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MAN B&W Diesel facts

Apr 28, 2015





DIESELFACTSs 2006 s 2 sMAN B&W D|ese|sSERVICEsENGINESsTURBOCHARGERS sPROPULSION SYSTEMS sMARINE sSTATIONARY sDIESELFACTSsSERVICEsENGINESsTURBOCHARGERS sPROPULSION SYSTEMS sMARINE sSTATIONARY swerId's biggest turbechargerNew TCR22 radial T/C leading the way forward Page 3xhaust-gas pewer turbinesWaste power recovery from main engine exhaustPage 3L58I64 updateComprehensive update to medium speed workhorsePages 4-5865M-0 service apprevedHitachi-Zosen given type approval Page 5Future IM0 ier 2 reguIatiensHow to comply with future emission regulationsPages 6-7LF6 as auxiIiary fueIBoil-off gas available as additional GenSet fuelPage 7Increasing 80sTime between overhauls leading to 32,000 hours Pages 8-9Ancher andIer pewerPropulsion packages to MAERSK Anchor Handlers Page 10First 0hinese M engineHudong build rst Chinese 8S60ME-C enginePage 10eIeby 000A6Holeby CODAG system increases effciencyPage 11FertabIe M simuIaterA classroom in a box Page 12-cemmerce eppertunitiesOn-line business from MAN B&W DieselPage 13ngineering Ice-cIass shipsIce-going transportation braking barriers Pages 14-150ieseIeuse epensDenmarks new attraction by MAN B&W DieselBack page8reaking ice with the 8tena ArcticaAn exceptienaI ship fer exceptienaI cenditiensThe introduction of the new ME-B engines marks a step towards strengthening the small bore, two-stroke engine range. These state-of-the-art engines enable owners to select modern, future oriented two-stroke engines.The small bore two-stroke engines from MAN B&W Diesel have been the world leader in their market segment for decades.Since the delivery of the first L35MC in 1982, a total of 1000 L35MC, 500 S35MC, 200 L42MC and 250 S42MC engines are on order or have been delivered. However, the market is always moving, and requirements for more competitive engines, i.e. the lowest possible propeller speed, lower fuel consumption, lower lube oil consumption and more exibility regarding emission and easy adjustment of the engine parameters, call for a reevaluation of the design parameters, engine control and layout.Investigations into this segment, including scrutinising the power against propeller speed for tankers, containers and bulkers, has shown that a 35 cm bore engine with a slightly reduced speed and a higher engine power will suit well. In the segment for the S42MC type, a 40 cm bore engine with 146 rpm will, together with an updated 35 Dual cylinder HCUcm bore engine, cover the required output area between the S35 and the S46MC-C very well, as shown in Fig. 3 (page 2).The market acceptance of elec-tronically controlled engines is now turning into a market demand. The new engine with a future electronic fuel system control will be designated ME-B, i.e. S35ME-B and S40ME-B, respectively.M-8 8enetsLow specic fuel oil consumption (SFOC)Increased engine powerLow lube oil consumptionLong time between overhauls (TBO)Easy adjustment of parametersLow emissionsLow propeller speedLow minimum running speedHigh reliability.ngine dataThe new engines will have a stroke bore ratio 4.4:1 (the same as the MAN B&W Diesel research engine 4S50TX) to facilitate low propeller speed; 167 rpm for the S35ME-B and 146 rpm for the S40ME-B.The new engines will be intro-duced with a mean effective pres-sure of 21 bar offering the following engine data, see Table 1 (page 3).The specic fuel consumption has been reduced by 2 g/kWh by using a higher ring pressure.ngine cemparisenA comparison between a 6 cylinder of the new S35ME-B and a 7 cylinder of the existing S35MC shows 40 kW more power, 0.42 m shorter engine length, 3 tonnes lower engine mass and 2 g/kWh lower SFOC for the new design.A compar i son bet ween a 6S40ME-B and the existing 6S42MC shows that the 6S40ME-B can supply 5% more power and is 0.42 m shorter. The engine weight is 16 tonnes less (11% lighter) and it has a 2 g/kWh lower SFOC.M-8 fueI injectien centreI systemWhile a small camshaft operates the exhaust valves in the conventional manner, fuel injection is performed by one fuel booster per cylinder, similar to the present ME engine. The boosters are mounted on hydraulic cylinder units (HCU), two boosters on each unit. The hydraulic oil is supplied to the HCUs via a single oil pipe enclosed in the camshaft housing. The accu-mulators used in the HCUs of the present ME engine are replaced by The largest registered ship in Swedish maritime fleet is the ice-strengthened Stena Arctica. This 249 m long product carrier is tasked to take oil from the Baltic Sea to the major European mainland ports.The 117,100 dwt tanker is not only the largest Swedish agged ship but also the Worlds largest Ice-classed tanker with the highest Ice-class. Its hull is heavily reinforced and its propulsion system is considerably more powerful compared with normal tankers, thus enabling it to safely manoeuvre in the icy waters of the Baltic Sea. The Stena Arctica, together with addi-tional ice-strengthened units and in cooperation with Sovcomot, will M-8. he new twe-streke engine8trenger, sherter, Iighter Main elements of the new ME-B engineCam activated exhaust valvesReduced camshaft diameterBearings only near camsHydraulic oil line in containmenttransport Russian crude oil.According to Ulf G. Ryder, CEO of Stena Bulk, With the Stena Arctica, and in cooperation with Sovcomflot, we aim to provide the Baltic and the North Sea with safe seabourne transportation of Russian oil. In 2008, Stena Bulk and its sister company, Concordia Maritime, will be operating a eet of about a dozen large, ice-strength-ened tankers. The objective is to ship 20-25 million tons of Russian oil per year from the Baltic to the UK/European mainland. Since the new terminal in Primorsk was built in 2001, 57 million tons of oil are transported out from the Gulf of Finland annually.The Stena Arctica is built in accordance with the Finnish and Swedish ice class rules. In this system, the lowest ice class is 1C and the highest is 1A Super. Stena Arctica is built in accordance with Ice Class 1A Super, which means that she can sail under her own power through1 metre of broken ice. NContinued on pages 2 & 3 >>5|ena /|c||ca w||| an //^ S8H D|ese| |ce-c|asseo oo||m|seo 7550/E-C on ||'s ma|oen .o,ae 2DIESELFACTS DIESELFACTSone buffer of hydraulic oil serving each HCU, which in turn serves the injection of two cylinders. Compression of the oil with respect to its bulk modulus accounts for the accumulator effect.Two electrically driven pumps provide the hydraulic power for the injection system. In case of failure of one pump, more than 50% engine power will be available, enabling around 80% ship speed.Injectien perfermanceThe ME-B system will have the same possibility of rate shaping as the present ME engines. The injection is controlled by a proportional valve enabling continuous change of the injection pressure. Typically, a gradual pressure increase during the injection is optimal.The injection prole inuences the SFOC as well as emissions. One profile is often favourable for SFOC, however at a cost of high NOx emissions, while the opposite applies for a different injection prole. The injection prole reects a compromise between SFOC and NOx. Thus, the freedom to choose the injection prole is a tool that can be used to minimise the SFOC, while keeping emissions within given limits.There is one Hydraulic Cylinder Unit (HCU) per two cylinders. The HCU is equipped with two pressure boosters, two ELFI valves and two Alpha Lubricators.The Hydraulic Power Supply (HPS) used for the new small bore engine is installed in the front end of the engine. The HPS is electrically driven and consists of two electric motors each driving a hydraulic pump.The pressure for the hydraulic oil for the new system has been increased from the 250 bar used for the normal ME system to 300 bar. Each of the pumps has a capacity corresponding to 50% of the engine power, approximately 80% speed.The control system can be sim-plyed as the exhaust valves are mechanically activated. In case of malfunction of one of the pumps, it is still possible to operate the engine with 50% engine power. 8edpIate, framebex and cyIinder frameThe structural parts have been designed with respect to rigidity and strength to accommodate the higher output for these engines.The bedplate is of the well-proven welded design. For the new engines, the normally cast part for the main bearing girders is made from rolled steel plates. This secures homogeneity of the material with no risk of casting imperfections occurring during the nal machining.The framebox is of the well-proven triangular guide plane design with twin staybolts giving excellent support for the guide shoe forces. This framebox is now standard on all our updated engine types.For the cylinder frame, two possibilities are available:Nodular cast ironWelded design with integrated scavenge air receiver.It has been decided to use nodular cast iron due to its high strength and high E-modulus for this material to counteract the high ignition force. Compared with grey cast iron material, the weight for a 6S35ME-B cylinder frame can be reduced by 3 tonnes. The stiffness and stress level have been carefully evaluated for the main structure with FEM calculations, and all deformations and stresses are lower or equal to the level used for our existing engines, i.e. the reliability of the engine structure

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