Latest Developments and Technologies of UE Engines

Latest Developments
Latest and Technologies
Developments of UE *Engines ＊
of UE Engines
and Technologies

＊＊
KATO,
KATO, Naoya
Naoya**

The UE engine is the only Japanese-developed low speed diesel engine since 1955. In this paper, the latest developments
and technologies of UE engines are explained. The engine program, the latest LSE series in particular, is introduced first,
followed by a discussion on the UEC Eco-Engine, an electronically controlled engine, which entered service in June 2005.
This engine has excellent service results without any emergency vessel stop even up to the present. Finally, focus is given
on the ECL system, an electronically controlled cylinder lubricating system which quite effectively reduces cylinder oil
consumption, and which has also received good service results.

1. Introduction
The UE engine is the only remaining marine two-stroke
diesel engine in Asia, and more than a half century has
passed since the first UE engine was developed, as shown in
Fig. 1. The advantages of the UE engine are its high
economy, high reliability, and environmental friendliness.
costs for both fuel oil and lubrication oil. The high economy
of the UE engine can contribute to saving those costs.
Needless to say, high reliability is the key issue for the
marine two-stroke engine. UE engines received high
evaluations from world-wide users at CIMAC conferences.
In addition, IMO-NOx Tier I regulation were implemented
in 2005, and the Tier II regulation will come into force in
2011. Of course, all UE engines are fully complied with Tier
I regulation and with Tier II regulation except for old type
engines. Furthermore, technologies that meet expected
future regulations are continuously being developed.

2. Engine Program

Table 1 shows the latest UE engine program. The LSE series,

Fig. 1 Development history of UE engines
The price of oil has continued to increase recently though it
temporally decreased, and it has remained at a high level.
This means that shipowners have to pay higher operating
*Received April 13, 2010
**Mitsubishi Heavy Industries, Ltd.
which features excellent reliability, economy, easy
maintenance, and environmental friendliness, is being
expanded. The LSE engines are more compact and have
higher output in order to meet the demands for recent larger
and faster ships. Total orders for the LSE series are currently
191 sets, and they are increasing rapidly.
The UEC52LSE is the first engine of the LSE series, and
has had a good service record for about eight years.
UEC52LSE engines are mainly used for the main engines of
1100 TEU class container ships, Ro-Ro vessels, and Pure
Car (Truck) Carriers (PC(T)Cs). UEC68LSE engines are
operated as the main engines of Capesize BCs, Aframax

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Journal the JIME of UE Engines 999

tankers, and 2500 TEU class container ships. The

UEC60LSE has the appropriate particulars for 1700 TEU
class container ships, PC(T)Cs, Panamax BCs, Aframax
tankers, etc. We developed the UEC50LSE in collaboration
with Wartsila Switzerland in 2005. That was the first
collaboration in new engine development between Wartsila
Switzerland and Mitsubishi. The UEC45LSE is the
successor to the UEC52LA and suits Handysize BCs with
six cylinders. The first UEC45LSE was completed in Aug.
2008. The UEC35LSE and the UEC40LSE are under
development in collaboration with Wartsila Switzerland,
following a strategic alliance between two companies. The
first UEC35LSE will be completed in Feb. 2012.

Details of the UEC45LSE and the UEC35LSE are described Fig. 2 UEC45LSE
in the next paragraph.
Table 2 Main particulars of 6UEC45LSE
Table 1 Latest program of UE engines Engine Type 6UEC45LSE 6UEC52LA

Series LSII LSE Bore mm 450 520

85 Stroke mm 1,840 1,600
Bore cm 33 37 43 50 60 75 85 35 40 45 50 52 60 68
C
Stroke/Bore － 4.09 3.08
Stroke/
- 3.2～3.5 3.7～3.9 2.8 4.4 4.1 4.0
Bore
Output kW 7,470 7,080
1.7～1.8
BMEP MPa 2.1 1.96 2.1 1.9
Engine speed min-1 130 133
Piston
m/s ≦ 8.3 8.6 8.0 8.5 B.M.E.P. MPa 1.96 1.57
Speed
Piston speed m/s 7.97 7.09
Engine length mm 5,894 7,270
3. UEC45LSE Piston overhaul height mm 8,600 7,700
The UEC45LSE as shown in Fig. 2 is the main engine
Crankshaft center mm 1,000 930
targeted for the Handysize BC with six cylinders as the
successor to the UEC52LA. The main particulars are shown Bedplate width mm 3,000 3,000
in Table 2. The engine output and speed were decided based Engine weight ton 195 239
on market research, and are 7,470 kW with 130 min-1.
Market research indicated that extremely high output is The design features of the UEC45LSE are shown in Fig. 3.
unnecessary, because it results in a higher cost and bigger Its basic construction is in line with the earlier model, the
engine size. The engine speed meets the latest propeller UEC52LSE, which is the same class bore engine; however,
design for the Handysize BC. As a result, orderbooks of it has further compactness as a small bore engine. The
UEC45LSE have already reached more than 120 sets. minimum numbers of bolts were used on the cylinder cover,
Engine length and weight are designed to be smaller than the for example, six sets of cylinder cover bolts. Since the
UEC52LA. Therefore, cargo capacity of the vessel may be UEC45LSE is mainly manufactured by the licensee, it is
expanded, or the engine room can be more compact. designed taking the licensee into account, for example, the
cast iron main frame, etc. From a safety point of view, the
piston cooling oil thermometers are located on the opposite
side of the crank case safety valve to reduce the risk of
injury by a crank case explosion. Also, ECL system can be
installed. Accessibility to the piston underside from both port
and starboard sides is significantly increased in comparison

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999 Latest日本マリンエンジニアリング学会執筆要項
Developments and Technologies of UE Engines

to the UEC52LA. The camshaft casing is integrated into the

column. Parts such as the high efficiency MET turbocharger,
reliable main bearing with white metal, exhaust valve
hydraulic rotator, gear driven camshaft, and the emergency
maneuvering stand arranged at the fore side follow the same
construction features as in the existing LSE engines.

Fig. 5 Combustion chamber temperature

measurement result of 6UEC45LSE

Fig. 3 Construction features of UEC45LSE

Fig. 4 shows the first UEC45LSE, which was completed at

our licensee, Akasaka Diesels, in Aug. 2008 and carried out
the verification test for its performance and reliability.

Fig. 6 Main frame stress measurement result of

6UEC45LSE

Fig. 4 The first 6UEC45LSE

(6,840kW×129min-1)

Temperature of combustion chamber and stress of main

frame (Fig. 5 and 6) were measured and confirmed to satisfy
with design criteria. Of course, sound conditions of each part
such as piston rings, cylinder liner, camshaft driving gears,
and so on, were confirmed at the overhaul inspection as
shown in Fig. 7 and 8.

Fig. 7&8 Piston rings and cylinder liner pictures of

6UEC45LSE after the shop test

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4. UEC35LSE
We have just started to develop the 35 bore class engine in
collaboration with Wartsila Switzerland in 2008, as the
second joint development based on the successful
development of the UEC50LSE.
Main particulars are shown in Table 3.
The UEC35LSE will be developed as a simple mechanical
engine with cast iron main frame because mechanical
engines are required as well as electronically controlled
engines on the market of this class engine. Fig. 9 The first UEC Eco-Engine 8UEC60LSII-Eco
We will focus on weight optimization by FE calculations,
standardization of parts/machining processes/tools,
modularization, easy assembly and so on, applying
Mitsubishi’s long experience for developing small bore
engine.
The UEC35LSE is the main engine targeted for various
small/medium sized ships such as small handy bulk carrier,
various tankers, reefer and feeder container ship, which are
less than 30,000 dwt. Replacements from middle speed four Fig. 10 PCTC installed with 8UEC60LSII-Eco
stroke engines are also targeted.
The first UEC35LSE will be completed in Feb. 2012. The UEC Eco-Engine controls fuel injection quantity and
timing by solenoid valves instead of the camshaft. Also, the
Table 3 Main particulars of 6UEC35LSE exhaust valves and starting air are controlled by solenoid
Engine Type UEC35LSE valves. Timing control of fuel injection and exhaust valve
opening/closing greatly contribute to the engine
Bore mm 350
performance in terms of NOx emission and fuel oil
Stroke mm 1,550 consumption for all load ranges.
Stroke/Bore － 4.43
NOx emission and fuel oil consumption can be reduced by
Output kW/cyl. 870
changing the fuel injection pattern utilizing a combination of
Engine speed min-1 167 two solenoid valves, as illustrated in Fig. 11. Working oil is
B.M.E.P. MPa 2.10 supplied to the fuel pump through the main valve. Firstly,
the main solenoid valve opens, and the pilot oil is discharged
Piston speed m/s 8.63
gradually through the small orifice. When the sub solenoid
valve opens, the pilot oil is discharged rapidly through the
5. UEC Eco-Engine large orifice. As a result, fuel injection pressure is controlled
The UEC Eco-Engine is an electronically controlled engine, as shown in the figure.
as depicted in Fig. 9. We have been developing this type of
engine since 1988. The first UEC Eco-Engine, the Example of fuel injection pattern
Controlled
8UEC60LSII-Eco, entered service in June 2005 as the main Original
injection
injection
Main valve lift

to Fuel
engine of a PCTC, as shown in Fig. 10. It features low NOx Pilot oil
injection
pump

emissions, smokeless operation, low fuel oil consumption, Larger orifice Sub solenoid
valve open

and stable operation for all load ranges.

Smaller orifice
Main flow

small flow

High pressure
Fuel injection pressure (MPa)

hydraulic oil

Original injection

Sub solenoid Main solenoid Main

valve valve valve
Controlled
injection

Crank angle from control signal (deg)

Fig. 11 Fuel injection control

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999 Latest日本マリンエンジニアリング学会執筆要項
Developments and Technologies of UE Engines
Fig. 12 shows the trade-off relation between NOx emissions
and fuel oil consumption. The UEC Eco-Engine has two
operation modes, the low emission mode and the economy
mode. If the low emission mode is selected, NOx can be
reduced by 15% without any fuel oil consumption penalty. If
the economy mode is selected, fuel oil consumption can be
reduced at below normal load range with the same level of
NOx emissions as conventional engine.
Fig. 12 Reduction of NOx and S.F.O.C. by
UEC Eco-Engine
Smokeless and stable operation is another advantage of the
UEC Eco-Engine, especially at low load. Since the UEC
Eco-Engine can inject fuel oil at a higher pressure than
conventional engines at low load, combustion characteristics
can be improved. As a result, smoke can be significantly
reduced, as indicated in Fig. 13. Also, the engine can be
operated stably without engine speed fluctuations even at
low load.
Fig. 13 Smokeless operation by UEC Eco-Engine
The first UEC Eco-Engine, the 8UEC60LSII-Eco, has been
operating without any serious problems. Some small
problems that arose at initial stage were resolved, and no
shut downs have occurred so far, as shown in Fig. 14.
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Fig. 14 Failure record of first UEC Eco-Engine
We have completed the Eco system for the UEC33LSII and
UEC60LSII engines. Because the UEC Eco-Engine
effectively complies with the next phase of NOx regulations
due to its NOx reduction aspect, we intend to expand the
program of the UEC Eco-Engine further.
6. ECL System
Cylinder oil prices keep increasing in accordance with rising
crude oil prices. Therefore, shipowners are strongly
requesting ways to reduce the cylinder oil feed rate. To meet
such a demand, ECL system, an electronically controlled
cylinder lubricating system, was applied to UE engines. At
present, 35 sets of engines that implement the ECL system
are already in service, including the Mitsubishi-Wartsila
engines.
The ECL system can reduce cylinder oil consumption
dramatically via the effective injection to piston ring
package. Injection quantity and timing are accurately
controlled by solenoid valves. In addition, because of
injection mode based on B.M.E.P., cylinder oil consumption
at partial load can be reduced in comparison with
mechanical cylinder lubricating system. Use of the ECL
system can achieve a reduction of the ring and liner wear
rate, improvement of the ring and liner condition, and a
reduction of particulate matter. Actually, service results have
confirmed the good performance. Fig. 15 shows the trend of
cylinder oil feed rate for UE engines.
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Fig. 15 Trend of cylinder oil feed rate

7. Conclusion
The marine two-stroke diesel engine is still needed for
logistics all over the world. These days, requirements for the
marine two-stroke engine are getting more and more severe,
and stronger demands are being made, such as higher engine
power for new generation ships, high reliability, high
economy due to high oil prices, and environmental
friendliness to be in compliance with regulations.
To meet those requirements, we continue to develop new
engines and technologies as described in this paper. Namely,
the UE engine program, for development of such the
UEC45LSE, the UEC35LSE, and the UEC Eco-Engine, is
expanding steadily. The ECL system is quite helpful for
economical operation with a low ring and liner wear rate.
The UE engine intends to contribute to the growth in the
marine industry with high economy, high reliability, and
environmental friendliness.

References

[1] “The latest technology of the UE engine with environmentally

friendliness, enhanced reliability and high performance”, H. Sakabe,
ISME TOKYO, （2005）
[2] “Environment Friendly Two-Stroke Marine Diesel Engine,
“MITSUBISHI UEC Eco-Engine””, M. Sugihara, ISME TOKYO,
（2005）
[3] “The latest developments and technologies of the UE engines”,
H. Sakabe and Y. Yamazaki, CIMAC 2007, Paper No. 43 （2007）
[4] “Creating a whole range of benefits with the MITSUBISHI
UEC Eco-Engine”, M. Sugihara, K. Edo and T. Tanida,
CIMAC2007, Paper No.75, （2007）

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