x emissions for different 5 Conclusion
levels of sulfur and for other similar engines with a
different rated value of BSFC and AFR without In this study, different techniques for reducing the amount of
performing again all the complicated simulations. SOx emissions are discussed. A procedure is presented to estab-
The curves of the load limit MAN R6-730 and MAN lish, calibrate, and optimize the performance of any marine
18V32/44CR are presented in Eqs. (4) and (5) to define the engine model to achieve minimum fuel consumption and ex-
limits of the brake power for each engine speed. haust emissions. Then an extension of previous computations is
performed to estimate the amount of SOx emissions along the
engine load diagrams of two different marine diesel engines.
It has been concluded that the performance of the engine
must be optimized to minimize the amount of formation of
Table 4 Value of
equation coefficients of Coefficient BSFC AFR SOx emissions as they depend on the value of the BSFC and
BSFC and AFR for the amount of AFR.
MAN 18V32/44CR p00 5.404 1.44100 Based on the optimized results, response surface method-
p10 − 24.460 0.09476 ology is used to generate non-dimensional equations functions
p01 10.820 − 0.77100 of speed and load for the BSFC and AFR to assess the amount
p20 48.630 0.38780 of SOx emissions in g/kW·h and in ppm, respectively, based
p11 − 32.440 − 0.36400 on a given percentage of fuel sulfur for the considered or
p02 − 6.538 0.14030 similar engines.
p30 − 38.050 − 0.24230 These non-dimensional equations can be further used
p21 17.600 0.18930 to estimate the performance of the marine engines with-
p12 32.890 0.10220 out preforming any detailed simulation and can be inte-
p03 − 7.723 0.30770 grated into different marine applications.
p40 10.150 − 0.24360 This study opens the door to perform a technological
p31 0.869 0.33780 and economic study of optimizing other types of en-
p22 − 19.190 − 0.12360 gines powered by different types of fuel and various
p13 0.710 − 0.07816 types of after-treatment systems along the trip of differ-
p04 2.356 − 0.10330 ent ships.
M. Tadros et al.: Optimization of the Performance of Marine Diesel Engines to Minimize the Formation of SOx Emissions 483

Funding This work was performed within the Strategic Research Plan of El-Gohary MM, Seddiek IS (2013) Utilization of alternative marine fuels for
the Centre for Marine Technology and Ocean Engineering (CENTEC), gas turbine power plant onboard ships. Int J Naval Architect Ocean Eng
which is financed by Portuguese Foundation for Science and Technology 5(1):21–32. https://doi.org/10.2478/IJNAOE-2013-0115
(Fundação para a Ciência e Tecnologia (FCT)), under contract UID/ El-Gohary MM, Seddiek IS, Salem AM (2015) Overview of alternative
Multi/00134/2013 - LISBOA-01-0145-FEDER-007629. fuels with emphasis on the potential of liquefied natural gas as future
marine fuel. Proc Instit Mech Eng Part M: Journal of Engineering
Open Access This article is licensed under a Creative Commons for the Maritime Environment 229(4):365–375. https://doi.org/10.
Attribution 4.0 International License, which permits use, sharing, adap- 1177/1475090214522778
tation, distribution and reproduction in any medium or format, as long as EPA (2017) Diesel fuel standards and rule makings. Available from
you give appropriate credit to the original author(s) and the source, pro- https://www.epa.gov/diesel-fuel-standards/diesel-fuel-standards-
vide a link to the Creative Commons licence, and indicate if changes were and-rulemakings. [Accessed on Nov. 28, 2017]
made. The images or other third party material in this article are included EPA (2019) Acid Rain and the pH Scale. Available from https://www3.
in the article's Creative Commons licence, unless indicated otherwise in a epa.gov/acidrain/education/site_students/phscale.html. [Accessed
credit line to the material. If material is not included in the article's on Dec. 15, 2019]
Creative Commons licence and your intended use is not permitted by ETIP (2019) Biodiesel (FAME) production and use in Europe. Available
statutory regulation or exceeds the permitted use, you will need to obtain from http://www.etipbioenergy.eu/value-chains/products-end-use/
permission directly from the copyright holder. To view a copy of this products/fame-biodiesel. [accessed on Nov.10, 2019]
licence, visit http://creativecommons.org/licenses/by/4.0/. Ghojel JI (2010) Review of the development and applications of the
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