MAN B&W / Wartsila Sulzer/Alpha Lubrication

AAST.EDU
INTRODUCTION:

Today the world needs engines that can cope up with the stringent emission norms and
higher demands for robust, reliable and smart engines with low operational cost. To
achieve the above possibilities, a whole new generation of engine is being developed
with a comprehensive use of electronics, hardware and software in large 2 stroke low
speed cross head engines known as “Intelligent Engines”.
The intelligent engine concept widens the reliability of traditional engines to facilitate
new applications and concepts. The initial cost of such engine is quite high but the
operational cost is lower than other engine used with proper operating procedure and
trained crew.
 Electromechanica lactuators
Two solenoids and two springs are typically used to
create electromechanical actuators. As seen in Figure
1, when the valve closes in response to input from
the crankshaft position sensor, Solenoid 1 is activated
by drawing electricity from the battery. To adjust the
current's amplitude and regulate the speed of valve
seating, the current is channelled through a pulse
width modulator. The armature in the higher position
is drawn to the magnetic field produced by solenoid
1. When spring 1 is compressed, the valve closes.
As depicted in Figure 2, Solenoid 2 pulls the armature
downward to open the valve.
 ADVANTAGES
1.Enables the development of
higher torque throughout the
entire rev range which in turn
improves fuel economy
2.Cylinder Deactivation can be
achieved during the idling
phase
3.Exhaust gas recirculation is
improved
4.Reduces friction losses
5.Reduces the inertia of moving
parts
 DISADVANTAGES
1.High Cost
2.Increased power consumption
3.Air gap between the solenoids may
demand a higher magnitude of
current during certain periods
4.The control strategy for valve
seating velocity needs to be
modified
 Sulzer engine/
benefits:
•Optimum power and speed
•Competitive first cost
•Lowest possible fuel consumption over the whole
operating range from full speed to‘slow steaming’
•Reliability and proven design
•Three years’ time between overhauls
•Low maintenance costs through reliability and
durability
•Low cylinder oil feed rate
•Full compliance with the IMO NOX emission
regulation of Annexe VI of the MARPOL 1973/78
convention
RTA 84T & RT FLX 84T
The Wärtsilä RT-flex84T has additional
benefits:
•Smokeless operation at all running
speeds
•Better fuel economy in the part-load
range
•Lower steady running speeds
•Reduced maintenance requirements
with simpler engine setting and
extendable time between overhauls.
 MAN B&W
MAN B&W ME-GI Dual-fuel, low-speed engine
•Highest thermal efficiency of any system on the market for propulsion of LNG
carriers
• Burns gas without creating methane slip and for- maldehydes
•Flexible burning of HFO/GO/DO and gas – any HFO/gas ratio can be burned once a
small amount of fuel oil is injected to ignite the gas.
•A wide range of gas qualities can be employed since there is no requirement for
the methane number.
•Uses conventional two-stroke MAN B&W engine technology with its inherent high
reliability, low maintenance and simplicity
•The diesel combustion principle eliminates the risk of knocking, and gives a more
stable combustion without pressure fluctuations.
•Can be retrofitted on existing ME, ME-B and ME-C engines.
•Reduced CO2, NOX and SOX and particulate emissions when operating in gas
mode.
•Can operate in conjunction with a waste heat recovery system.
•Maintenance of both GI and gas supply systems can be done by the crew or by
PrimeServ.
•Optimal engine layout and operation profile coordinated with gas fuel equipment
suppliers.
•Able to meet Tier III, when combined with the EGR system (exhaust gas
recirculation) or the SCR system.
 MAN B&W
ME-LGIP:the world’s first dual-fuel LPG marine engine
General Main features
• Turbocharging system
•Engine cycle: two-stroke High efficiency constant pressure
•Number of cylinders: 5 to 8 depending on turbocharging systems with MAN,
ABB or MHI turbochargers as
bore size standard
•Bore: 350, 500, 600 and 700 mm • Engine automation and control
In-house developed gas safety and
•Stroke/bore ratio: 4.0 to 4.65 control system
• Fuel oil system
Fuel consumption at part load optimization Common injection system for pilot
65% load: oil and for main injection
• Gas system
•G60ME-LGIP: 155 g/kWh LPG injection by fuel booster
injection valves (FBIV)
•G50ME-LGIP: 154 g/kWh • Tolerant to many different LPG
compositions
Alpha Lubrication System
THANK YOU