Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

2. Diesel Engine and Main Parts

2.1. The trends in the world According to The 32nd Issue of Production Trends of Marine Engine in Each Country issued by Japan Marine Equipment Association in December 2007, the total amount of the ships newly completed in the world during 2006 was 2,447 ships in number and 52,117,979 GT in gross tonnage. The number increased by 318 ships from the figure of the previous year, and the gross tonnage increased by 5,147,691GT from the figure of the previous year. If the above figures are examined by each country, the tonnage newly completed in Japan was 18,175,814GT which increased by 1,741,315 GT (10. 6%) from 16,434,499GT of the previous year and occupied 34.9% (35.0% in the previous year) in the total production tonnage of the world. The new tonnage completed in Korea was 18,717,397GT which increased by 1,028,189GT (5.8%) from 17,689,208GT of the previous year, and occupied 35.9% (37.7% in the previous year) in the total production tonnage in the world. The above two countries are followed by China which built 7,664,813GT, Germany which built 1,257,383GT, and further followed by Poland, Taiwan, Croatia and Denmark in order of enumeration. (Table2.1-1) Table2.1-1 World building of the merchant ships(2006)
Countory 1South Korea 2Japan 3China 4Germany 5Poland 6Taiwan 7Croatia 8Denmark 9Italy 10Rumania Others Total Completed ships 377 18,717,397 534 18,175,814 493 7,664,813 59 1,257,383 57 837,836 21 672,355 25 568,842 5 537,644 22 518,770 36 445,563 818 2,721,562 2,447 52,117,979 Previous year ships 326 17,689,208 469 16,434,499 420 6,466,226 67 1,235,736 55 786,806 19 628,823 24 546,007 7 493,163 18 356,426 38 327,076 686 2,006,318 2,129 46,970,288 Fraction in 5.8% 10.6% 18.5% 1.8% 6.5% 6.9% 4.2% 9.0% 45.5% 36.2% 35.6% 11.0% Share 35.9% 34.9% 14.7% 2.4% 1.6% 1.3% 1.1% 1.0% 1.0% 0.9% 5.2% 100.0% Previous order 1 2 3 4 5 6 7 8 11 12

If the above figures of the tonnage are examined by a type of ship, the oil tankers were 213 ships or 10,887,036GT, which decreased by 21.8% in GT compared with the amount of the previous year. The bulk carriers were 310 ships or 13,465,375GT, which increased by 7.4% in GT. The general cargo ships were 368 ships or 5,113,895GT, which increased by 26.2 % in GT. The container vessels were 362 ships or 14,753,054GT, which increased by 43.6% in GT, and the liquefied gas carriers and chemical tankers were 313 ships or 7,020,319GT, which increased by 27.7% in GT, and fishing boats were 14 ships or 30,572GT, which increased by 58.6 % in GT. (Table2.1-2) The merchant ships of more than 2,000 DWT newly constructed in 2006 in the world were 1,642 ships or 73,832,564 DWT. The number increased by 182 ships and tonnage increased by 3,973,553 DWT respectively from the amount of the previous year. Looking at the construction results of the above ships to be classified by a type of main engine, the diesel ships were 1,617 ships or 71,863,966 DWT. The number of diesel ship increased by 182 ships and the tonnage increased by 3,491,911 DWT from the amount of the previous year. The average tonnage equipped with diesel main engine among the merchant ships of more than 2,000 DWT was 44,443 DWT which decreased by 3,203 DWT from the amount of the previous year. Also, the output of main engine per ship was 13,852 kW which increased by 1,380 kW from the amount of the previous year. The diesel main engines installed on board the merchant vessels of more than 2,000 DWT newly 1
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

completed in the world in 2006 were 1,917 units or 22,397,972 kW. In comparison with the figures of the previous year, the number increased by 398 units and the out put increased by 4,501,142kW. Table2.1-2 World buildings, Type of ships(2006)
Countory 1South Korea 2Japan 3China 4Germany 5Poland 6Taiwan 7Croatia 8Denmark Others Total Countory 1South Korea 2Japan 3China 4Germany 5Poland 6Taiwan 7Croatia 8Denmark Others Total Oil tankers ships 64 4,453,238 56 3,508,655 57 2,245,815 2 53,096 0 0 0 0 9 252,309 0 0 25 373,923 213 10,887,036
Liquefied gas carriers, Chemical tankers

Bulk carriers ships 7 484,820 220 9,636,179 58 2,600,772 1 5,325 0 0 2 195,794 0 0 0 0 22 542,485 310 13,465,375 Fishing boats ships 0 0 0 0 4 2 0 0 8 14 0 0 0 0 10,178 3,559 0 0 16,835 30,572

General cargo ships ships 9 422,214 74 1,791,921 106 754,044 10 341,165 16 288,519 1 5,600 9 146,881 0 0 143 1,363,551 368 5,113,895 Others ships 2 9 51 1 11 0 0 0 116 190 97,105 36,193 125,852 1,726 46,685 0 0 0 299,613 607,174

Container Vessels ships 142 9,028,247 30 1,499,688 91 1,500,133 43 854,966 12 428,462 13 466,508 0 0 4 537,454 27 437,596 362 14,753,054 Total ships 361 467 402 57 45 18 25 4 391 1,770 18,712,640 18,144,356 7,631,028 1,256,278 833,774 671,461 568,842 537,454 3,521,592 51,877,425

ships 137 78 39 0 2 0 7 0 50 313

4,227,016 1,671,720 404,412 0 59,930 0 169,652 0 487,589 7,020,319

If the above figures are classified by each country which produced the main engine, Korea produced 380 units or 10,562,374 kW, which respectively increased by 54 units in number or 2,840,279 kW in out-put (136.8% against the figure of the previous year), and its share was 47.2 % which was the 1st place in the world. The next place was occupied by Japan which produced 527 units or 5,902,727 kW, which respectively increased by 48 units in number or by 353,462 kW in output (106.4 % against the figure of the previous year), and its share in the world was 26.4 %. The above two countries were followed by China which produced 268 units or 1,864,206 kW (121.7 % against the figure of the previous year) and ranked the 3rd place in the world, and China was followed by Germany in 4th place, Poland in 5th place, Finland in 6th place, Italy in 7th place and America in 8th place in order of enumeration.(Table2.1-3) Table2.1-3 World production of the diesel engines(2006)
Country 1South Korea 2Japan 3China 4Germany 5Poland 6Taiwan 7Croatia 8Denmark 9Italy 10Rumania Others Total Production Units Output(kW) 343 9,179,708 465 5,298,079 430 3,172,411 68 1,048,521 58 514,708 17 462,287 75 362,095 32 360,611 4 298,300 26 197,824 399 1,503,427 1,917 22,397,972 Previous year Units Output(kW) 286 6,734,524 419 4,648,759 312 2,533,767 68 881,599 49 450,151 16 453,450 61 243,156 9 296,517 6 366,094 6 166,305 287 1,122,508 1,519 17,896,830 Fraction (%) 136.3 114.0 125.2 118.9 114.3 101.9 148.9 121.6 81.5 119.0 133.9 125.2 Share (%) 41.0 23.7 14.2 4.7 2.3 2.1 1.6 1.6 1.3 0.9 6.6 100.0

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

The actual production results of 2 stroke engines in 2007 were 1,047 units or 18,958,999 kW (123.2% against the figure of the previous year), and the actual production amount of 4 stroke engines was 870 units or 3,411,973 kW (137.4 % against the figure of the previous year). As regards 2 stroke engine, MAN-B&W was 871 units or 15,212,850 kW, which increased by 99 units in number or by 3,700,604 kW in output (132.1 % against the figure of the previous year), and its share was 80.1 % which increased by 5.4% in comparison with the figure of the previous year. Sulzer was 92 units or 3,039,108 kW which decreased by 1 unit in number or 14,801 kW in output respectively, and its share also decreased to 16.0 % from 19.8 % of the previous year. Mitsubishi UE was 84 units or 734,041 kW, which decreased by 3 units in number and decreased by 113,592 kW in out-put respectively from the figure of the previous year, and its share further decreased to 3.9 % from 5.5 % of the previous year. (Table2.1-4) Table2.1-4 Production of the diesel engines, Brand(2006). 2 stroke engine

Brand MAN-B&W SULZER Mitsubishi Total

Production Previous year Units Output(kW) Output 871 15,212,850 11,512,247 92 3,039,108 3,053,909 84 734,041 847,633 1,047 18,985,999 15,413,789

Fraction 32.1 -0.5 -13.4 23.2

Share 80.1 16.0 3.9 100.0

As for 4 stroke engine, the 1st place was occupied by Wartsila, the produced amount of which was 172 units in number or 884,567 kW in output. The number increased by 102 units and the output increased by 225,222 kW respectively from the amount of the previous year, and also its share was 25.9 %. Wartsila was followed by MAN which was ranked 2nd place and the produced amount of which was 124 units in number or 851,051 kW in output. The amount substantially increased by 55units in number and increased by 368,360 kW in output respectively from the amount of the previous year. Its share also increased to 24.9 % from 19.0 % of the previous year. MAK was in 3rd place and the produced amount was 69 units in number or 798,435 kW in output. And MAK is further followed by BERGEN and CATERPLLER. (Table 2.1-5) Table2.1-5 Production of the diesel engines, Brand(2006). 4 stroke engine

Brand WARTSILA MAN MAK BERGEN CATERPILLAR

CHINEESE STD.TYPE

HANSHIN DAIHATSU
GENERAL ELECTRIC

PIELSTICK(SEMT) Others Total

Production Previous year Units Output(kW) Output 172 884,567 659,345 124 851,051 482,691 179 798,435 612,299 73 226,950 70,286 92 176,090 165,070 74 119,472 126,705 38 78,430 27,252 28 60,949 32,725 5 56,355 0 10 36,850 30,059 75 122,822 334,303 870 3,411,973 2,540,736

Fraction 34.2 76.3 30.4 222.9 6.7 -5.7 187.8 86.2 22.6 -99.6 34.3

Share 25.9 24.9 23.4 6.7 5.2 3.5 2.3 1.8 1.7 1.1 3.5 100.0

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2.2. The status of development and production of each domestic manufacturer 2.2.1 IMEX Co., Ltd.; (1) New kind of product and new technology developed in 2007.; None in particular. (2) The actual production results in 2007; The actual production results in 2007 of 2 cycle main engine of Hitachi-Zosen MAN B&W are as follows; Number of units Output (unit) (kW) 19 97,120 2.2.2 Akasaka Diesels Ltd. (hereinafter called Akasaka Diesel); (1) New kind of product and new technology developed in 2007; As one of the development works of new product of the Japan Marine Equipment Association subsidized by Nippon Foundation, Akasaka Diesel has developed the dust remover of exhaust gas (DPF) which removes the particle matter (PM) emitted from ships under the guidance of Tokyo University of Marine, Science and Technology. DPF developed this time is a type that catches PM by plural number of filters made by carbide silicon fiber and makes it possible to continuously operate without jamming by the restorative method to automatically make combustion and to remove PM. The PDF produced for trial is shown in Fig.2.2-1. The trial production of DPF was designed to correspond to 4 cycle marine diesel engine burning A heavy oil, and it was proven in test carried out in their shops that it had the capacity to remove about 90% of PM in the maximum exhaust gas flow of 2000m3/h. Akasaka Diesel has further carried out their tests, and they have tackled with the actual test on board and have been advancing the verification of durability and reliability. From now on, they will plan to make it series of product from small type up to large type, and further to advance the commercial development.

Fig.2-2-1 DPF (2) The actual production results in 2007; The actual production results of engines in 2007 are shown in Table2.2-1. Table2.2-1 Amount of Production in 2007 Number of Units Output(kW) 4 Stroke Engines 21 38,460 2 Stroke Engines 40 230,275 Total 61 268,735

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

2.2.3 Kawasaki Heavy Industries, Ltd. (hereinafter called KHI); (1) The new kind of product and technology developed in 2007; In 2007 KHI has completed gas engineGreen Gas Enginedeveloped by their company. This is the engine which has been paid attention recently in the field of land generation, since it uses clean natural gas as its fuel against the existing diesel engine which uses liquefied fuel. Green Gas Engine developed by KHI has 12 or 14 or 16 cylinders in line which diameters are 300mm, and its generation output covers the range between 5.0 MW and 7.8 MW, and it is designed to be so compact that it is light in weight and is of easy transport and installation. As the ignition method there are generally the electric ignition method by ignition plug and the pilot ignition method by a small quantity of liquefied fuel, and KHI adopted forGreen Gas Enginethe electric ignition method which excels in easy handling. Since the liquefied fuel is not used, no apparatus for liquefied fuel system is necessary and no troublesome handling for liquefied fuel is required, which are advantages of this method. This engine has achieved the highest generation efficiency in the world as gas engine, that is 48.5%, by the adoption of the control system separately controlling all cylinders in optimum way and the optimization of design of combustion chamber, and also it successfully achieved the record of the lowest exhaust rate of NOx in the world, namely 160 ppm (020%). The first unit ofGreen Gas Engineis now satisfactorily under operation at the demonstration plant in Niigata Pref. The external view of thisGreen Gas Engineis shown in Fig.2.2-2, and its principal particulars are shown in Table2.2-2. Table2.2-2. Principal particulars of theGreen Gas Engine
Engine Model Cylinder bore Number of cylinder Frequency Engine speed Output Length Mass mm Hz -1 min kW mm ton KG-12 300 12 50 60 750 720 5,200 5,000 11,370 104 KG-14 300 14 50 60 750 720 6,070 5,830 11,960 109 KG-16 300 16 50 60 750 720 6,930 6,670 12,750 125 KG-18 300 18 50 60 750 720 7,800 7,500 13,340 139

Fig.2.2-2 Appearance of theGreen Gas Engine As regards the marine engine, in compliance with the requirement from Kawasaki Kisen Kaisha Ltd which wanted to place the actual size of main engine at their training institute for ships crew education, KHI produced 2 cylinders MAN B&WS50MC-C type engine and delivered it at the said training institute newly constructed in Manila, Philippine, by Kawasaki Kisen Kaisha Ltd. Although it cannot be run with the actual fueled operation as it was only for training of maintenance of main engine, it is possible to make sham operation such as to make turning by electric motor, to start or reverse with use 5
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

of controlled air. Otherwise the said engine are manufactured to be exactly similar to the actual marine diesel engine and it is expected that this engine will contribute to elevation of skill of ships crew in future. The external view of this 2S50MC-C type main engine for the maintenance education of crew is shown in Fig.2.2-3.

Fig.2.2-3 Appearance of the 2S50MC-C type (2) The production results in 2007; The production results in 2007 of KHI are as per Table2.2-3. Table2.2-3 The production results of KHI in 2007 Engine Type Number of Units Output(kW) 2 Stroke Engines 47 649,920 4 Stroke Engines 3 11,780 Total 50 661,700 2.2.4 Kobe Diesel Co., Ltd. (hereinafter called Kobe Diesel): (1) New kind of product and new technology developed in 2007; Kobe Diesel applied the electronically controlled lubricating system (ECL timing lubrication system) developed by Mitsubishi Heavy Industries, Ltd. to 6UEC52LS type engine which had been newly produced. The constitutive plan of ELC timing lubrication system is shown in Fig.2.2-4.

ECL Timing valve Base Pressure Sensor

(Alarm,Monitoring/ Control) Solenoid Controlled valve

Distributor

Supplier Main Pipes for Accumulating Cylinder Oil

L.O. Tanks
Control System A Control System B

Engine Side Ship Side

Controller
Supply Units

Circulation Line

Pump/Filter/Heater/Cooler etc.

Fig.2.2-4 ELC timing lubrication system 6

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

This system makes it possible to largely reduce the consumption of cylinder oil by the most suitable lubrication timing with electronic control. The first unit of 6UEC60LS engine to which this system was installed went into operation in July, 2007 and has been satisfactorily working. This system is mainly composed of supply unit, distributor unit (with pressure sensor and solenoid controlled valve), ECL timing valve and control unit. And each cylinder is composed of two independent control system and oil lubrication system, and it is so designed that if one of the systems would have been out of order, then, another system could back up the troubled system, and therefore the system has been bestowed the good trust of clients. The setting of oil lubrication rate and priming operation can be easily made by the operation of ECL control panel. The partly loaded lubrication quantity may be selected from the mode of number of revolution of main engine and the mode of average effective pressure, and the quantity of partly loaded oil lubrication is automatically controlled by control panel with the selection of the necessary mode. Fig.2.2-5 shows the appearance of ECL timing valve of this system, and Fig.2.2-6 shows the fitting condition of distributor.

Fig.2.2-5 Appearance of ELC timing valve

Fig.2.2-6 The fitting condition of distributor (2) The production results in 2007; The total cumulative production of MitsubishiUE engine recorded 22,070 thousand KW (Number: 3,721 units) as of end of September, 2007. In the above amount Kobe Diesel manufactured about 9,280 thousand KW (Number: 1,724 units). The production results of Kobe Diesel in 2007 are described below; Year Number of units (unit) Output(kW) 2007 49 510,990 2.2.5 JFE Engineering Co., Ltd. (hereinafter called JFE) (1) The new kind of productnew technology developed in 2007; The new type of marine medium speed diesel engine PC2-6B The new type of engine PC2-6B which had been expanded from the existing PC2-6 engine was 7
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

completed and installed on board the domestic ferry boat. In comparison with the existing PC2-6 engine, the new type of engine was successful in the achievement of about 36% increase of output per cylinder and the about 4% reduction of fuel consumption. Also, the substantial improvement of the consumption of lubricating oil was achieved by the adoption of AP ring at the upper part of cylinder liner. The main particulars of PC2-6B type engine are shown in Table2.2-4, and the photographic external view is shown in Fg.2.2-7. Table2.2-4 The principal particulars of PC2-6B type engine

Engine Model Number of cylinder Disposition of cylinder Output/cylinder kW/cyl. Engine speed min-1 Cylinder bore mm Piston stroke mm Break mean effective pressure MPa Mean piston speed m/s

PC2-6B 1220 V type 750 600 400 500 2.39 10

Fig.2.2-7 Appearance of 12PC2-6B type engine The control of 2 engines and single shaft; JFE has developed the load share control method the expression basis of which is different from the traditional master & sleeve method or isochronous method, and it was adopted for the domestic ferry boat on which the said new type of engine was installed. This makes it possible to equally share the load by providing the actuators of both sides with the equal output from single controller in the event that 2 engines and single shaft system has been established with making use of the advantage of the total electric type governor. Fig.2.2-8 shows the control block diagram. The development of highly efficient gas engine; JEF has successfully developed the highly efficient gas engine based on PC2-6B type diesel engine and achieved the domestically top level of generation efficiency 46% at generator end. Also, on the other hand, the exhaust amount of NOx was controlled to be below 200ppm (020% conversion), and therefore, JFE has achieved both high efficiency and low emission at the same time. The endurance test of the actual machine is being carried out in JFEs shops at present, which is contributing to power supply within their facilities.. 8
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Fig.2.2-8 The control block diagram (2) The production results in 2007; The production results of JFE in 2007 are as per Table2.2-5. Table2.2-5 The production results of JFE in 2007
Engine Model PC2-6 PC2-6B Total Production units 2 4 6 Total of Engine output(kW) 12,140 36,000 48,140

2.2.6 Daihatsu Diesel Mfg. Co., Ltd. (hereinafter called Daihatsu Diesel): (1) The kind of product and new technology developed in 2007; The development of 6DC-32 engine; In addition to 8DC-32 engine which was started to sell in February, 2005 and has been highly appraised by their clients, Daihatsu Diesel has developed 6DC-32 engine as a 6 cylinder version. The main particulars of 6DC-32 engine are shown in Table2.2-6, and the external view of 6DC-32 engine is shown in Fig.2.2-9. Table2.2-6 The principal particulars of 6DC-32 type engine
Number of cylinder Bore Stroke Stroke/Bore Ratio Engine speed Break mean effective pressure Max. Combustion pressure Mean piston speed Fuel oil Engine Net Dry Air Cooler kg mm min-1 MPa MPa m/s 6 320400 1.25 720 750 2.51 2.41

17.7 9.8 10 Up to 700mm2/s @50(CIMAC H55) 35,000

Charge-Air Heating Device at low load operation

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Fig.2.2-9 Appearance of 6DC-32 type engine The development ofeGICSW Daihatsu Diesel has developed jointly with Mitsui Engineering & Shipbuilding Co., Ltd. the systeme GICSW(electronic Global Internet Customer Support W) which provides the customers with the maintenance support of marine generating engine by taking use of internet service. This system was what the necessary functions matching with the generator engine made by themselves was added to the maintenance support system eGICS which Mitsui Engineering & Shipbuilding Co., Ltd. had provided to the customers using Mitsui-MAN B&W main engine, and the internet site service on the basis of membership has begun from October, 2007. Wherever the location is, on land or on board, and whenever time is, 24 hours or 365 days, the member of eGICSW can receive at any time through internet the services, such as the capacity examination of marine generator engine, the judgment of expected span of life of machinery parts, the inspection and reference of technology information and Q & A relating to generator engine. The outline of this services is as follows. i) Electronic Carte: This is the automatic examination services that the condition valuation of the capacity of engine and the expected life span of main parts etc. and the maintenance checkup can be made from the input data . ii) Q & A: This is the communication tool in the method of a notice board in which the member can inquire of professional engineer direct. iii) Electronic Document: This is the services in which the member can inspect technology information, service information and other information necessary for maintenance like parts list. iv) Electronic Order: This is the services that support the estimate and order works of necessary parts through internet. The development of electronic gauge board; Daihatsu diesel has developed the electronic gauge board system to replace the traditional one. This system has integrated three functions, namely, the visible surveillance (with indicators) function for which liquid crystal gauge board has been adopted, the control function to control engines start, running and stop, the safety function to inspect the abnormal condition of engine and to make it stop upon emergency, and it has been developed to aim at the highly value added engine which is friendly to the environment. Fig.2.2-10 shows DC32 engine of Daihatsu Diesel on which the electronic gauge board system was installed. It makes possible to reduce the numbers of board and wiring traditionally needed and to economize the work process with placing in the engine watch room the transmission apparatus (interface init) containing the functions of controlsafetysurveillance and enabling to economize the 10
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

wiring. Also, the crew members can properly obtain the information of engine by visually easy constructed monitor, which reduces the load of management.

Fig.2.2-10 The electronic gauge board system (2) The production result in 2007; The production results of Daihatsu Diesel in 2007 (JanuaryDecember) are shown in Table2.2-7. Table2.2-7 The production results of Daihatsu Diesel in 2007

Output Range 1000kW 1500kW 2000kW 3000kW 4000kW 5000kW or or or or or or more more more more more more less than 1000kW less than 1500kW less than 2000kW less than 3000kW less than 4000kW less than 5000kW less than 6000kW Total

Total of Total of Production Units Engine Output (kW) (unit) 481 281,418 174 235,006 55 138,405 37 123,098 19 82,438 0 0 2 12,600 768 873,065

2.2.7 Diesel United Ltd. (hereinafter called DU); (1) The new kind of product and new technology developed in 2007; DU manufactures Diesel United-Wartsila RTA and RT-flex engine as the low speed marine main engine, and Diesel United-S.E.M.T PC engine as the medium speed 4 stroke main engine for marine and land purposes. RT-flex engine (under operation); DU manufactures the electronically controlled type low speed 2 stroke engine which is adopted the common rail method developed by Wartsila Switzerland Ltd. (hereinafter called WCH) since 1981. Since 6RT-flex58TB engine (12,000kW) went into service in August 2003 and it was proven that the common rail type electronically controlled engine was gifted with the environmentally excellent capacity and high reliability, DC has produced 4 kinds of engine which were 12RT-flex96C engine (61,900kW, went into service in December, 2004), 6RT-flex50 engine (9,720kW, went into service in January, 2006) and 7RT-flex84TD engine (27,160kW, went into service in August, 2006), and all these kinds of engine have been satisfactorily operated. Although the new model of product has not been produced in 2007, DC newly manufactured 7RT-flex96C engine (R1, 40,055kW, went into service in March, 2008) having different number of cylinder, which has been satisfactorily under operation. The external appearance of 7RT-flex96C engine is shown in Fig.2.2-11, and Table 2.2-8 shows the main particulars of RT-flex96C engine.

11
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Fig.2.2-11 Appearance of 7RT-flex96C type engine Table2.2-8 The principal particulars of RT-flex96C type engine
Cylinder bore Piston stroke Stroke/Bore Ratio Engine speed (R1-R3) Mean piston speed Break mean effective pressure Max. Combustion pressure Number of cylinder Output/cylinder mm mm min-1 m/s MPa MPa kW/cyl. PS/cyl 960 2,500 2.60 92-102 8.5 1.86 14.5 6 - 14 10,720 14,198

Low NOx mode; As for flex engine, it is possible to change to low NOx mode with operation of single button, taking use of the characteristics of common rail system of electronic control. At low NOx mode, the worsening of fuel consumption rate is limited to the most minimum level and the exhaust rate of NOx is reduced by making fuel valve to inject sequentially (to control the injection timing of each injection valve by one cylinder), by making the pressure of fuel rail to flexibly adjust. In actual shore operation of 11RT-flex96C engine equipped with low NOx mode, about 20% reduction of exhaust rate of NOx from the present rate was actually verified. The fuel injection pattern of sequential injection is shown in Fig.2.2-12, and the pattern of heat release is shown in Fig.2.2-13. It is possible to hold the increase of heat release rate and to reduce the emission of NOx by controlling the respective start timing of each fuel valve (3 valves are provided for 96C) of cylinder.
The first fuel injector The second fuel injector The third fuel injector Fuel injection timing Cylinder pressure

Fuel common rail pressure

Fuel injector pressure

Fig.2.2-12 The fuel injection pattern of sequential injection 12

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Rate of fuel injection

Rate of Heat release

Fig.2.2-13 The Heat release of sequential injection (2) The production results in 2007: The production results of DU in 2007 are shown in Table 2.2-9. Table2.2-9 The production results of DU in 2007 Engine type Production Units (unit) Output (kW) 2 cycle engine 39 661,770 ( ) flex engine (5) 512,640 4 cycle engine 0 Total 39 661,770 2.2.8 Niigata Power Systems Co., Ltd. (hereinafter called Niigata Power Systems) (1) The new kind of product and new technology developed in 2007; ACTIVE-CATS transmission instrument to the outside EMIT; Niigata Power Systems has delivered the engine for driving propulsion system, Z type propulsion system (hereinafter called Z-Peller) and remote control operation system as the propulsion system of tug boat. Z-Peller ACTIVE-CATS system is the system which controls and watches propulsion system of tug boat. In this system each control board is connected through the industrial net works and the various data (instruction value of control, value to be fixed, rotation speed, temperature, pressure, flowing quantity and rudder angle etc.) are transmitted or received, and the infromations of these controlsurveillance are made to appear on the liquid crystal monitor or in printer. With the wide use of personal computers, the demand to input direct into PC the data of Z-Peller ACTIVE-CATS system and to carry out recording and/or calculation thereon has come out. In compliance with such demand, Niigata Power Systems has developed EMIT (External Module of Information Terminal) as a communication instrument to / from the outside so that the data can be easily accessed and collected through Ethernet (LAN on board) which has been widely spread. Fig.2.2-14 shows the control board of EMIT. EMIT is the control board which consists of CPU module, memory card, industrial net work (ARCNET) and LAN connector (Ethernet) etc. and on which Linux OS is installed. It contains WEB server function being operational on Linux OS and accesses to EMIT through WEB browser, and it indicates, records and stores the various data and the details of alarm and the information of engine operation record etc. The reserved data can be easily processed by Excel etc. Also, with application of this Z-Peller ACTIVE-CATS system and EMIT, Niigata Power Systems has developed the support tool of data measurement upon the adjustment of shop test operation and has 13
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

tried to make efficiency of adjustment works of shop test operation. Further, they are developing not only utilization on board the ship but also other various uses mainly for the communication between ship and land. The development state of new product and technology; In 2007 there has not been item specifically to mention as regards the new development relative to the enginepropulsion system itself. The state of productionthe acquirement of order; The acquirement of order of marine enginepropulsion system has been in the tendency of increase due to the recent prosperity of shipping and shipbuilding industries. The acquirement of order of Z-Peller has satisfactorily increased successively after the good results in 2006, and the increase rate summing up the amount of driving engine was 30% in comparison with the figure of the previous year. Also, in order to match with the increase of order of Z-Peller and the increase of size, Niigata Power Systems has introduced the production facility in No.2 factory of IHI Yokohama and started the production there. The production of high speed marine diesel engine has accumulated the production results since it had been adopted in 2001, and the acquirement of orders has further increased remarkably within 2006 and 2007, and the number including the orders for private ship has amounted to 90 units in cumulative total. The order of land engine has reached to 100 units in cumulative total as a result of the increase of order of gas engine AG series due to trend of low load against the environment.

Fig.2.2-14 The control board of EMIT (2) The production results in 2007; The production results of marine engine, Z type propulsion system, turbocharger and flexible coupling damper of Niigata Power Systems in 2007 are shown in Table2.2-10. Table2.2-10 The production results of Niigata Power Systems in 2007

Number of Total units (unit) output(kW) Marine Engine 305 525,101 Auxiliary Engine 8 3,883 Z-Peller 175 Turbochager 10 Coupling, Damper 261 Products

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2.2.9 Hanshin Diesel Works, Ltd. (hereinafter called Hanshin Diesel); (1) The new kind of product and new technology developed in 2007; The electronic control engine; The reductions of NOx and CO2 are the global requirement of the society. It has become common subject for each company to prevent the products capacity from becoming worse (specially fuel consumption rate) as minimum as possible and to lower the exhaust rate of NOx, and Hanshin Diesel considers that the electronic control system is the effective method in order to make compatible the subjects which are contrary to each other. As for this subject, Hanshin Diesel has carried out the research and development throughout 2 years of 2006 and 2007 as the works subsidized by Nippon Foundation and Japan Marine Equipment Association, and they have completed the collection of the various data concerned and have been continuing the research with a view to install the said system on the actual engine for commercial use in future. In this system the timing of fuel injection and the open-and-close timing of air suction/exhaust valve can be optionally fixed by use of the electronic control technology. Although this technology has been already established in regard to 2 cycle engine and medium speed engine etc. and it has already been commercially developed as well, there has been no example so far that it has been applied for the 4 cycle engine of Japan original. The structure of 4 cycle engine of Japan original is simple and the maintenance is easy, and therefore, this technology has been widely adopted mainly for domestic coastal ships. Under the situation, Hanshin Diesel aims at further reductions of NOx and CO2 with the adoption of the electronic control technology to this type of engine. As regards the electronic control method, there are two kinds, that is to say, the common rail method which controls direct injection by pressurization of fuel oil and the unit pump method which hydraulically controls fuel injection pump and piston driving suction/injection valves. As regards this electronically controlled system developed this time, the unit pump method has been adopted for the first time to 4 cycle engine, because it is possible to drive fuel injection and suction/exhaust valves by the same hydraulic oil, because the pressure of hydraulic oil is low and highly reliable, and because the parts of engine are partially changeable by the parts of the existing engine and retro-fitting is comparatively easy. Fig.2.2-15 shows the oil circuit of electronically controlled engine.

Actuater for Suction or Exhaust valve

Actuater for fuel injector

Servo valve Accumulator

Oil Tank

Fig.2.2-15 The oil circuit of electronically controlled engine This development has been conducted in cooperation with Nabtesco Corporation under the technical assistance rendered by Kyushu University. 15
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Hanshin Diesel has been in charge of hydraulic oil system, fuel, actuator of suction/exhaust valves, test operation and evaluation, and Nabtesco Corporation has been in charge of control system, fuel and selection of servo valve of suction/exhaust valves, and the Kyushu University has been in charge of analysis of fuel combustion, performance simulation and advice to test operation. In order to speed up the development, the numeral analysis soft for analyzing control system has been introduced for the development and also the elementary test of oil pressure system was carried out on the test base prior to study of the actual system unit. (2) The production results in 2007; Hanshin Diesel manufactures original low speed 4 cycle engine, medium speed 4 cycle engine and MAN 2 cycle engine. The production results in 2007 are described in Table2.2-11. It should be added that all of engine produced by Hanshin Diesel were manufactured as marine propulsion main engines. The remarkable point is that the output per unit of engine has been in upward tendency year by year, and the increase of production output has been bigger than the increase of the production number. Table2.2-11 The production results of Hanshin Diesel in 2007 Engine Type Production Units(unit) Production Output(kW) 2 Stroke Engines 82 179,572 4 Stroke Engines 21 88,190 Total 103 267,762 2.2.10 Hitachi Zosen Diesel & Engineering Co., Ltd. (hereinafter called Hitachi Zosen D & E) (1) The new kind of product and new technology developed in 2007; Hitachi Zosen D & E manufactures low speed 2 stroke engine which bore diameter is larger than 460mm and produced the Hitachi Zosen-MAN B&W 7S60MC-C8 engine as a new kind of engine in 2007. This Mark 8 engine is what has been designed to have higher output than the existing Mark 7 engine has. Table2.2-12 shows the main particulars of 7S60MC-C8 engine, and Fig.2.2-16 shows its external appearance. Table2.2-12 The principal particulars of S60MC-C8 engine
Particulars Cylinder bore Piston stroke Engine output Engine speed Break mean effective Max. Combustion pressure Unit mm mm kW min-1 MPa MPa Engine model S60MC-C8 S60MC-C7 600 600 2,400 2,400 2,380 2,260 105 105 2.0 16.0 1.9 15.0

Fig.2.2-16 Appearance of 7S60MC-C8 type engine 16

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

In regard to Mark 8 engine, Hitachi Zosen D & E has conducted the adoption of combustion chamber for OROS type piston crown, the change of the quality of material of piston spindle, the change of design of surroundings of combustion chamber, such as the change to the cylinder liner of bore cool type from slim type and the change of stud shape of cylinder cover etc. (2) The production results in 2007; The actual results (shop test base) of production in 2007 are as follows. The total number of units produced: 49 units The total output produced: 856,935kW The largest number of units was produced in 2007, since the facility had been moved to Ariake. 2.2.11 Makita Corporation (hereinafter called Makita Corp.) (1) The new kind of productnew technology developed in 2007; With reference to 2 cycle diesel engine, the electronically controlled cylinder lubricating system (Alpha lubricating instrument) has been provided for the first time to 6S42MC engine of small bore class. Fig.2.2-17 shows the appearance of Alpha lubricating instrument. Makita Corp. acquired order of 3 units in 2007, and the number of orders is expected to further increase

Fig.2.2-17 Appearance of Alpha lubricating instrument Also, Makita Corp. has established the third machinery works to reinforce the production capacity as shown in Fig.2.2-18. The completion ceremony of the new works was held on December 26, 2007, and it is scheduled to go into operation from April, 2008. Workshop of machinery process: 2,278m3 Crane: 1 unit of 25t / 25t Machine toolBridge type five-face machining centers (HF7M / Shin Nippon Kokimake) 3 units

Fig.2.2-18 Appearance of New machinery works 17

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(2) The production results in 2007; The production results of marine diesel main engine are as follows. 2 cycle main engine Total number: 59 units The total output: 321,884kW (437,367PS) 2.2.12 Mitsui Engineering & Shipbuilding Co., Ltd. (hereinafter called MES): As regards the super-large main engine, the number of K98MC/MC-C substantially exceeded the production number of the previous year. The reason is because the number of 12K98MC-C for China and Taiwan has increased. With respect to the medium engine, it is a remarkable tendency that the number of 60MC/MC-C has increased in the last few years. MES has regularly introduced an assembly line production method (Tact production system) where 50MC-C, many of which had been ordered in the past, can be efficiently produced. (1) The new kind of productthe new technology developed in 2007; New technology; As their characteristic tendency, Japanese shipbuilding industry has been inclined to obtain the orders of series of ships which deliveries are over several years, and therefore, there was not any new kind of engine developed in 2007. As the technology that the surplus efficiency of turbocharger to be efficiently used, MES has conducted the development of THS (Turbo Generator Unit) and made public at the grand meeting of CIMAC VIENNA after the shop test had been completed. Fig.2.2-19 shows the concept of THS. It is aimed that the power is taken out from shaft of turbocharger by oil pressure, for instance, to be utilized as the source of oil pressure of ME engine, and conversely to supplement the lowered capacity of turbocharger by oil pressure created by ME engine as shown in Fig.2.2-19.

Electric pump

Crowd of engine driving pump

Fig.2.2-19 The concept of THS (2) The production results in 2007; As shown in Fig.2.2-13, the production amount of diesel engine in MES in 2007 was 197 units of low speed diesel engine which total output was 3,193,635kW (official trial base), and 4 units of medium speed engine which total output was 30,891kW. The production horse power of low speed diesel engine has further renewed the highest record in the past achieved in the previous year. 18
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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Table2.2-13 The production results of MES in 2007 Cylinder diameter Number of units Total of output (mm) (unit) (kW) 98 16 956,910 90 0 0 80 3 81,552 70 17 314,823 60 71 975,243 50 84 817,449 46 1 7,877 42 5 30,781 Total 197 3,193,635 2.2.13 Mitsubishi Heavy Industries, Ltd. (hereinafter called MHI) (1) The new kind of productthe new technology developed in 2007; UE engine; UE engine is one of line up of the newest seriesLSEof UE engine. The first unit of UEC60LSE has been completed in February, 2007. The appearance and the main particulars of 7UEC60LSE are respectively shown in Fig.2.2-20 and Table2.2-14. This engine is the fourth kind succeeding LSE series of UEC521SE, UEC68LSE and UEC50LSE developed in advance of this engine and has characteristics like low fuel consumption and high reliability as other UE engines have, although the output has been set up to match with the larger size of ship of recent years and the demand of speed increase. Also, under the circumstances that the global attention is being paid on the environmental control, it is structured so that it can meet with the control of NOx of IMO. This kind of engine is the engine that succeeds UEC60LSII engine which has left many actual results as the main engine which has matched to many kind of ship, such as car carrier, LPG tanker and bulk carrier etc., and MHI has been inquired by a number of oversea / domestic shipyards about this engine, and therefore, MHI has ranked it as the main kind of engine to be produced in future. Also, MHI is promoting the development of production in China and concluded in 2006 the joint venture agreement with China Shipbuilding Industry Corporation (CSIC) and Wartsila Corporation, and established Qingdoao Qiyao Wartsila MHI Linshan Diesel Co., Ltd. (QMD) Also, in 2007, MHI concluded the license agreement with Yichang Marine Diesel Engine Plant (YMD) and it has been decided that the afore-said QMD would produce UEC60LSE engine in 2010.

Fig.2.2-20 Appearance of 7UEC60LSE type engine 19

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Table2.2-14 The main particulars of UEC60LSE type engine

Engine model Cylinder Bore mm Piston Stroke mm Stroke/Bore Ratio Output kW/cyl Engine Speed min-1 Break mean effective MPa Mean piston m/s

UEC50LSE 500 2,050 4.10 1,660 124 2.00 8.5

UEC60LSE 600 2,400 4.00 2,255 105 1.90 8.4

UEC68LSE 680 2,690 3.96 2,940 95 1.90 8.5

RT engine: A large container vessel, on which the first RT-flex engine 11RT-flex96C built by MHI had been installed, went into service in July, 2007. Also, MHI has manufactured the succeeding 5 units and two of them had been placed on board two vessels which have been already under services. (2) The product results in 2007; The followings are 2 cycle marine low speed engines (UE engine, RTA engine) produced in 2007. Total number: 25 units Total output: 676,280kW 2.2.14 Yanmar Co., Ltd. (hereinafter called Yanmar) (1) The new kind of productthe new technology developed in 2007; There was not new kind of product or new technology in particular developed by Yanmar in 2007. The description is made in relation to 6EY18 which was developed in 2006 and sales of which has started. 6EY18 type engine is a new product which has been aimed not only atHarmony with Environment but also the improvement of Life Cycle Value (Life Value Evaluation by Clients) . Namely, this is the engine which has been developed on the basis of the merchandise concept that, during the period while the client uses the ship throughout its life, its reliability and durability is maintained and the long time easy confidence, low cost operation and its real value could be impressed by the client. Table2.2-15 shows the particulars of the engine. Since the range of generator applicable to the engine is wide, it has become possible to apply the engine to handy-size bulk carrier, Panamax type bulk carrier, Cape-size bulk carrier, Panamax tanker, Aflamax tanker and Suezmax tanker. Table2.2-15 The main particulars of 6EY18 type engine
Enigine Model Used Power Speed Number of Cylinders Cylinder Bore Cylinder Stroke Generating Capacity mm mm kWe 360560 kW min
-1

[unit]

6EY18L 6EY18AL Auxiliary Engine 400615 720 6 180 280 400750 455800 900

20
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(2) The production results in 2007; Table2.2-16 shows the actual production results of Yanmer marine engine in 2007. Table2.2-16 The production results of Yanmar in 2007
Range of Engine Output [kW] Total Marine Propulsion Production Units 3,086 543 51 33 83 19 4 3,819 Marine Generator Production Units 410 859 598 76 111 83 1 2,138 Total Total of Production Units 3,496 1,402 649 109 194 102 5 5,957 Total of Engine Output 730,142 (992,715) 769,831 (1,046,677) 557,351 (757,785) 143,289 (194,818) 353,093 (480,072) 255,719 (347,680) 16,696 (22,700) 2,826,121 (3,842,447)

2.3. Principal Components 2.3.1 Turbocharger; 2.3.1.1 Kawasaki Heavy Industries, Ltd. (hereinafter called KHI); KHI manufactured 57 units of turbocharger in 2007 under technical tie-up with MAN Diesel SE of Germany (the largest number in the past). All of the above turbochargers were installed on the large marine engines which cylinder diameters were over 460mm. The breakdown is described in Table2.3-1. Four (4 ) units of NA57/T9 type and Eight (8 ) units of TCA66 type were delivered to the other domestic engine manufacturers. The production of TC type turbocharger which is the most new type have occupied about 30% of the total production and is expected to substantially increase after next year as well. Table2.3-1 The production results of KHI in 2007

Turbocharger model NA48/S NA57/T9 NA70/T9 TCA66 TCA77 Total

Production Units(unit) 17 17 6 12 5 57

2.3.1.2 Turbo System United Co., Ltd. (hereinafter called TSU); TSU has sold 3,651 units of turbochargers made by IHI and ABB Turbo Systems in 2007, which has increased by 303 units in comparison with the number sold in 2006 as Table2.3-2 shows. Table2.3-2 The sales results of TSU in 2007

Turbocharger model RU/RH AT14 TPS VTR/VTC TPL Total

21

Sales Units(unit) 2,181 261 850 134 225 3,651

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Year Book 2008 : Progress of Marine Engineering Technology in the year 2007

Although RU / RH type among the radial type turbochargers has slightly increased, the turbochargers of the most new TPS or AT14 types have substantially increased for auxiliary machinery and main engines of tub boats. On the other hand, among the axial type turbochargers, the traditional VTR has been inclined to decrease a little succeeding the previous year, but the most new TPL has increased for marine engine and large auxiliary machinery etc. In the matter of the turbochargers for the large-sized container ships, TSU has delivered a number of TPL85-B type which has been biggest in size in the sales results in the domestic market, and also, TSU has delivered many turbochargers of TPL73/77/80-B types to bulk carriers and tankers. Fig.2.3-1 shows TPL .-B type turbocharger. As the turbocharger of next generation, ABB Turbo Systems Ltd. made public A100 series in May, 2007. A100 type turbocharger consists of three types, namely, A100-H series for high speed 4 stroke engine, A100-M series for medium speed 4 stroke engine and A100-L series for low speed 2 stroke engine, and the turbochargers of A100-H series and A100-M series for high & medium speed 4 stroke engines are capable to achieve 5.8 of compressor pressure rate, and the turbocharger of A100-L series for low speed 2 stroke engine is capable to achieve 4.7 of compressor pressure rate. Since it is anticipated that the higher compressor pressure rate than the present one will be required in order to satisfy the control of exhaust gas which will become more and more strict, it is expected that the demand of A100 series of turbocharger of next generation will become more strong in future. At first A140-H will be officially announced as the turbocharger of A100 series, and then, A100-M and A100-L will be released in turn.

Fig.2.3-1 Appearance of TPL .-B type turbocharger 2.3.1.3 Mitsui Engineering & Shipbuilding Co., Ltd. (hereinafter called MES); In 2007 MES produced 27 units of turbocharger of NA type and 111 units of TCA type, in total 138 units, under technical cooperation with MAN Diesel SE, Germany, and the breakdown of each turbocharger is shown in Table2.3-3. The production number of the NA turbocharger has exceeded 1,600 units up to today, and TCA turbocharger, which had been newly developed and which installation had begun since 2003, has increased the production volume rapidly and occupied 80% of the total production number in 2007. Especially, the production number of TCA88 type turbocharger, which production had started in own shop, has been almost doubled with the increase of the production number of large engine. For the large engine which requires the installation of plural number of turbocharger, the licensor has developed TCA88-25 type turbocharger which capacity is increased by making the turbine and compressor larger without change of outside dimension from the standpoint of the less number of turbocharger being maintained and the economization of cost. 22
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Table2.3-3 The production results of MES in 2007

Turbocharger model TCA66 TCA77 TCA88 NA57 NA70 Total

Production Units(unit) 66 37 19 22 5 138

2.3.1.4 Mitsubishi Heavy Industries. Ltd. (hereinafter called MHI) MHI and Hyundai Heavy Industries Co., Ltd which is technical licensee of MHI manufactured 1,047 units in total of MET type turbocharger in 2007. Hyundai Heavy Industries Co., Ltd. produced 204 units of only large turbocharger that is above MET66 type and installed on low speed diesel engine of own make. Since the type of MET60MA to fill the space between MET53 and MET66 which are of traditional sizes of turbocharger, has been placed in market in 2004, MET-MA series has expanded the line-up from small type to large type, and 7 frame sizes, 33MA, 42MA, 53MA, 66MA, 71MA and 83MA have been completely prepared in 2007. Also, the number of MET-MA series produced in the same year was 138 units in total. As the demand of the highly efficient turbocharger will increase in future due to the introduction of turbo compound system, MHI additionally provided the technology of MET-MA turbocharger with Hyundai Heavy Industries Co., Ltd. in 2007. Accordingly, Hyundai Heavy Industries Co., Ltd. is scheduled to manufacture the largest type MET90MA for the first time in 2008. MET-MA series have been so improved that the efficiency of turbocharger has increased with the reform of turbine, and at the same time, it has become possible to make cleaning of the both faces of nozzle ring only by removing the inside casing of gas inlet with the specialized tool. Fig.2.3-2 shows the appearance of gas inlet casing and nozzle ring of MET83MA type.

Fig.2.3-2 Appearance of gas inlet casing and nozzle ring of MET83MA type Also, the small turbocharger MET18SRC really placed in market in 2006 has expanded the production number up to 115 units in 2007. The external appearance of MET18SRC type turbocharger is shown in Fig.2.3-3. This turbocharger is adopted the radial type turbine of the newest design and installed on marine generator engine. MHI has developed the proto type hybrid turbocharger that the high speed motor generator is directly connected to the turbocharger, which is the new exhaust heat recovery system of diesel engine. Fig.2.3-4 shows the sectional view. By the way that the high speed synchronized motorgenerator of permanent magnetic type is connected direct to shaft end at compressor side of rotor shaft of MET42MA type 23
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turbocharger, the maximum 250kW of electric power can be recovered at the time of the engine output 5MW. In regard to the exhaust heat recovery system of diesel engine, the system for which the exhaust gas power turbine is used, has been already practically used. This is what makes generator run by leading about 10% of exhaust gas of diesel engine to gas turbine. The hybrid turbocharger does not need the piping of exhaust gas or separate gas turbine, and it has an advantage that it can be used as a substitute for auxiliary blower by driving rotor of turbocharger as a motor. MHI has singly operated this hybrid turbocharger MET-43MAG and confirmed that the motor and generator had the desired capacity.

Fig.2.3-3 Appearance of MET18SRC type turbocharger

Fig.2.3-4 Sectional view of the hybrid turbocharger 2.3.2 The maneuvering gears and governors: 2.3.2.1 Nabtesco Corporation (hereinafter called Nabtesco Corp.). (1) The new kind of product; Nabtesco Corp. has made public 2 kinds of governors, the governor for single screw, two- engine propulsion system and the governor equipped withFuel Save Mode. Under the circumstances that the fuel cost is surging, Nabtesco Corp. officially announced the governor which was additionally furnished the function of Fuel Save Mode in addition to the existing function of governor. The said governor controls the excess quantity of fuel injection generated during the change of rotation by suppression of the conventional way of control of fuel rack created frequently in response to the change of rotation and by the proper control of the movement of fuel rack. The governor for single screw, two-engine propulsion system has been additionally provided with the traditional equilibrium function of load. It is so designed that it can be driven to meet with the conditions, whichever the case is, the simultaneous operation of two engines or the operation of single engine, by the combination with the maneuvering gears of engine. 24
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The balance control of engine load has been traditionally made by controlling the output shaft of governor with the equilibrium system of load which is separately provided, however, in this governor it has become possible to control the load balance by direct control of governor output of two sets of engine with use of the electronically controlled governor. Also, it can be adaptable to the load change upon clutch control in cooperation with the maneuvering gear of engine and to the operation of single engine in case the engine at one side has become abnormal. (2) The production results in 2007; Nabtesco Corp. has produced more than 400 sets of each of maneuvering gear of main engine and governor in 2007. 2.3.2.2 Woodward Governor (Japan), Ltd. (hereinafter called Woodward Governor) The present state of development and production of governor for 4 cycle diesel engine is described hereunder. Further, this report is made on the basis of the status of the domestic market in Japan of Woodward Governor. The status of development of governor; The diesel engine governors are mainly divided into the following kinds; i) Mechanical governor: The revolution speed of engine is censored by centrifugal force of pendulum and fuel oil control is made direct by its centrifugal force or through oil pressure servo mechanism. ii) Electric analog governor: The calculation part of governor is functioned by electric analog circuit and fuel oil control is made by oil pressure actuator etc. iii) : The calculation part of governor is functioned by computer and the fuel oil control is made by oil pressure actuator or electric type actuator. iv) Electronic fuel oil injection : There are several kinds such as electric unit injector system, electric unit pump system and common rail system etc. The direct injection timing of fuel oil and injection quantity are electrically controlled. The governor function is included within the system. Woodward Governor has no plan at present to newly develop mechanical governor, electric analog governor and oil pressure actuator, and the development has been concentrated on electronic digital governor, electric actuator and electronic fuel injection system. In case of electronic type digital governor, the control algorithm corresponding to each application is taken in and it has become possible to produce the system specialized for each client, but standardization has advanced and so the use for the special purpose has decreased. Further, as for the control dynamics there has been no problem of controllability with MAP control on operation condition of each engine. As to the electric type actuator which is combined to these controllers, the net work (CAN) is becoming standard too, and also, the integrated type of governor controller and actuator has been produced, and it is supposed to become the replacement of mechanical type governor in future. (2) The state of production; Fig.2.3-5 shows the production ratio of each governor for 4 cycle diesel engine produced by Woodward Governor in 2007.
Electric analog governor

Electronic digital governor

Mechanical governor

Fig.2.3-5 The production ratio of each governor for 4 cycle diesel engine 25
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Although the ratio shows no big change from the previous year, there is a tendency that the mechanical governor is decreasing, and it is being replaced by the electronic type. The mechanical type has been mainly applied to marine auxiliary machinery and the electronic digital controller has been mainly applied to land power generator. As for the electronic digital type, the combination with oil hydraulic actuator has decreased and it is being transferred to whole electric type actuator instead. References 1) Japan Marine Equipment AssociationThe 32nd Issue of Production Trends of Marine Engine in Each Country issued by in December 2007 (Written by Seita Akimoto)

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