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論文集 ISME TOKYO 2000 Volume?

 事業名 第6回舶用機関国際シンポジウムの開催
 団体名 日本マリンエンジニアリング学会  


TS-43

 

MTU's New Diesel Engine Family

 

Gerhard HAUSSMANN

 

MTU is just in the development process for a new Diesel engine family.

The draft title for the new engine is MEGA which stands for MEDIUM-SPEED ENGINE for GENERAL APPLICATION.

 

The development has started with the 16V and the 20V-configuration.

Power setting for the 20 V-engine is 8200 kW/1150 rpm for fast ferry application and 9000 kW for military applications. The paper describes the design features of the new engine-family.

Special attention was drawn to the market requirements:

・low fuel consumption over the whole performance map

・low oil consumption

・wide performance map to provide high torque at low engine speed

・compliance with emission rules (IMO) small dimensions integrated accessories

・fulfilment of RAM-criteria

- high reliability

- high availability

- ease maintainability

・long maintenance intervals

・low maintenance cost

 

1. INTRODUCTION

 

The development of diesel engines is a never-ending process.

New ideas are continually being born and existing designs improved based on experiences coming out of the field. In all cases, the fundamental aim is to offer customers the best possible support in solving their particular problems. The paper gives a short description about MTU's new series 2000 and 4000 for the fast ferry market and highlights the newest development for the MEGA-engine with power settings up to 8200 kW.

 

2. NEW SERIES 2000/4000

 

MTU and his partner DDC have introduced two new engine families into the market.

Before the first drawings for the new engines could be produced and the first calculations made, the demands articulated "in their own language" by our customers had to be translated into technical specifications for the development teams.

The 2000 and 4000 Series represent the successful symbiosis of the capabilities of two companies, both of which are among the leaders in the production of high-speed diesel engines. They are the rigorous combination of expertise and experience gained from decades of operation with our customers. The 2000 and 4000 Series set new standards in the 400 - 2720 kW output range. They are for use in ships, railway trains, heavy trucks and stationary power units.

For the Fast Ferry Application they are covering the following power range:

Series 2000: 480 kW to 960 kW at 2100 rpm

Series 4000:1160 kW to 2320 kW at 2000 rpm.

Fig.1 shows the compact design of the 16V 2000-engine. Based on our philosophy all accessories are installed on the engine and tested together with the engine. Therefore the installation work provided by the shipyard can be kept to a minimum.

Fig.2 The demand for innovative diesel engine designs in the power range upwards the Series 2000 was the motivating force behind the development of the Series 4000 with a bore of 165 mm and a stroke of 190 mm resulting in a swept volume per cylinder of 4.06 1.

The engine family is available in 8, 12 and 16 cylinder versions covering an output range from 700 to 2720 kW. Development of the engine followed the guiding principle of "maximum reliability" and greatest possible degree of service friendliness. To that end, a combination of tried and tested design concepts like the sequential turbo charging system and innovative and trend-setting solution like the new injection system was used and adapted to the product according to customer demands.

Fig.3 All application-specific versions of the Series 4000 are capable of fuel consumption figures previously only attainable with medium-speed diesel engines. These exceptional fuel consumption levels have only been made possible by the use of the completely new common-rail injection system.

Fig.4 Whereas previously, on conventional systems, the injection pressure was a variable that was virtually incapable of variation over the engines operating range, the common-rail system offers the advantage of infinitely adjustable and controllable injector pressure and timing.

Fig.5 With the common rail system also at low engine speed a high injection pressure can be provided which results in advantages specially in reducing of smoke emissions. To that end, the high-pressure pump and the electronically controlled injectors are fully integrated in the electronic engine management system.

By doing away with the separate injector pumps, the load on the camshaft and the gearing system is reduced. The removal of the mounting holes for the separate injector pumps also increases the rigidity of the crankcase.

 

 

 

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集計期間:成果物公開〜現在
更新日: 2019年5月25日

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