Engines for Methanol and Hydrogen Sample Clauses

Engines for Methanol and Hydrogen. Currently, the introduction of methanol and hydrogen internal combustion engines for the inland water- way sector faces one major barrier: so far, methanol and hydrogen have not yet been included as reference fuels in the NRMM directive and cannot be EU type-approved accordingly. This means for the OEM that it is not allowed to bring these engines on the market. Only temporary (up to 24 months with a maximum extension of 24 additional months) and/or national permits for field testing are possible according to Article 34 or 35 of directive (EU) 2016/1628. Another barrier is, that the ownership of the engine shall remain with the manufacturer according to the commission delegated regulation (EU) 2017/654. This is usually not accepted by shipping companies and their customers for expensive (cargo) ships aiming at long-term charters. When methanol is used as fuel for an internal combustion engine, several design challenges are to be met. First of all, methanol is a low flashpoint fuel with the flashpoint at 11 °C. This means that the regulations for the use of low flashpoint fuels on board vessels must also be complied with. In addition, the methanol flame is virtually invisible in daylight. This can pose a safety risk for the crew and special sensors would also have to be used for detection; for example, infrared cameras or temperature meas- urement would be suitable. One advantage of burning methanol is that the flame temperature is signif- icantly lower than that of diesel and water can be used very well as an extinguishing agent. In contrast to diesel, methanol is significantly more corrosive and the lubricating effect of alcohol is also significantly poorer than that of diesel. The metals and rubbers that come into contact with methanol must therefore be selected very carefully. This also applies to spare parts in later use. The following engine concepts are relevant for the use of methanol as fuel in marine applications. • Dual fuel high pressure direct injection (DF-HPDI) as 2-stroke and as 4-stroke • Dual fuel port injection (DF-PI) • Port injection spark ignited (SI) • Compression ignited, with ignition improver (CI)
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