2. Diesel Enginearchive.jime.jp/e/publication/yearbook/yb/pdf03/YB03_2.pdf · 2. Diesel Engine 2.1...

Year Book 2003 : Progress of Marine Engineering Technology in 2002

Translated from Journal of the JIME Vol.38, No.7 (Original Japanese)

1

2. Diesel Engine

2.1 Tendency of the world The total completions of ships of the world in 2001 were 1,553 in number and 31,292,086 GT by yearly statistics of Japanese Marine Equipment Association, and that means reduction of 25 ships and 116,001 GT compared with those of previous year. Seeing each country, completions in Japan were 12,024,073 GT that increased from 12,001,034 GT of previous year by 23,039 GT (0.2%), and occupied 38.4% (38.2% in previous year) of world total completions. Completions in Korea were 11,607,939 GT that decreased from 12,217,855 GT by 609,916 GT (5.0%), and occupied 37.1% (38.9% in previous year) of world total completions. China 1,826,895 GT, Germany 1,141,324 GT, Poland, Italy, Taiwan follow the above-mentioned two countries. (Refer to Table 2.1-1) Seeing each ship type, oil tankers decreased by 32.4% in GT compared with that of previous year, 99ships, 7,070,987 GT, bulk carriers increased by 62.7% in GT compared with that of previous year, 312 ships, 11,302,434 GT, general cargo ships decreased by 34.6% in GT compared with that of previous year, 200ships, 2,508,112 GT, container ships increased by 33.5% in GT compared with that of previous year, 186 ships, 6,978,202 GT, liquefied gas and chemical tankers decreased by 43.3% compared with that of previous year, 121 ships, 1,750,011 GT, and fishing vessels decreased by 40.8% compared with that of previous year, 30 vessels, 56,432 GT. (Refer to Table 2.1-2) World merchant ship completions in 2001 having deadweight of 2,000 or more were 948 in number and 45,831,600 DWT, increased from previous year by 7 ships and 644,257 DWT. Seeing main engine, diesel ships were 941 in number and 45,654,583 DWT, increased from previous year by 17 ships and 1,525,641 DWT. Mean deadweight of ships with diesel main engines was 48,518 DWT, 1.6 % larger than that of previous year. Further, average main engine output per ship was 14,350 kW, larger than that of previous year by 1,765 kW.

１ Japan 462 12,024,073 427 12,001,034 0.2 ％ 38.4 ％２２ Korea 226 11,607,939 197 12,217,855 -5.0 ％ 37.1 ％１３ China 146 1,826,895 101 1,483,740 23.1 ％ 5.8 ％３４ Germany 50 1,141,324 55 974,568 17.1 ％ 3.6 ％４５ Poland 50 689,125 55 626,074 10.1 ％ 2.2 ％５６ Italy 29 571,216 27 537,480 6.3 ％ 1.8 ％７７ Taiwan 30 509,435 35 601,665 -15.3 ％ 1.6 ％６８ Finland 6 397,004 2 223,008 78.0 ％ 1.3 ％ 12９ Denmark 9 350,110 8 372,558 -6.0 ％ 1.1 ％９

10 Croatia 10 282,628 14 341,546 -17.3 ％ 0.9 ％ 10 Others 535 1,892,337 657 2,028,559 -6.7 ％ 6.0 ％

1,553 31,292,086 1,578 31,408,087 -0.4 ％ 100.0 ％Total

In 2000Country No. of

shipsshare

Orderin

2000

Table 2.1-1 The completions of ships by country

GT No. ofships GT

Compare withprevious year

(GT)

In 2001

No. ofships GT

99 7,070,987312 11,302,434200 2,508,112186 6,978,202

121 1,750,011

30 56,432605 1,625,908

1,553 31,292,086

Bulk carriers

Others

Table 2.1-2 The completions of ships by ship type

Total

Ship type

General cargo ships Container ships Liquefied gas and chemical tankers Fishing vessels

Oil tankers



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Diesel engines installed on world merchant ship completions in 2001 having deadweight of 2,000 or more were 1,155 sets and 13,504,068 kW, increased from those of previous year by 32 sets 1,875,284 kW in output. Seeing countries of engine production, Korea produced 237 sets and 5,802,330 kW, increased from those of previous year by 34 sets and 1,099,756 kW in output (123.4% of previous year), and held world top share of 43.0% increased from 40.4% of previous year. Japan produced 375 sets and 3,789,464 kW increased from those of previous year by 34 sets and 504,544 kW in output (115.4% of previous year), and occupied 28.1% share in the world. Next, Finland produced 106 sets and 942,397 kW in output (171.9% of previous year) increased by 17 sets and 394,205 kW. Further, Germany, China, Poland, Italy and Holland follow. (Refer to Table 2.1-3) Actual productions of two-stroke engines were 699 sets and 10,754,906 kW (119.0% of previous year), and those of four-stroke engines were 456 sets and 2,749,161 kW (106.0% of previous year). As to two-stroke engines, B&W brands were 506 sets and 7,897,676 kW, increased from those of previous year by 103 sets and 2,242,712 kW in output (139.7% of previous year). B&W share increased to 73.4% from 62.6% of previous year. Sulzer brands were 117 sets and 2,352,019 kW, decreased from those of previous year by 11 sets and 320,850 kW, and Sulzer share decreased to 21.9% from 29.6% of previous year. Mitsubishi UE brands, third place same as previous year, were 68 sets and 480,180 kW, decreased from those of previous year by 13 sets and 197,379 kW, and UE share decreased to 4.5% from 7.5% of previous year. (Refer to Table 2.1-4) As to four-stroke engines, first place Wartsila produced 167 sets and 1,339,387 kW in output, increased from those of previous year by 23 sets and 392,165 kW. Wartsila share increased to 48.7% from 36.5% of previous year. Second place MAK produced 121 sets and 509,597 kW in output, increased from that of

1 Korea 237 5,802,330 203 4,702,574 34 1,099,756 43.0 ％ 12 Japan 375 3,789,464 341 3,284,920 34 504,544 28.1 ％ 23 Finland 106 942,397 89 548,192 17 394,205 7.0 ％ 44 Germany 169 890,031 214 1,062,383 -45 -172,352 6.6 ％ 35 China 53 438,945 52 507,525 1 -68,580 3.3 ％ 56 Poland 24 387,912 24 284,916 0 102,996 2.9 ％ 77 Italy 31 336,730 45 487,323 -14 -150,593 2.5 ％ 68 The Netherlands 43 273,147 39 198,075 4 75,072 2.0 ％ 89 Spain 20 163,708 14 109,914 6 53,794 1.2 ％ 10

10 USA 28 149,618 44 108,163 -16 41,455 1.1 ％ 9Others 69 329,786 58 334,799 11 -5,013 2.4 ％

1,155 13,504,068 1,123 11,628,784 32 1,875,284 100.0 ％

In 2001 In 2000

Total

No. ofengine

Table 2.1-3 Production of engines by country

No. ofengine

Output(kW)

shareOrder

in2000


Output(kW)

Country No. ofengine

Output(kW)

B&W 506 7,897,676 403 5,654,964 103 2,242,712 73.4 ％

Sulzer 117 2,352,019 128 2,672,869 -11 -320,850 21.9 ％ Mitsubishi 68 480,180 81 677,559 -13 -197,379 4.5 ％

MAN 3 13,570 1 4,487 2 9,083 0.1 ％

General Motors 5 11,461 12 24,186 -7 -12,725 0.1 ％

Total 699 10,754,906 625 9,034,065 74 1,720,841 100.0 ％

Output(kW) No. ofengine Output(kW)

Table 2.1-4 Productions of two-stroke engines by designer

DesignerIn 2001

No. ofengine Output(kW)

shareIn 2000 Compare with

previous yearNo. ofengine



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previous year by 13.5%, and MAK share was 18.5%. Third place MAN produced 39 sets and 268,224 kW in output, remarkably decreased from that of previous year by 47.4%. Sulzer, Pielstics (SEMT) and NORMO follow. (Refer to Table 2.1-5) Ratio of production of Japanese licensees was 32.8% for B&W brand and 23.0% for Sulzer brand in the world production.

2.2 Tendency in Japan from statistics of Nippon Kaiji Kyokai New buildings registered to NK class in 2002 fiscal year were 275 ships and number of main engines was 311 sets. Details of them are shown on Table 2.2-1. Compared with data of previous year, number of ships was less by 17 and number of main engine sets was less by 19, but total output was larger by 103,292 kW than those of previous year.

Wartsila 167 1,339,387 144 947,222 23 392,165 48.7 ％ Mak 121 509,597 117 448,874 4 60,723 18.5 ％ MAN 39 268,224 80 510,159 -41 -241,935 9.8 ％ Sulzer 26 256,295 36 346,911 -10 -90,616 9.3 ％ Pielstics(Semt) 13 163,296 11 119,358 2 43,938 5.9 ％ Normo 34 89,400 18 59,740 16 29,660 3.3 ％ Caterpillar 15 42,307 28 36,051 -13 6,256 1.5 ％ Hanshin 8 20,710 13 30,668 -5 -9,958 0.8 ％ Alpha 8 17,842 11 23,014 -3 -5,172 0.6 ％ Akasaka 5 12,209 5 12,415 0 -206 0.4 ％ Others 20 29,894 35 60,307 -15 -30,413 1.1 ％

Total 456 2,749,161 498 2,594,719 -42 154,442 100 ％

Table 2.1-5 Productions of four-stroke engines by designer

In 2001 In 2000share


Designer No. ofengine Output(kW) No. of

engine Output(kW) No. ofengine Output(kW)

30,000～ 0 0 0 11 11 665,660 0 0 0 11 11 665,66025,000～30,000 0 0 0 8 8 211,840 0 0 0 8 8 211,84020,000～25,000 0 0 0 4 4 88,485 1 1 23,850 5 5 112,33518,000～20,000 0 0 0 0 0 0 0 0 0 0 0 016,000～18,000 0 0 0 6 6 101,220 0 0 0 6 6 101,22014,000～16,000 0 0 0 5 5 75,620 3 3 46,366 8 8 121,98612,000～14,000 0 0 0 14 14 179,250 0 0 0 14 14 179,25010,000～12,000 0 0 0 16 16 170,078 0 0 0 16 16 170,0789,000～10,000 0 0 0 17 17 158,793 0 0 0 17 17 158,7938,000～9,000 0 0 0 27 27 227,414 0 0 0 27 27 227,4147,000～8,000 0 0 0 35 35 265,731 0 0 0 35 35 265,7316,000～7,000 0 0 0 13 13 83,298 0 0 0 13 13 83,2985,000～6,000 0 0 0 15 15 86,059 0 0 0 15 15 86,0594,000～5,000 0 0 0 12 12 52,618 1 1 4,045 13 13 56,6633,000～4,000 0 0 0 28 28 100,944 4 4 13,236 32 32 114,1802,000～3,000 0 0 0 1 1 2,700 6 6 15,296 7 7 17,9961,000～2,000 0 0 0 0 0 0 13 14 22,664 13 14 22,664 0 ～1,000 0 0 0 0 0 0 35 70 38,624 35 70 38,624

Total 0 0 0 212 212 2,469,710 63 99 164,081 275 311 2,633,791

Table 2.2-1 New buildings registered to NK class

OutputkW

Turbines,electric motors Two-stroke engines Four-stroke engines TotalNo. ofships

No. ofengines

Totaloutput

No. ofships

No. ofengines

Totaloutput

No. ofships

No. ofengines

Totaloutput

No. ofships

No. ofengines

Totaloutput



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2.3 Research at National Maritime Research Institute Simultaneous reduction of NOx and PM In “Study of electronic controlled diesel engine”, it was clarified that EGR effect was obtained with alteration of overlapping period, and that mirror cycle was realized with alteration of air intake valve closing timing, during 25% load operation, carried out in the previous year changing intake and exhaust valve timing. Further, it was clarified that combination of alterations of fuel injection timing retardation and overlapping period may be possible. This year, following the previous year experiment, 50% load operation was carried out, and it was clarified that there was a proportional relation as shown in Figure 2.3-1 between NOx and remaining oxygen contents after analyzing data. In “Study of measurement of floating particulate matter (PM)”, it was reported that beta ray absorption method PM meter was improved, and that PM measurement was carried out on the actual ship in previous year. This year, experiment was carried out concerning filter vibration method that had more sensible in time resolution than beta ray absorption method, measuring evaporation contained in particles that were considered as factor of varying measurement results, using various fuel. At the beginning of measurement, influence of evaporation became larger as water addition rate increased with emulsified fuel, but it was found that even if water addition rate was 30% influence of evaporation on measurement value was less than 1%. Reliability of engine In order to utilize data for more reasonable inspection and improvement of maintenance of ship engine, works for making data base has been performed since 1999, receiving supply of data from the Maritime Affairs Bureau of Ministry of Land, Infrastructure and Transport of failures and accidents on coastal ships gathered at the time of inspection. After analyzing these failures and accidents for each type of ship as to positions and rate of occurrence, it came to be clear that each ship type had its own tendency. It could be said that depending on type of ship important items and positions to be inspected or maintained were clarified. From now on with accumulation of such data, more precise analysis will be possible. In order to know about actual state and cause of trouble in high-speed diesel engine on high-speed passenger ship, measurements of engine load characteristics during actual voyages were carried out and questionnaires were gathered. In actual ship measurements, shaft outputs, cylinder maximum pressures, ship motions, etc. were measured, to clarify abrupt change of engine load and propulsive characteristic during arrival and departure of high-speed ship in port. Further, questionnaires to investigate relationship between occurrence of failure or accident and operation condition were made for about 90 high-speed ships engaged in fixed routes having gross tonnage of 50 or more with high-speed diesel main engine. Studies of high-speed diesel engine were carried out together with the Shipbuilding Research Association of Japan.

Fig. 2.3-1 NOx and remaining oxygen contents

1000

1200

1400

1600

1800

2000

2200

9 10 11 12 13 14

O2 (％)

NO

x１3

(ppm

)

25%Load

50%Load



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2.4 State of development and production of domestic manufacturers 2.4.1 IMEX Co., Ltd. (1) New type Not available (2) Yearly production Production of main engine of Hitachi Zosen-MAN B&W L/S35MC type and L/S42MC two-stroke, and auxiliary engine for electric generator or pump of Wartsila L20 four-stroke in 2002 are as shown on the Table 2.4.1-1. 2.4.2 Akasaka Diesels Ltd. (1) New type Development of AX33 engine The company developed low-speed four-stroke new type engine AX33 in June 2002. The engine realized high power and lightweight compact shape based on actual experience of “A” series of which more than 700 sets had already been produced. With adoption of duplex bore cooling cylinder liner realized by inner pipe casting and anti-polishing ring, lubricating oil consumption was optimized, wear down rates of cylinder liner and piston ring were reduced and reliability and durability of combustion chamber were improved. Further, the engine conformed to NOx restriction of IMO with optimized shape of combustion chamber and optimized fuel injection, resulting low fuel consumption and low NOx emission. (Refer to Figure 2.4.2-1 and Table 2.4.2-1) (2) Yearly production Engines produced by the company in 2002 were as shown in Table 2.4.2-2. 2.4.3 Kawasaki Heavy Industries, Ltd. (1) Remarkable engine produced The company completed the first S60MC-C type engine in June 2002. This engine was developed aiming at increased output, improved reliability and compact shape based on former S60MC engine.

Main engine 10 57,130 PS (42,020 kW) Aux. Engine＊) 30 38,570 PS (28,368 kW) Total 40 95,700 PS (70,388 kW)*) Delivered being coupled with generators and engines imported as compleate.

No. ofengines Output

Table 2.4.1-1 Yearly production

Engine model Engine output kW 1471 1618 Engine speed min-1 300 310 Number of cylinder Cylinder bore mm Piston stroke mm Mean piston speed m/s 6.20 6.41 Max. combustion pressure MPa Mean effective pressure MPa 1.850 1.968

13.7

AX33

6330620

Table 2.4.2-1 Principal particulars of AX33

Four-stroke engine 23 39,200 kW Two-stroke engine 23 133,100 kW Total 46 172,300 kW





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In this S60MC-C engine, bore cooling type cylinder liner with cooling hole was adopted instead of slim type cylinder liner without cooling hole. Due to this, cooling ability of cylinder was improved and reliability of engine was improved as well. First one was 5-cylinder type, and then total 8 sets of S60MC-C engines were completed in 2002 including 6–cylinder and 7-cylinder types. The company is expecting to increase production as one of principal marine main engines. (Refer to Table 2.4.3-1 and Figure 2.4.3-1) (2) Remarkable technology Electronically controlled new type cylinder lubricating system “Alpha Lubricator System” was adopted for total three sets of S60MC-C engines including first engine. The system is a common rail type cylinder lubricating system supplying cylinder oil pressurized to 45 bar in advance by means of electrically driven pump and controlling it with electro-magnetic valve at each cylinder. In this system, as high-pressure cylinder oil is supplied at proper timing into the cylinder, less quantity of cylinder oil is expected to form effective oil film. As a result cylinder oil consumption can be decreased compared with conventional mechanical cylinder lubricator. The system is being applied to not only newly built engines but also existing engines as retrofitting works, and such works has already been commenced. (Refer to Figure 2.4.3-2)

Cylinder bore 600 mm Piston stroke 2,400 mm Mean effective pressure 1.90 MPa Engine output 2,260 kW/cyl. Engine speed 105 r/min

Table 2.4.3-1 Principal particulars of S60MC-C



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(3) Actual production Engines produced by the company in 2002 were as shown in Table 2.4.3-2. All two-stroke engines conformed to NOx restriction of IMO and certificates of conformity were obtained from related authorities. 2.4.4 Daihatsu Diesel MFG Co., Ltd. (1) Development of 8DK-32C engine Principal particulars of 8DK-32C engine are shown in Table 2.4.4-1, and section view is shown in Figure 2.4.4-1. This engine was developed, based on DK-32 engine that had obtained high reliability for 15 years production, aiming at increased output, improvement of reliability and durability, simplified maintenance, with additional new technologies. Followings are main revisions from DK-32 engine. ① Increased output Stroke was lengthened by 30 mm from that of DK-32 to 390mm. ABB made newest high efficiency turbo-charger TPL65A was fitted and low fuel consumption and high power were realized. ② Improvement of reliability Material of crankshaft was changed from SF to SFCM (Chromium Molybdenum forged steel), and further, optimization of its shape was carried out, using FEM analysis that nowadays became strong tool for new development, and as a result increased strength was realized restricting increase of weight. Connecting rod was changed from two-piece slant division to three-piece horizontal division, and improvement of reliability was realized with optimized shape by FEM analysis. ③ Improvement of durability Durability was much improved adopting protective ring and bore cooling for cylinder liner. Further, cooling effect of cylinder head was also much improved with optimization of cooling water drill hole by CFD analysis. ④ Simplified maintenance Liner supporting frame was deleted from cylinder liner, piston cooling line was deleted with adoption of forced lubricating system from rod, and exhaust line was changed from pulsate super-charging to DSP system, and thus engine structure was simplified and numbers of parts were reduced, resulting in simplified maintenance.

Two-stroke engine 54 536,670 kW Four-stroke engine 2 3,980 kW Total 56 540,560 kW



Number of cylinder 8 Cylinder bore mm 320 Piston stroke mm 390 Engine output kW 3162 Engine speed min-1 720 750 Mean piston speed m/s 9.36 9.75 Mean effective pressure MPa 2.10 2.02 Engine weight (dry) kg 31500

Table 2.4.4-1 Principal particulars of DK-32C



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Finally, the company has obtained from ABS classification society a certificate conforming to NOx technical code of IMO, and manufactured 24 sets for 6 ships as generator engines. (2) Production Engines produced by the company in 2002 were as shown in Table 2.4.4-2. 2.4.5 Diesel United, Ltd. (1) New type and new technology developed in 2002 Diesel United Sulzer 7RTA84TB engine The company newly developed two-stroke low-speed engine RTA84TB for main engine of VLCC. For the purpose of improvement of reliability and simplification of maintenance, items of improvement obtained from experiences of former RTA84T Mk1 and RTA84T Mk1.5 type engines were adopted. Especially components around the cylinder cover were made light and “Tribopack” specifications were set as one of standard specifications, aiming at improved reliability around combustion chamber. The output of the engine is same as RTA84T Mk1 and RTA84T Mk1.5. Section view of RTA84TB engine is shown in Figure 2.4.5-1, and principal particulars are shown in Table 2.4.5-1. (As to “Tribopack”, please refer to Bulletin Year Book of last year Vol.37 No.7 ~9) (2) Yearly production Actual production of marine engines in 2002 is as shown in Table 2.4.5-2.

32 444 476 Output PS 79,300 603,513 682,813

kW 58,309 443,760 502,069

Aux.engine Total


No. of engines

Mainengine

Cylinder bore mm 840 Piston stroke mm 3150 Stroke bore ratio - 3.75 Engine speed (R1 – R3) min-1 74 – 59 Mean piston speed m/s 7.8 Mean effective pressure MPa 1.80 Max. combustion pressure MPa 14.0 Number of cylinder - 5 – 9 Engine output (R1) kW/Cyl 3880

PS/Cyl 5280

Table 2.4.5-1 Principal particulars of RTA84TB

Two-stroke engine 24 801,500 kW (1,089,700 PS) Four-stroke engine 3 30,450 kW ( 41,400 PS) Total 27 831,950 kW (1,131,100 PS)





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2.4.6 Niigata Power Systems Co., Ltd. (Ex. Niigata Engineering Co., Ltd.) (1) Establishment of new company Based on reorganization plan of Niigata Engineering Co., Ltd. approved by Tokyo District Court on 26 December 2002, Niigata Power Systems Co., Ltd. was established as one of Ishikawajima-Harima Heavy Industries (IHI) group companies, to succeed engine related business from 3 February 2003. From now on, the company wishes to provide products and services satisfactory to the customers utilizing integrated power of IHI group. Customers’ unchanging support and patronage are sincerely hoped. (2) New products ① Blue Arrow series (20FX type diesel engine) From announcement of high-speed diesel engine 20FX of 3,000kW (12 cylinders) and 4,000 kW (16 cylinders), many inquiries had come, and 6 sets were delivered from August 2002. Actual operation will begin in April 2003. Photograph showing appearance of the engine is in Figure 2.4.6-1. Sequential super-charging system with 4 turbo chargers, all of which operate at high load and two of which at low load, made it possible to keep sufficient ability at high load, to improve performance at low load and to quickly accelerate from low load to high load. Further, almost all auxiliaries are fixed to the engine, but the engine can easily be accommodated in narrow engine room of high-speed ship by improving arrangement of them compactly. Accepting orders is going well, 5 sets in 2003 and 4sets in 2004. ② Blue Marine 1100 6MG17HX 17HX type diesel engine of maximum 809 kW (1,100PS) was developed for main engine of various fishing vessels of 16 gross tons or more, coastal ships and other merchant ships. Since the first one was delivered in May 2002, many engines were installed on not only new ships but also existing ships for replacement, as thorough compactness of the engine, one of development concept, was evaluated. Each engine is being operated in good condition, and total working hour of the first engine reached to 3,000 hours (until March 2003). Especially twin turbo distinctive to this engine brought about acceleration characteristic far better than the former engines, and fire ring fitted at the upper part of cylinder liner realized low lubricating oil consumption (less than 0.6g/kWh), and both facts obtained customers satisfaction. In the future, the company wishes to pursue longer lifetime of components than before, accumulating actual operation of the engine. Photograph of appearance of the engine is shown in Figure 2.4.6-2.



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③ Advanced gas engine (22AG type) Advanced gas engine is a new gas engine with micro pilot spark starting device that was developed with Niigata’s original technology. Micro pilot is a system in that very few quantity of fuel (marine diesel oil or light oil) is injected in pre-combustion chamber, causing sparking energy 5,000~10,000 times larger than that of spark plug, and by such strong flame energy, lean fuel gas in main combustion chamber can be burnt in a very short time. Electric generating efficiency goes up by about 10% with stability of combustion, and the engine is an epoch-making one that can burn ultra low calorie gas (1/5~1/6 of usual city gas) generated from city refuses. Further, the company applies patent in Japan and overseas (USA patent was obtained) for spark start system that assured starting of engine. Elapsed period of operation of the first engine reached to 5,000 hours since July 2002. 4 sets are in operation, 5 sets of 18V22AG and 3 sets of 12V22AG are on order until March 2003. Many inquiries are coming with favorable valuation. Principal particulars are shown in Table 2.4.6-1 and appearance photograph is shown in Figure 2.4.6-3. (3) Production Number of main engine, auxiliary engine, super-charger, elastic coupling, Z type propulsion system and reduction gearing as well as total output of main and auxiliary engines produced in 2002 are shown in Table2.4.6-2. 2.4.7 JFE Engineering Inc. (Ex. NKK Corp.) (1) Research and development In 2002 fiscal year development of highly durable fuel cam was carried out as one theme of improvement of reliability for PC engine, and continuous endurance test was carried out for electric generating plant. Mutual remote data exchange system was developed to exchange real time data between customers and the company. (2) Production of PC engine Marine propulsion use NKK-SEMT Pielstick engines manufactured in 2002 were; PC4-2 type 1 set, PC2-6 type 6 sets, total 7 sets 67,519 kW (91,800 PS).

6L22AG 8L22AG 12V22AG 16V22AG 18V22AG6 8 12 16 18

50Hz 1,050 1,400 2,120 2,850 3,20060Hz 950 1,260 1,910 2,560 2,880

Cylinder bore/Piston stroke mm 220／300

Table 2.4.6-1 Principal particulars of gas engine ２２ＡＧ

Mean piston speed m/s 10.0／9.0

Generator output kW

Mean effective pressure Mpa 1.96 Engine speed min-1 1,000(50 Hz)／900(60 Hz)

Engine model Number of cylinder

Main engine 84 118,904 (161,664) Auxiliary engine 13 8,423 ( 11,452) Super-charger 127 Elastic coupling 97 Reduction gearing 2,017 Z type propulsion system 46

Total output kW(PS)NumberTable 2.4.6-2　Yearly production



11

2.4.8 The Hanshin Diesel Works, Ltd. (1) New type Clutch for main engine propulsion shaft is used, when cargo pumps are driven by main engine, to disengage connection of propeller during unloading of oil tankers. Existing clutch could be used for LH41LA engine (2647 kW), and this time friction clutch A1500ST type to be used for LH46LA (3309 kW) was developed. (Figure 2.4.8-1) Principal particulars of the clutch are as follows; Nominal torque: 150.2 kN-m Transmittable torque: 375.5 kN-m Outside diameter of lining: 1,500 mm Total length of clutch: 2,080 mm Breadth of installation: 1,500 mm Weight (dry): 6,000 kg Although hydraulic multi plate type clutch generally needs elastic coupling between main engine and clutch, friction clutch does not need such coupling and in addition does not have prohibited revolution zone to protect elastic coupling, and accordingly very low speed operation is possible. Moreover, as the structure is simple, friction clutch is considered economical in both initial and running costs. (2) Production Total numbers of engines: 58 sets (all main engine) Total output: 138,663 kW (3) Related equipment New types of oil purifier and fine filter are developed. Fuel oil purifier “HC16F” for engines solely burning marine diesel oil was developed. (Figure 2.4.8-2) Capacity: 330 l/h Fuel oil fine filter “FG40” for two-stroke engine was developed. Capacity: 4.1 m3/h (filtering fineness 2μm)



12

2.4.9 Makita Co. (1) Concerning NOx Engines given certificates of conformity with NOx restriction of IMO are as shown in Table 2.4.9-1 and Figure 2.4.9-1. (2) Production Production of diesel main engines in 2002 is as follows; Two-stroke main engine Total number: 34 sets Total output: 177,230 kW (240,593 BHP) 2.4.10 Mitsui Engineering and Shipbuilding Co., Ltd. (1) Engines produced in 2002 The company has continuously produced B&W type low-speed engines since the company made license agreement with B&W in 1926, and cumulative horsepower exceeded 40 million PS in July 2002. Recently the company is producing Mitsui MAN B&W low-speed diesel engines K/L/S-MC type, and K/L/S-MC-C type. (Figure 2.4.10-1)

5L35MC 3250 210 96L35MC 3900 210 157L35MC 4550 210 26L35MC 2993 193 1 ＮＫ E3 L35MC NOx Group 2 13.8 15.75L35MC 3236 210 26L35MC 3883 210 28S35MC 5600 170 1 ＮＫ E3 S35MC NOx Group 1 13.5 16.17S35MC 4891 170 1 ＮＫ E3 S35MC NOx Group 3 13.5 16.16S35MC 4200 170 2 ＮＫ E2 S35MC NOx Group 2 13.8 16.18S35MC 5589 170 1 ＮＫ E3 S35MC NOx Group 3 13.5 16.16S42MC 5850 129 5 ＮＫ E3 S42MC NOx Group 2 14.2 17.06S42MC 5850 129 1 ABS E3 S42MC NOx Group 3 11.8 17.06S42MC 5850 129 11 ＮＫ E3 S42MC NOx Group 4 14.2 17.06S42MC 6150 136 1 ＮＫ E3 N/A Single purpose 13.9 16.8

Table 2.4.9-1　Engines given certificates of conformity with NOx restriction of IMO

Enginemodel

Engineoutput(kW)

Enginespeed(min-1)

No. ofengine

14.1 15.4

Classification Testcycle NOx group name

NOxemission(g/kW･h)

15.4ＮＫ E3 L35MC NOx Group 3 14.1

NOxlimit

(g/kW･h)

ＮＫ E3 L35MC NOx Group 1



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Maximum one was K98MC and Minimum one was S35MC in the production in 2002. As a main engine of a container vessel for China Shipping Co., 12K90MC-C was produced, that is installed at Chinese Shipyard and installation of first engine was finished. (2) New type In 2002 new type engine was not produced. Application of “Alpha Lubricator System” developed by MAN B&W Diesel Co. to Mitsui made engines was commenced. This device aims at reduction of cylinder oil supply and stable cylinder condition. At the beginning the device was adopted on existing ships, but as actual results come out, gradually adopted on new engines. (Figure 2.4.10-2) (3) Yearly production (3-1) Production of diesel engines in 2002 Production was all low-speed diesel engines, total number 122 sets, total output 2,449,415 PS. This production was the largest in the past. (3-2) Production of super-charger in 2002 The company produces NA super-charger of MAN B&W Diesel Co. Production in 2002 was as follows; NA48/SO type 18 sets NA57/TO8 type 2 sets NA57/TO9 type 37 sets NA70/TO7 type 8 sets NA70/TO9 type 16 sets Total 81 sets Production was lower than that in 2001. This change is due adoption of super-chargers of other manufacturers from point of capacity. MAN B&W Diesel Co. completed development of TCA super-charger as a successor of NA type and carried out actual performance test. TCA type super-chargers are to be adopted on engines manufactured by the company in next year. From NA48 to TCA66, from NA57 to TCA77 and from NA70 to TCA88, each one has a little larger capacity. (Figure 2.4.10-3)



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2.4.11 Mitsubishi Heavy Industries, Ltd. (1) New type in 2002 ① UE engine UEC-LSE engine that was under development as a successor of UEC-LSII engine was completed one after another. The first engine of UEC68LSE commenced to operate in September 2002. The engine is the newest one designed most adequate for main engine of Cape size BC, Suez Max Tanker and Feeder Container, and has higher performance and reliability than before with the aids of CAE analysis, 3D CAD, etc. Various tests were carried out in shop bench test for the period of two months, and performance and reliability as planned were ascertained. A cape size BC with this engine is scheduled to go into service in May 2003. (Figures 2.4.11-1, 2.4.11-2, 2.4.11-3 and 2.4.11-4) Six sets of UEC-LSE engines were completed at Kobe Diesel Co., Ltd. one of licensees, four of which are operating well in actual service. The first engine of licenser Mitsubishi Heavy Industries, Ltd., 12UEC52LSE was completed in July 2002 for main engine of RO/RO ship built at Shimonoseki Shipyard. Next 9UEC52LSE engine is under manufacture and will be completed in January 2003. This engine has



15

a special feature of low-load operation system, as an option, that enables to improve performance at low load with alternately and automatically cutting one of two fuel valves. (Table 2.4.11-1) ② RTA engine Largest bore RTA engine RTA96C was completed. The company manufactured 7RTA96C for overseas shipyard and 9RTA96C for the company’s Kobe Shipyard. Eight-cylinder engine will be manufactured. All these engines are equipped with new oil supply system “SIP”. (2) Newly developed technology Many orders are coming for an epoch-making new oil supply system “SIP”, that enables remarkable reduction of cylinder oil, with spreading highly pressurized oil widely and uniformly on the inside surface of cylinder, utilizing swirl. For existing RTA84C and UEC85LSC engines this system was retrofitted, and is going well. The system was also fitted to new RTA96C engine and finished shop trial successfully. The system is scheduled to be fitted to UEC68LSE, UEC60LSII and UEC85LSII. (Figure 2.4.11-5) (3) Yearly production Two-stroke marine low speed main engine: 14 sets, 382,010 kW 2.4.12 Yanmar Co., Ltd. (1) New type and technology in 2002 The company developed three types of new engines, i.e. marine use main engine 6EY26 and marine use auxiliary engine 6EY26L and 6AYL. ① 6EY26 type engine Appearance drawing of 6EY26 main engine is shown in Figure 2.4.12-1, and principal particulars are shown in Table 2.4.12-1. Appearance drawing of 6EY26L auxiliary engine is shown in Figure 2.4.12-2, and principal particulars are shown in Table 2.4.12-2. “6EY26 type” was developed as a next generation diesel engine that harmonized materialization of user needs and earth environment, under concept of “ diesel engine keeping progress and harmonizing with earth environment in 21st Century”. The aims of development were as follows; “High efficiency (low fuel consumption) beyond comparison, high performance” “High reliability without failure and assurance of durability” “Easy installation and maintenance”

UEC UEC UEC52LSE 60LSE 68LSE

4～10,12 5～8 5～8 Cylinder　Bore mm 520 600 680 Piston　Stroke mm 2,000 2,400 2,690 Stroke/Bore Ratio - 3.85 4.00 3.96 Cylinder　Output kW/cyl. 1,705 2,255 2,940 Engine　Speed min-1 127 105 95 BMEP bar 19.0 19.0 19.0 Mean Piston Speed m/s 8.47 8.40 8.52 SFOC　(P1) g/kWh 167 166 165

Type

Number　of　Cylinders

Table 2.4.11-1 Principal particulars of UEC-LSE



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“Harmonization with environment” To realize two objectives of “High efficiency (low fuel consumption) beyond comparison, high performance” and “Harmonization with environment”, Yanmar’s own ASSIGN combustion system was adopted and the company tried to optimize structures and shapes of intake and exhaust systems by conducting total simulation tests on models of intake and exhaust systems. Further, reduction of mechanical loss was realized with alteration of structure at the part of reciprocating motion. With these technologies, “Coexistence of low fuel consumption and low NOx” was attained. As to “High reliability without failure and assurance of durability”, the company carried out high accuracy verifications with combination of fundamental technologies accumulated so far and new analytic technology using 3D models. Further, the company carried out confirmation of reliability at high output with thorough test on actual engine, and assured high reliability and durability. As to “Easy installation and maintenance”, in this engine total numbers of component parts were reduced by about 40% compared with former engines by further modularization and concentration of functions. Easiness of piping works in ship was improved by reducing piping joints to the engine and concentrated piping at front side of the engine. Each equipment is also designed, considering easy maintenance in its structure and arrangement. ② 6AYL type engine Appearance drawing of 6AYL engine is shown in Figure 2.4.12-3, and principal particulars are shown in Table 2.4.12-3. In this engine, conformity with NOx restriction of IMO and simultaneously remarkable reduction of fuel consumption were realized with adoption of high ability turbo-charger and high efficiency intercooler and with adoption of ASSIGN combustion system developed by the company with its own technology. Coexistence of sufficient strength and rigidity and compactness was attained with design optimization of principal structural parts by 3D analysis. Further, ductile cast iron piston that is resistant to wear, and specially treated cylinder liner and piston ring were adopted, and sufficient durability was secured. Independent cylinder head, window in cylinder block, etc. brought about easiness of maintenance in ship.

Engine model Number of cylinder Cylinder bore x stroke mm Displacement l Engine output kW Engine speed min-1 720 750 Mean effective pressure MPa 2.50 2.40 Mean piston speed m/s 9.24 9.63 Capasity of generator kWe

Table 2.4.12-2 Principal particulars of 6EY26L

1720

1231840

6EY26L6

260 x 385

Engine model Number of cylinder Cylinder bore x stroke mm Displacement l Engine output kW Engine speed min-1 720 750 Mean effective MPa 2.50 2.40 Mean piston speed m/s 9.24 9.63 Capacity of generator kWe

Table 2.4.12-2 Principal particulars of 6EY26L

1720

1231840

6EY26L6

260 x 385



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(2) Yearly production Production of marine engine by Yanmar in 2002 is shown in Table 2.4.12-4. 2.4.13 Hitachi Diesel and Engineering Co. (1) Introduction of produced engine The first engine 7K80MC-C was completed in August 2002 for main engine of 2,500 TEU container ship built at Juron Shipyard Pte. Ltd. of Singapore. The engine that has not been manufactured yet in Japan, is of a B&W newest design and adequate for high revolution and high output engine of container ship with shorter stroke as shown in Table 2.4.13-1. As one of remarkable design, main journal bearing has high rigidity integrating thin shell with housing. Piston has derby hat shape (OROS) intending reduced and uniform heat load. Liner has cleaning device at its upper part, piston ring is gas-tight ring with pressure controlling groove (CPR), and three fuel valve is of sliding type, and thus cleanliness and optimization of combustion chamber are intended. Two sets of super-charger consisting of large capacity compressor TPL80B that is no cooling high efficiency one with plane shaft bearing are installed. As a result, satisfactory fuel consumption and NOx emission of 13.1 g/kW.h were obtained, and reliable engine with countermeasure against environment was completed. (2) Production (2002 January-December) 35 sets, 620,000 PS 2.4.14 Kobe Diesel Co., Ltd Engines produced in 2002 Type Number Total Output (MR) Nominal Output UEC-LA type 16 107,360 kW 104,384 kW UEC-LS type 9 96,540 kW 96,135 kW UEC-LSII type 7 69,805 kW 65,330 kW UEC-LSE type 2 20,460 kW 20,400 kW Total 34 sets 294,169 kW 286,249 kW

[Hiroyuki Okada]

Engine model 6AYL-ST Number of cylinder Cylinder bore x stroke mm Displacement l Engine output kW 353 438 491 Engine speed min-1 1800 1500 1800 Mean effective pressure MPa 1.15 1.72 1.61 Mean piston speed m/s 10.80 9.00 1.80 Output of generator kW 320 400 450 Weight(with generator) kg

6AYL-ET

4780

6φ155 x 180

20.38

Table 2.4.12-3 Principal particulars of 6AYL

Main engine Aux. engineNumber Number Number Outout

１００－５００　ＰＳ７４－３６８　ｋＷ

7,082 262 7,344 1,890,371PS

５００－１０００　ＰＳ３６８－　７３６　ｋＷ

704 481 1,185 841,134 PS618,654 kW

１０００－１５００　ＰＳ７３６－１１０３　ｋＷ

65 169 234 272,979 PS200,776 kW

１５００－２０００　ＰＳ１１０３－１４７１　ｋＷ

50 67 117 215,604 PS158,577 kW

２０００－３０００　ＰＳ１４７１－２２０７　ｋＷ

9 0 9 21,000 PS15,446 kW

３０００－４０００　ＰＳ２２０７－２９４２　ｋＷ

12 21 33 109,600 PS80,611 kW

４０００－５０００　ＰＳ２９４２－３６７８　ｋＷ

0 0 0 0 PS0 kW

Total 7,922 1,000 8,922 3,350,687PS

Output TotalTabke 2.4.12-4 Yearly production

Number of cylinder 7 Cylinder bore 800 mm Engine speed 104 min-1

Engine output 25,270 kW Piston stroke 2300 mm Mean effective pressure 1.8 MPa Max. combustion 14 MPa

Particulars

Table 2.4.13-1 Principal particulars of 7K80MC-C

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