CIMAC Congress - Schiff & Hafen

Monday, 14 June
Wednesday, 16 June
Thursday, 17 June
Tuesday, 15 June
- shortened compression in cylinder (Miller, Atkinson timing)
- high power density (increased BMEP, to keep relative power
price at an acceptable level)
Both items specify a clear requirement for the charging group - high
pressure ratio, which means a ratio higher than 5:0. The challenge
was solved in larger turbochargers, but there are not so many high
pressure turbochargers within the range of compressor mass flow
0.5 – 1.2 kg/s. To keep the engine scavenging, an efficiency of about
60% is necessary for the turbocharger. This target can be reached by
using the well-proven flow parts of the TCR family of turbochargers.
PBS Turbo responded by reinforcing the capacity for simulation
and by TCR turbochargers series extension to lower compressor
mass flow. It was not just downscaling, it was necessary to respect
some specifics and modify the design to meet the needs of our
customers. A summary of the requirements and subsequent
development steps forms the main content of this paper. We would
like to focus primarily on the description of rotor dynamics
optimization, increasing the compressor circumferential speed and
the safety directly related to it. Items which are important to users
of the turbocharger, such as matching, durability and maintenance
will also be mentioned. From this point of view, the concept of
maintaining the durability of the aluminum compressor wheel is
very important. The short and long test results will be presented so
as to be able to confront the prediction from the simulations and
actual behaviour of the rotor and casings. The first experience in the
field will also be mentioned. The next part of the results will focus
on the thermodynamics parameters. We would like to present not
only the results of the final design but some of the intermediate
steps to show the effect of compressor and turbine specification
changes and effect of the different geometry of some flow parts. In
the conclusion, the most important results will be summarized to
be able to show the technical level of the turbochargers which we
plan for the coming decade.
10:30 June 15th Room Peer Gynt Salen
(1–4) Product Development –
Diesel Engines – High & Medium Speed Engines
Development of the Series 4000 Ironmen
workboat engine
N. Veser, R. Speetzen, C. Glowacki, MTU
Friedrichshafen GmbH, Germany
MTU Friedrichshafen GmbH has developed a specialized diesel
engine for workboats. This new engine is a Series 4000 engine
and draws on MTU’s experience dating back to 1996 in the use
of heavy-duty diesel engines in the construction, industrial, rail,
and marine sectors. The engine is specially adapted to workboat
requirements. Therefore, the key technologies focus on benefits
in terms of engine performance, fuel consumption, time between
overhauls, and the valid worldwide marine emissions limits
such as EPA Tier II and EU Stage IIIA. Optimum engine design
and charge air concepts were determined by means of
thermodynamic and fluid dynamic analysis, as well as from
information obtained in a thorough market survey. These were
the basis for the final engine design and the cylinder versions:
8V, 12V and 16V. The common rail fuel injection system and
combustion components were optimized in single-cylinder
engine studies. These components and thermodynamic concepts
were then qualified on test engines for each cylinder version.
Special attention was also paid to the suitability of fuel qualities
available worldwide. Another key technology, the electronic
engine control system, as well as the engine operating software
were also updated specifically for workboat requirements. The
development process from market survey to serially produced
engine and detailed information on the key technologies and
engine concepts form a major part of this article about the
development of Series 4000 Ironmen workboat engines.
Impact of market demands and future
emission legislations on medium speed
engine design
E. Reichert, H. Pleimling, FEV, Germany
Future market demands as well as reduced NOx, HC, CO 2
and
particulate emissions without drawbacks in fuel consumption/
CO 2
–emissions, engine reliability and cost, will face ”Medium
Speed Engine”-design with new challenges regarding mechanical
and thermal loading. Depending on the engine size and the
application (e.g. marine propulsion, gen-set or railroad) combined
with the use of different fuels (e.g. distillate; heavy fuel oil, gas,
alternative fuels) different measures like flexibility in the injection
system combined with increased injection pressure, variable valveactuation-system,
higher boost system performance as well as
possible exhaust after treatment systems will have to be considered.
Especially the possible need for exhaust after treatments systems will
have an impact on the engine package and engine room layout.
After a short introduction of the emission legislations for the
different applications, detailed measures to cope with this legislation
and there impact on engine design will be described. The influence
of variable valve timing, anticipated two-stage turbo-charging and
higher peak cylinder pressure requirements on the design of major
engine components like crankshaft, bearings, cylinder head, cylinder
liner and crankcase will be discussed. Furthermore the possible need
for upgraded materials and/or surface treatments will be presented.
A further part of the publication will focus on the impact on engine
design caused by future market demands like ”plug-in-solutions”
with as much as possible on-engine accessories, power density (kW/
m 3 ), life cycle cost ($/kW) and reliability. More cost effective
solutions for the base engine component and subsystem design
have to compensate the cost for additional emission related
components like exhaust after treatment systems. An other measure
to keep the life cycle cost ($/kW) on an acceptable level will be to
use two-stage turbo charging for emissions compliance but also for
power growth capability to ensure higher power density. Oncondition-maintenance
ensured by intensive engine component
and subsystem monitoring will also have to be considered during
engine design. In order to ensure high engine reliability from market
introduction on, intensive use of CAE tools combined with an
intelligent engine testing strategy will be a key point for future
engine development. The presentation will end with a short outline
of a vision for the future design of ”Medium Speed Engine”.
Emissions reduction opportunities on MaK
engines
K. Wirth, Caterpillar Motoren GmbH und Co. KG,
Germany
The upcoming emission legislation IMO Tier II and IMO Tier III
require a further step in technology for inside the engine technologies.
These will be of major interest for customers as Emission Control
Areas (ECAs), state or port authorities may drive towards
implementation of emissions reduction solutions from a financial
perspective. The pay back time for the customer after implementation
can be extremely short. Caterpillar Motoren GmbH & Co. KG has
developed or is on the way to develop those solutions. One of the
tasks was and still is to develop these solutions to be retrofittable. In
former presentations Caterpillar had announced that the pure IMO
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