CIMAC Congress - Schiff & Hafen

CIMAC CONGRESS | BERGEN 2010
Tier II technology including higher compression ratio, flex cam
technology (FCT), updated valve and injection lopes and turbo
specification can be retrofitted on MaK C-engines. This was proven by
a field test which was successfully carried out on a vessel called “Fure
West” in October 2007 which is in operation since then meeting IMO
Tier II legislation. Similar development was done to the Caterpillar
Common Rail System (CCR). MaK C-engines after production date
2005 are prepared such that the conventional injection system and
controls can be dismantled and replaced by a set of components for
common rail. There is also one field test engine in successful operation
since May 2008. Caterpillar Motoren is now on the way to develop a
dual fuel solution for the M43 in the first step. It is planned here as
well to have a design and technology to retrofit and take conventional
components off and replace them by dual fuel equipment. In all these
cases it is self explanatory that these solutions will be Marine Society
approved. Todays MaK engines offer the opportunity to react on
future emissions legislation of all kinds and are therefore a viable,
environmental positive and future orientated solution for customers
in the marine and electric power business.
The next generation of MTU series 4000 rail
engines to comply with EUIIIB emission
legislation
I. Wintruff, O. Bücheler, S. Huchler, MTU
Friedrichshafen, Germany
From 2012 on, diesel engines for locomotives will have to fulfil the
tightened emission regulations of EU non-road guideline 97/68/EG
Stage IIIb. Compared to Stage IIIA, the prescriptive limits for nitrogen
oxides have been reduced by 39%, the limits for particulate emissions
even by 88%. The new MTU Series 4000 R44 complies with the
emission limits of Stage IIIb. Initially, a 12 and 16V engine will be
available from 2012, later to be followed by 8 and 20V versions. The
new Series 4000 will cover a power range from 1,000kW to 3,000kW
for the application in diesel-electric or diesel-hydraulic main-line
locomotives and shunters. The MTU Series 4000 has been used for
more than ten years as main drive (oder traction) for diesel
locomotives operating worldwide. Right from the start, MTU Series
4000 engines have distinguished themselves by their excellent values
regarding economic efficiency, reliability and power-to-weight ratio.
The new Series 4000 R44 is a logical further development of the
current Series 4000 R43 which entered the market in 2009. It is
developed with the aim of retaining as much tried and tested
technology of the predecessor series as possible. Customer interfaces
and main dimensions of the engine are adapted only slightly and in
close cooperation with the customers. All new technologies have
undergone an intensive testing and qualification program for several
years. Until the start of standard series production in 2012, several
thousand hours of prototype engine operation on the test stand and
in the field will be completed. The EUIIIb NOx limit (NOx+HC < 4
g/kWh) is complied with exclusively by means of engine-internal
technologies (without SCR catalyst) while a diesel particle filter
makes it possible to stay below the particle limit (PM < 0.025 g/
kWh). In addition to the cooled exhaust gas recirculation and an
optimized valve timing (Miller cycle), the newest generation of the
LEAD R common rail injection system (made by L’Orange) and the
MTU two-stage turbocharger system are the outstanding features of
the new engine design. Based on these advanced engine-internal
technologies, it was possible to realize low particle raw emissions
and an engine configuration that is compatible with higher backpressures
(coming from a loaded particle filter). The diesel particle
filter design implemented on this basis, together with the regeneration
strategy developed, fulfil the exacting requirements of operators for
compactness, operational safety, ease of maintenance and efficiency.
In spite of the massive reduction of exhaust gas emissions, the
excellent fuel consumption of the predecessor R43 has been retained.
With the new engine design, MTU will continue to set the standard
for diesel engines installed in main-line locomotives and shunters.
Design and development of the new GE Tier
3 locomotive diesel engine
N. Blythe, General Electric, USA, W. D. Glenn, GE
Transportation, USA
In response to the 1998 promulgation of locomotive emissions
regulations (effective in 2000) by the United States Environmental
Protection Agency (EPA), GE embarked on the development of the
GEVO engine. This new engine platform was developed to addres
future emissions requirements of the US EPA and other regulatory
agencies as well as address customer requirements for high
reliability and low operating cost. With over 2000 Tier II Evolution
Series Locomotives delivered since being launched in 2005, the
GEVO engine has proven to be a very reliable and efficient product.
Designed to meet Tier II emissions, the performance of this highly
successful engine has recently been extended to meet US EPA
Tier III Locomotive Emission requirements. Through a combination
of improved injection strategies, reduced lube oil consumption
and improved air handling, a 50% reduction in particulate matter
has been demonstrated, while holding NOx emissions constant
and without a negative affect on fuel economy. The PM reduction
was achieved through a combination of lube oil consumption
reduction and injection control strategies. The oil consumption
reduction was accomplished through the employment of a more
aggressive piston ring pack and liner surface finish optimization.
To quantify the impact of various power assembly design features
and down select to the final power assembly configuration, an
instantaneous lube oil consumption measurement system was
employed. This system yielded significant insight into the oil
transport mechanisms associated with different operating
conditions (i.e., low load, transient and high load). Further
reductions in particulate emissions were achieved by implementing
a new high pressure, common rail fuel injection system that
enabled greater flexibility in the scheduling of fuel injection and
control of injection pressure. Specific fuel consumptions penalties
were offset through a combination of turbocharger efficiency
improvements, the adoption of early intake valve closure and
optimization of injection strategies. The final configuration was
validated through extensive test bed and field endurance testing.
This paper will discuss the development process and design
features of GE’s next generation diesel locomotive engine.
10:30 June 15th Room Scene GH
(3–4) Environment, Fuel & Combustion –
Diesel Engines – NOx
Emission control technology by Niigata, the
clean marine diesel engine for low speed,
medium speed and high speed
T. Tagai, T. Mimura, S. Goto, Niigata Power Systems
Co., Ltd., Japan
In order to meet stringent emission standards for marine diesel
engines, Niigata continues the development of low emission
combustion technology and apply the right means to commercial
engines according to the emission standard requirement. Our
portfolios of marine diesel engine are widely provided. The low,
medium and high speed engines which engine speeds from 290 to
1950min-1 are manufactured and delivered for various types of ship
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Ship & Offshore | 2010 | No. 3