Arab Academy for Science and technology

College of Maritime Transport & Technology

Marine Engineering Technology Department
(Diesel IV)

(The Shipping Industry's Most Popular Marine Propulsion Engines)

Camless engine
MAN B&W / Wartsila Sulzer

Submitted by: Adnan basheer yahia

ID: 16109194
Department: Marine Engineering
Submitted to: Dr.khaled Marghany
INTRODUCTION:

One of the largest and most expensive engines in use today is

the marine engine. The construction of such large machinery,
which powers the ship's propulsion, needs exceptional
engineering knowledge and resources. Higher speed, cost-
effective fuel consumption, and long machine life are the
requirements for buying a marine engine. Engine
manufacturers are working on their research and development
to comply with strict emission limits as more and more
demanding environmental rules are imposed, keeping in mind
the economic concerns for the ship owners or consumers.
 Sulzer
 RD series
The oldest engine series from SULZER, it is now extremely
infrequently used in the shipping business. It has fuel valves
with a short spindle and rotary exhaust valves. Only the upper
portion of the cylinder liner had wet type quills. There is no
auxiliary blower installed to sustain the scavenging pressure,
and it uses a pulse turbo charging system.

 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

MAN B&W is another leading diesel engine manufacturer with

the head office situated in Germany. It has different categories
of engines for different users with latest ME-B series complying
with the latest norms and taking care of ship owner’s
economical criterion of selection.

 KEF series

It was introduced about 20 years ago and is incorporated with

exhaust valves which are push rod operated and installed with
pulse type turbo charging system. No servomotor was fitted in
this engine and reversing is done with mechanical means

 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

A central electronic control system is incorporated which is the brain of

the system and which monitors and evaluate the general condition to
keep the operating parameter within limits and maintain the
performance of the engine at the higher side.
Central control system operates Engine control unit (ECU) and cylinder
control unit (CCU).
ECU controls the overall protection and efficient performance of the
whole engine. CCU controls the each cylinder of the engine for safe and
efficient working.

 Main goals

1. Reliability of engine increases

 The central monitoring system keeps an eye on the fluctuation of load
and distribute equally to all the cylinders.

 It consists of overload protection system which will give alarm and trip’s
the engine, ruling out the possibilities of overload and thermal stresses.

 Any other abnormality is displayed with an early warning and alarm

system so that the problem can be tackled before it hampers the
operational aspects of the engine.

 This system increases the emission control flexibility.

2. Fuel and lube oil consumption cost reduces

 The load operating efficiency increases as compared to normal engines

which increases the life of the engine and maintenance schedule can be
delayed which cut shorts the operational cost
 The performance is fuel optimized. Fuel oil, lube oil and other lubricants
consumption drastically decreases which reduces the operational cost
 The engine and its performance is maintained “as new” for its lifetime.
 The cylinder lubrication is one of the most expensive lubrication oil
used in marine operation. The consumption is controlled with the help
of mechatronic (incorporated with mechanical and electronic
controlled enhanced system) cylinder lubrication with advanced
dosage of oil.

3. Follow up of stringent air pollution emission norms

 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

 RTA 84T & RT FLX 84T

The Wärtsilä RT-flex84T-D and RTA84T-D lowspeed marine diesel

engines, with a power
range of 14,700 to 37,800 kW, are tailor-made
for the economic propulsion of very large
and ultra large crude oil carriers (VLCCs and
ULCCs respectively) and very large bulk and
ore carriers.

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

MAN B&W ME-GI

Dual-fuel, low-speed engine
The GI designation indicates that this engine is a modification of the ME version of
the low-speed MAN B&W engine. This essentially means that this system is
electronically controlled, which simplifies the -GI
1. Gas injection valve
2. Pilot valve injectors
3. Gas control block (GCB)
4. Sealing oil supply
5. Pilot oil (HFO or DO)design, minimizes the cost of the dual-fuel engine and
provides the system with a large degree of adaptability and flexibility for meeting
future emission regulations. Basically, the ME-GI is an ME engine with a gas injection
system added.
benefits:

 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

Fuel consumption at part load optimization

65% load:
 G60ME-LGIP: 155 g/kWh
 G50ME-LGIP: 154 g/kWh
 Alpha Lubrication System
The cylinder lube oil consumption represents a large expenditure for an
engine operating with the nominal guidingfeed rate and, especially for
the large bore engines, even a 0.1 g/bhph reduction in the cylinder oil
dosage represents a significant yearly saving for the owner.
Cylinder lubrication is therefore an important development theme with
the aim of reducing the cylinder lube oil dosage while maintaining a
satisfactory piston ring/liner wear rate and maintaining or improving the
time between overhauls Reduced lube oil consumption also has a
positive impact on the environment as emissions will be lower.
The cylinder oil must be injected into the cylinder at the exact position
and time where the effect is optimal, which is not always possible with
the conventional lubricators of today. MAN B&W Diesel A/S therefore
initiated the development of the new electronic system
The system is now standard on all MAN B&W two-stroke engines with a
diameter bigger than 600 mm and is an option on the smaller engines.
The system has been ordered for more than 100 engines, and 30 sets are
in service.
The new lubricating system is based on the principle of injecting a
specific volume of oil into the cylinder, via a number of injectors, for
every four (or every five, six, etc.) revolutions. Furthermore,the precise
timing ensures that all cylinder oil is delivered directly onto the piston
ring pack where it is needed. which shows the pressure measured in the
oil injector during a cycle with lube oil injection as well as during a cycle
without lube oil injection. The passage of the four piston rings is clearly
seen in the pressure signal for the cycle without lube oil injection, and
the precision of the new lubricator is obvious.The lubricator itself, has a
small piston for each lubricator quill in the cylinder liner, and the power
for injecting the oil comes from the system pressure,supplied by a pump
station. A commonrail system is used on the driving side,but the injection
side has a high-pressure positive displacement system, thus giving equal
amounts to each quill and providing the best possible safety margin
against clogging of single lubricator quills.

END..