To develop this engine, a special design was implemented in consideration of the reliability and maintainability. The types and number of components were reduced as much as possible. Reduction in the number of components was 21% compared with previous LA engines.
Since the turbo-charger is placed transversely at the aft end, the space required by the engine room becomes smaller and the exhaust pipe work at the shipyard becomes simpler. The engine body bedplate, frame, and jacket is the same as the rigid integrated casting used for conventional small UE engines. The scavenging trunk structure has been changed from welded plate to casting. It is integrated with the cylinder jacket for compact size. The camshaft case is also integrated with the frame. Pipes (for exhaust valve driving oil, camshaft bearing lubricating oil, fuel pump drive unit lubrication, and exhaust valve drive unit lubrication) around the camshaft are installed inside the cam case. Proven conventional designs with high reliability have been used for the combustion chamber components and materials, including the pistons, exhaust valve cylinder liner, and cylinder cover.
2) UEC52LSE engine
MHI started development of the new LS E series engine after completion of the LSII series engine. While maintaining high reliability, the compact design principles from small engine development (that of the UE C37LS II) were implemented. It is a high output engine with economical benefits for the manufacturer, the shipbuilder, and the engine operator. This excellent engine is designed to meet increasing requirements for environment protection and electronic information transfer in the future.
The first model developed in this new series was the UEC 52LSE. Its output is most suitable for 74,000-75,000 ton PANA MAX BULK. Table 2 shows the main particulars of the engine. Figs.13 and 14 show cross-section and outline views of the engine.
This is a high output engine with an approximately 15% higher output ratio than the current 50LS II engine. To achieve the same fuel consumption as the 50LS II engine, the maximum pressure in the cylinder was raised to 153kg/cm2. This is also a low fuel consumption engine.
Similar to the 37LS II previously mentioned, this engine was designed to reduce the number of parts by 25% in order to improve reliability and maintainability. Again similar to the 37LS II, the turbo-charger is installed at the aft end to minimize the installation space. In addition, rigid and compact blocks are used to house the turbo-charger and the air cooler, space above the air cooler is left open for maintenance. In the exhaust manifold, the punching plate that absorbs thermal deformation is shortened, while still maintaining strength. Thus, a low vibration engine design with high rigidity of the exhaust manifold has been achieved.
