Sulzer & Man & Alpha Lubrication
Sulzer & Man & Alpha Lubrication
Camless engine
MAN B&W / Wartsila Sulzer
RND series
One of the most famous design of SULZER with a slogan of “Our
Exhaust valves never burns” as this engine doesn’t have any. It
has loop scavenging i.e. exhaust and inlet ports are provided in
the liner. It was fitted with more liner quills at the bottom of
exhaust port and is of dry type. Auxiliary blowers are provided
and constant turbo charging system is adopted. It produces
more power than the engines of RD series.
RTA series
It is a contemporary engine with exhaust valves installed.
Because it is a well-balanced blend of automation and
mechanical engineering, it has grown to be highly famous in
contemporary shipping. With three fuel valves inside of one
cylinder, it uses less fuel and generates more power.
RT Flex series
It is Wartsila Sulzer's newest and toughest engine, and it has
the highest level of automation implemented. It combines a
completely integrated electronic system based on a powerful
computer and a common rail fuel injection technology to
eliminate parts like the fuel pump, fuel cam, chain drive, etc.,
reducing maintenance.
MAN B&W
KEF series
KGF Series
The KGF series was similar to KEF series and consists of exhaust
valve rotator with roller bearing installed for that. In this engine
the reversing cam is held in a hub which is keyed in to the shaft.
Cam shaft is turned in the same direction for reversing and the
pressure required for reversing is about 40 bars. There is no
direct link between chain drive and engine cam shaft
MC series
The MC series engines are the most popular engines now and
are fitted with electronic control unit for better and safe
operation of the engine. This engine is installed with VIT for an
economical fuel consumption and power production. Air is used
for reversing of the engine which moves the fuel pump cam
follower from ahead to astern position.
ME series
It is the upgraded version of MC engine with electronic
automation installed for safety and economy of the plant. They
provide optimal combustion at all operations and speed with
smokeless operation. This series also comes with liquid gas
injection system for LPG fuel.
Camless engine
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.
The first intelligent engine in the maritime world was delivered in
October-1998 and was introduced in a chemical carrier M/T Bow
Cecil.
The cam has been an integral part of the IC engine from
its invention. The cam controls the “breathing channels”
of the IC engines, that is, the valves through which the
fuel air mixture (in SI engines) or air (in CI engines) is
supplied and exhaust driven out. Besieged by demands
for better fuel economy, more power, and less pollution,
motor engineers around the world are pursuing a radical
“camless”design that promises to deliver the internal -
combustion engine's biggest efficiency improvement in
years. The aim of all this effort is liberation from a
constraint that has handcuffed performance since the birth
of the internal-combustion engine more than a century
ago. Camless engine technology is soon to be a reality for
commercial vehicles. In the camless valve train, the valve
motion is controlled directly by valve actuator - there's no
camshaft or connecting mechanisms. Precise
electrohydraulic camless valve train controls the valve
operations, opening, closing.
Basic Concept of camless Engine
Main goals
It consists of overload protection system which will give alarm and trip’s
the engine, ruling out the possibilities of overload and thermal stresses.
Now almost all the countries are following the stringent norms for
emission from the ship’s propulsion plant. The intelligent engine gives
the flexibility to cope up with different norms for different controlled
bodies by enhancing the emission performance characteristics.
To reduce the emission of harmful substance like Nox and Sox,
catalytic controller and fuel control and consumption modes are
incorporated in the control system.
Electromechanical actuators
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.
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
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
Engine cycle: two-stroke
Number of cylinders: 5 to 8 depending on bore size
Bore: 350, 500, 600 and 700 mm
Stroke/bore ratio: 4.0 to 4.65
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