CR Presentation.pdf

1< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012

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Common Rail Introduction


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Introduction

1. Intro

- Situation

- Requirements

- Comparison

- CR-Benefit

- CR-Development

2. CR-Basics

3. Main components

4. Safety and reliability

5. Leakage detection system

6. Conclusion


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Introduction

Eyring et al., Emissions from international shipping:

1. The last 50 years, JGR, 2005

Institut für Physik der Atmosphäre


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Introduction

NOx emission limit by IMO:


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Introduction

NOx / SFOC Trade-off


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What are the customers

requirements in marine

diesel engines?

• Invisible smoke in any case.

• Reduction of fuel oil consumption / CO2 emissions in the entire load

range.

• Adherence to regulatory emissions legislation as IMO (NOx Emission)

• Long service intervals.

• Easy maintenance of the system.

Introduction


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Full Load Curve

Engine

load

Engine

speed

Full Load

curve

Nominal Load

=

Optimum of

design in this

load point

Introduction


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Introduction

20

40

60

80

100

110

Pri

ma

ry l

oa

d r

an

ge

[%]

Main

engine

Primary load range of

different engine applications

Aux.

engine

Cruise

line

Ferry

En

gin

e lo

ad

Engine speed

Full Load

curve

Different Applications -> Different load ranges

Load ranges


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What is Common Rail and why it is required?

A conventional injection system (single unit pump, inline pump, distributor

pump) is called a cam driven system. Pressure build-up and injection timing

are controlled by a cam.

Introduction

Fixed injection start

Fixed injection duration

duration fixed by the required fuel quantity


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Introduction

0

400

800

1200

1600

2000

700 bar

1350 bar

Inj. p

ressure

camshaft angle

n = idle speed

n =nominal speed

Conventional cam controlled

injection pressure


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What is Common Rail and why it is required?

The term "common rail" refers to the fact that all of the fuel injectors are

supplied by a common fuel rail which is nothing more than a pressure

accumulator where the fuel is stored at high pressure.

Thus it is referred to as a storage injection system.

Flexible injection start

Flexible injection duration

duration depends on the required fuel quantity

duration flexible by adjustable injection pressure

Introduction


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Injection pressure – Pressure generation

0

400

800

1200

1600

2000

700 bar

1350 bar n = high rpm

n = low rpm

Inj. p

ressure

camshaft angle

1600 bar

500 bar

rpm independent

flexible set point

Inj. p

ressure

camshaft angle

Co

nven

tio

nal

inje

ction s

yste

m

cam

contr

olle

d

Co

mm

on

Rail

inje

ction s

yste

m

rpm

independent

and flexible

rpm dependent

Introduction


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Advantage of Common Rail

Engine

load

Engine

speed

Full Load curve

Nominal Load

Part Load

Optimisation by

flexible injection

system

Introduction


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0

0,3

0,6

0,9

0 25 50 75 100

load [%]

Sm

ok

e [

FS

N]

Setting for minimal

smoke emission

FSN Comparison 32/40CD - 32/40CR

Convent.

injection

CR

Introduction


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0,5

0,75

1

1,25

0 25 50 75 100

load [%]

NO

x,

CR

/ N

Ox

, k

on

v.

Setting for minimal

NOx - emission

Convent.

injection

CR

Introduction

NOx Comparison 32/40CD - 32/40CR


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0

0,3

0,6

0,9

0 10 20 30 40 50 60

time [sec]

SIC

K O

pa

cit

y [

-]

engine start nominal speed

Smoke emission

Convent. injection, mechanical governor

Convent. injection, electronic governor

CR

Introduction


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Introduction

First CR Test Engine (6L 32/40)


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Introduction

Steps of the development procedure

F E Method


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MAN Diesel common rail development Development of a common rail system which is designed for

installation at new engines as well as at engines in the field.

“ RETROFIT ”

Track of the MAN Diesel common rail development Start of the development in 2001

First field test in 2004 on board of the Cornelia Maersk

MAN CR-ExperienceWide experience by

extensive tests at specially installed CR system test rigs for

fuels up to HFO with 700 cSt

(2012: ≈ 60.000h test rig experience)

long-lasting CR field tests and series start in 2008

Introduction


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fuel-pumps

rail segments

pump rail

CR System

Validation on Test Rig

Introduction


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7 L 32/40 Genset in operation

Feb. 2004

MV „Cornelia Maersk“ - 1. Common Rail Genset

Introduction


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Start retrofit 07.02.2004

Start engine 17.02.2004

HFO operation 20.02.2004

Operating hrs 29.500 h

(05/2012)

Common Rail Status field test

MV „Cornelia Maersk“

Introduction


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1. Introduction

2. CR-Basics

- Hydraulic layout

- System overview

- Pressure generation / control / release

- Injection process

- Flushing process

3. Main components



6. Conclusion

CR-Basics


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3 Functional subsystems:

Solenoid valve

Pressure generation

Fuel distribution

Injection timing control

Throttle valve

Rail pressure

ECUEngine Control Unit

Layout 32/44CR + 32/40CR

CR-Basics


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3 Functional subsystems:

Pressure generating

Fuel distribution

Injection timing control

Solenoid valve

Throttle valve

ECUEngine Control Unit

Rail pressure

Layout 48/60CR

CR-Basics


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Accumulator

Injection valve

High pressure pump

High pressure pipes

Camshaft (3 lobes)

None return valve

Valve block

System overview 32/44 CR Tier 1

CR-Basics


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Accumulator unit

Injection valve

High pressure pump (driven by 3 cams)

High pressure pipe

None return valve

Valve block

CR-Basics

System overview 32/44 CR Tier 2


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Accumulator

Injection valve

High pressure pump

High pressure pipes

Camshaft (3 lobe fuel cam)

None return valve

Valve block

System overview 48/60CR

CR-Basics


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Low pressure 10 bar

Low pressure 5 bar

High pressure max. 1600 bar

Holding pressure 100 bar

reference

wheel

Min. 5 bar

11- 12 bar

Low pressure 11-12 bar




High pressure

pump

Pressure

sensor

Valve block

Pressure generation and -control

CR-Basics

dp ≥ 5 bar


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<30 >

separate rail pressure governor for A/B row

(V-engine)

pressure control via control of fuel

admission to high pressure pumps

redundant pressure sensors

mm

3/s

tro

ke

as

refe

rence

for

fuelam

ount

Engine speed

Rail pressure as

function of

engine speed

and

required fuel

Rail pressure control

CR-Basics


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Low pressure 10 bar

Low pressure 5 bar



reference

wheel

Accumulator

Accumulator

Unit

Valve group

Min. 5 bar

11- 12 bar

dp ≥ 5 bar





Pressure generation and -control

CR-Basics


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reference

wheel

Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4

Valve group

Accumulator

Unit

Accumulator

Min. 5 bar

11- 12 bar

dp ≥ 5 bar





Injection timing

CR-Basics


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Low pressure 10 bar

Low pressure 5 bar



reference

wheel

None return

valve

Pressure release at end of injection

CR-Basics

Min. 5 bar

11- 12 bar

dp ≥ 5 bar






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Injection process control

CR-Basics


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Interface cabinet: communication to the ship´s

control and alarm system

SaCoS IM:

- speed control

- rail pressure control

- injection control

rail pressure sensors:

0…2000 barspeed-pick ups

CAN

hardwired I/O

FCV: fuel control valve

( or suction throttle)

control of rail pressure by

fuel admission to pumps

Current 0…2 A (open…close)

2/2 & 3/2 way-valve:

injection control (90 VDC)

CR control by SaCoSone

CR-Basics


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FLUSHING

Why? After an engine stop (temporary), the flushing process starts to keep

the injection system hot.

After a stop in HFO mode (e.g. emergency stop) the flushing

process is required to heat up the cold HFO and the injection

system to starting conditions.

Note:

For a permanent engine shutdown, it is necessary to stop the

engine in Diesel operation.

CR-Basics


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reference

wheel

Control air for

flushing process

(or emergency stop)

Flushing process starts automatically (2 min. after engine stop)

Valve groups are flushed permanently (piping not pictured)

CR-Basics

FLUSHING / SCAVENGING

Min. 5 bar

11- 12 bar

dp ≥ 5 bar






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Valve groups are flushed permanently

CR-Basics

FLUSHING OF VALVE GROUP

7 bar return

The valve groups are connected to the

low pressure supply and return system.

This ensures proper function of the

valvegroup solenoid, as it will always be

flushed with warm fuel.

Additional, the functional leakage from

the valve group is transported away.


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Main components

1. Basics

2. CR-Basics

3. Main components

- System overview



6. Conclusion


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Main components

High pressure pump

High pressure pump


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Main components

High pressure pump 32/44 CR

High pressure pump

32/40 CR, 32/44CR

Feature:

quantity controlled by

throttle valve

Note:

without electrical signal the

throttle valve

is fully opened Throttle valve

Valve solenoid

Drive

Suction valve

Delivery valve

Valve carrier

Mono block

cylinder

Plunger


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Main ComponentsHigh Pressure Pump 48/60 CR

High pressure pump

48/60 CR

Feature:

quantity controlled by

throttle valve

Note:

without electrical signal the

throttle valve

is fully opened

Throttle valve

Valve solenoid

Delivery valve

Valve carrier

Mono block

cylinder

Plunger


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Accumulator

Main components

Accumulator


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Main components

Accumulator Unit

Flow limiter

Non return

valve

HP pump /next rail unit /

valve block

Injection valve Valve group

Double- walled shell

Break leakage


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Main components

Accumulator

Valve groupControl valve

carrier

Flow limiterTubular shell Pressure

pipe

To HP pump,

next accumulator,

valve block

To Injection

valve

To non return

valve


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<46 >

Valve group

Functionality

• controls the injection

2/2-way

valve

3/2-way

valve

Valve

solenoid

Valve

group

Piston movement at

each injection

Flow limiter

Functionality

• avoids permanent injection

Note

• after closing one time the flow limiter keeps

closed until the next release of the rail pressure

Flow limiter

Main Components –

Flow Limiter and Valve Group


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Main components

Accumulator

Valve groupFunctionality

controls the injection

Note:

the 3/2 WV (main valve) is

controlled by a 2/2 WV

2/2-way

valve

3/2-way

valve

Valve

solenoid


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Main components

Accumulator – Function valve group

Injection nozzle closed, Valvegroup not energized

pRail

To cut off system

Component movement

Spring force

Hydraulic force

Fuel flow

Due to pressure above the 3/2

way-valve’s piston the piston is

pressed down

Canal from rail to injection

nozzle is closed


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Main components


Begin of current feed – opening of 2/2 way-valve

Component movement

Spring force

Hydraulic force

Fuel flow

2/2 way-valve opened

Pressure loss above the piston

of the 3/2 way-valve; due to

narrow feed bore chamber can

not be refilled

pRail

http://www.klimawettbewerb.net/Default.asp?Menue=60


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Main components


Opening of 3/2 way-valve piston

pRail

Piston of the 3/2 way-valve

moving up due to hydraulic

force

Canal to cut off system

blocked

Fuel flow to injection nozzle

To cut off system

Component movement

Spring force

Hydraulic force

Fuel flow



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Main components


Opening of the injection nozzle

pRailpRail

Injection nozzle needle opens

when opening pressure

reached

Component movement

Spring force

Hydraulic force

Fuel flow



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Main components


End of current feed – closing of 2/2 way-valve

pRailpRailpRail

Ball of 2/2 way-valve closes

Component movement

Spring force

Hydraulic force

Fuel flow


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Main components


pRail

Due to increasing pressure

above the 3/2 way-valve’s

piston the piston moves down

Canal from rail to injection

nozzle is closed

Closing of 3/2 way-valve piston

Component movement

Spring force

Hydraulic force

Fuel flow


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Main components


Closing of injection nozzle

pRail

To cut off system

Pressure in injection pipe

drops down

Injection nozzle needle closes,

end of injection

Amount of fuel not injected

leaves the valve group to the

cut off system

Component movement

Spring force

Hydraulic force

Fuel flow


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Main components

Non return valve

Non return valve


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Non return valve with

volume adapterFunctionality

pressure discharge of the injection pipe

holding pressure to avoid cavitation

Feature

the valve is

connected via the rail

support to the fuel

return line

Main Components –

Non Return Valve

Figur shows 32/44CR Tier 1


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volume adapterFunctionality

pressure discharge of the injection pipe

holding pressure to avoid cavitation

Feature

the valve is connected directly

the fuel return line

Main Components –

Non Return Valve




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Main components

Non return valve


volume adapter

Functionality

pressure discharge of the

injection pipe

holding pressure to avoid

cavitationVolume for

damping


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Main components

Valve block

Valve block


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Main componentsValve block

<

Valve blockFunctionality

Scavenging valve

Pressure limiting valve

Rail pressure sensors


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<

Scavenging valve Functionality

Scavenging

High pressure release

(Emergency stop)

Carries the pressure sensors

(Two redundant sensors)

Fuel return line

Rail pressure



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<

Pressure limiting valveFunctionality

Prevents the system from

overpressure ( opening pressure 1850 bar)

Mechanical pressure control

for emergency operation mode

Fuel return line Rail pressure



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Safety and reliability

1. Basics

2. CR-Basics

3. Main components


- System relating components


6. Conclusion


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System relating components

What are system relating components? Components which are not cylinder specific and affect the whole

common rail system, if they would fail.

- High pressure pumps

- High pressure pipes

- Accumulators

- Valve block

Each system relating component has one or more of the following

features.

- Redundancy

- Fatigue strength

- No abrupt failure possible + Permanent monitoring


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High pressure pumps Feature: Redundancy

At every CR engine are minimum

two high pressure pumps installed.

Intermediate load possible.


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High pressure pipes Feature: Fatigue strength


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Soft bending line (3 bends)

anti-fretting grooves

Headed cone

Fretting problems on HP-pipes between pipe and pressure cones

Reason: vibrations, production quality



Countermeasures: HP-pipe with anti-fretting grooves, headed cone and 3 bends


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Different designs of the high pressure pipes

Design feature:

Steel thrust pieces

First series design

32/44CR + 48/60CR

Design feature:

Anti fretting grooves

+ Steel thrust pieces

Design feature:

Brass thrust pieces

Today's series design

32/44CR

Status 06/2012

Design feature:

Big package of

anti fretting grooves

+ longer brass thrust

pieces

Future series design

32/44CR + 48/60CR

in validation

Design feature:

Double package of

anti fretting grooves

+ Steel thrust pieces

Today's series design

48/60CR

Status 06/2012




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Crack problems on HP-pipes between pipe and pressure cones

Reason: vibrations



Countermeasures: 48/60CR

HP-pipe changed from 3D to 2D – Design.

Modification of HD-pump valve carrier


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Accumulators Feature: Fatigue strength


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System-related components

Block with

temperature sensors

Pressure

limiting valve

Scavenging

valve

Valve block

Scavenging valve Feature:

No abrupt failure possible and

Permanent monitoring

Leakage and action monitoring

by temperature sensors

Pressure limiting valve

Feature:

No abrupt failure possible and

Permanent monitoring

Leakage and action monitoring

by temperature sensors Temperature sensor block

Feature:

Feedback to control units which valve

is open or leaking. Triggering set by

upper limit according to fuel type


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Emergency operation

Why?Engine operation in case of a failure of the rail pressure control

Note:

• Rail pressure is mechanically controlled by the safety valve to

appr.1200bar

• Suction throttle is completely open

• Engine load is limited by load reduction

• Maximal operation time in emergency mode is 100h

(cavitation in the safety valve)


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Emergency operation

Low pressure 10 bar

Low pressure 5 bar



reference

wheel

Low pressure 12 bar

Low pressure 7 bar



Safety valve

Min. 5 bar

11- 12 bar

dp ≥ 5 bar


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Safety Features

• Rail pressure is measured by 2 redundant sensors

• Engine speed is measured by 2 redundant speed pick ups

• Injection module (ECU) is redundant (optional)

• Rail pressure is limited by the safety valve

• Emergency operation is possible by a mechanically controlled

rail pressure

• Rails and pipes are double walled

• Flow limiter avoid permanent injection

• Emergency stop is realized by a total rail pressure reduction


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Leakage detection system

1. Basics

2. CR-Basics

3. Main components



- Configuration

- Procedure

6. Conclusion


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Why?

The high pressure components (accumulators and high pressure

pipes) of the common Rail system are hydraulically connected.

These high pressure components are double-walled and the

leakage cross sections are connected together, too.

Due to this fact locating a high pressure leakage is time-consuming.

Solution: Leakage detection system


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Leakage detection system 32/44 CR

Leakage fitting


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Leakage detection system 48/60 CR

Leakage fitting


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Leakage

Note:

All leakage cross sections of the high pressure pipes are connected

to the leakage cross sections of the accumulators.



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Detektion by

capacitive sensor

Detektion by

detection screws

Detektion by

detection screws

Detektion by

detection screws



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Capacitive sensorFunctionality:

Locating of the affected

accumulator

Leakage fitting

Accumulator

Leakage pipe

Capacitive sensor



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Detection screwsFunctionality:

Locating of the affected high pressure pipe



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Message: Leakage occurred

Detection by capacitive sensor

Locating of the affected accumulator

Detection by capacitive sensor

Locating of the affected high pressure pipe

Detection by detection screws


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Conclusion

Contents

1. Basics

2. CR-Basics

3. Main components



6. Conclusion

- Modular CR Concept

- Comparison CR System Bore 32 and 48

- Innovations


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Conclusion

Modular CR Concept

Modular CR Concept within a engine family Each MAN CR system has a modular principle.

Each cylinder number is realized by using equal components.

Result: The principle CR layout of different cylinder numbers is

equal.

Modular CR Concept across engine families The modular concept is also applied across engine families.

A lot of modular key components are used in different engine

families.

Result: The principle CR layout of different engine families is nearly

equal.


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Conclusion

Comparison CR System Bore 32 and 48

32/40CR, 32/44CR

Modular Accumulator system for different

engine types

48/60CR


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32/40CR, 32/44CR

Different types of high pressure pumps

48/60CR

Conclusion



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Cyl. Rails* Pumps*

32/44 CR 6 3 3

7 3,5 3

8 4 4

9 4,5 4

10 5 4

Cyl. Rails* Pumps*

32/40 CR 6 3 3

7 3,5 3

8 4 3

9 4,5 4

Cyl. Rails* Pumps*

48/60 CR 6 3 2

7 4 3

8 4 3

9 5 3

Note: *) per cylinder Bank

Conclusion



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MAN Diesel CR System

Advantages (1/2)

Invisible exhaust gas emission also in part load

Equal or better fuel oil consumption, especially at part load

Lower NOx – emission cycle

HFO suitable, even with poorest fuel oil qualities

No separate servo-oil circuit for injection control

(faster control loop, less components and potential failures)

Possibility for tailored matching depending on customer

application and requirements

Easy retrofit solution, due to conventional injector design


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fuel-pumps

rail segments

pump rail

fuel-pumps

rail segments

pump rail

Increase of

power and

smoke

cranke angle

Inje

ctio

nra

te

Reduction

of smoke

Increase of power

Increase of power

and HC

Decrease of NOx

Reduction

of HC and

noise

Increase of

power and

smoke

cranke angle

Inje

ctio

nra

te

Reduction

of smoke

Increase of power

Increase of power

and HC

Decrease of NOx

Reduction

of HC and

noise

cranke angle

Inje

ctio

nra

te

Reduction

of smoke

Increase of power

Increase of power

and HC

Decrease of NOx

Reduction

of HC and

noise

MAN designed CR system, full inhouse know-how

High flexibility of injection parameters

(incl. possibility for pilot, post, and split injection)

Modularity in overall engine programme

Full integration of testing procedure for components with

HFO

Optimal integration of MAN core technologies

(injection, electronics, turbocharger)

Optimal integration into MAN engine architecture

ECU2

pickup -

optocoupler

power supply 24V

with UPS, 2 batteries

pickups

rail

pressure

sensor

PLC

fuel

metering

units

ECU1

rail

pressure

sensor

Switch over modules

CYL. 1 CYL. 2 CYL. 3 CYL. 4 CYL. 5 CYL. 6

MAN Diesel CR System

Advantages (2/2)


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Conclusion

Inovations

increased compression ratio

NOx SFOC soot

optimised valve timing

flexible, intelligent injection system

efficient turbocharging

The Common Rail injection system is only one of a

bundle of innovations which are realized in the new

MAN CR engines.


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CR Operating Hours, Status 05.2012

CR Field Experience (matched with Service)

Status flags

22.05.2012

Tor Petunia 1x 8L21/31CR Comm. 05.2008 in total 13.100 hrs.

Charlotte Maersk 1x 7L32/40CR Comm. 05.2002 in total 12.190 hrs.

Cornelia Maersk 1x 7L32/40CR Comm. 08.2002 in total 29.430 hrs.

Columbine Maersk 1x 7L32/40CR Comm. 09.2002 in total 8.930 hrs.

Clementine Maersk 1x 7L32/40CR Comm. 11.2002 in total 15.160 hrs.

Olga Maersk 1x 6L32/40CR Comm. 08.2003 in total 18.760 hrs.

DAL Kalahari 1x 6L32/40CR Comm. 03.2005 in total 32.500 hrs.

Norwegian Jewel 1x 12V48/60CR Comm. 08.2005 in total 24.570 hrs.

Prinsesse Benedikte 1x 6L32/44CR Comm. 06.2007 in total 32.370 hrs.

Combi Dock III 2x 8L32/44CR Comm. 02.2009 in total 27.190 hrs.

CSAV Rio de Janeiro 1x 8L32/40CR Comm. 06.2009 in total 4.620 hrs.

CSAV Suape 1x 8L32/40CR Comm. 09.2009 in total 7.490 hrs.

Playa de Azkorri 1x 8L 32/44CR Comm. 10.2009 in total 13.090 hrs.

Naftocement XVIII 1x 9L32/44CR Comm. 11.2009 in total 3.600 hrs.

OIG Giant II 2x 8L32/44CR Comm. 12.2009 in total 23.620 hrs.

CSAV Recife 1x 8L32/40CR Comm.01.2010 in total 4.520 hrs.

Stena Hollandica 2x 8L48/60CR + 2x 6L48/60CR Comm. 05.2010 in total 35.210 hrs.

CSAV Brasilia 1x 8L32/40CR Comm. 05.2010 in total 5.670 hrs.

Stena Britannica 2x 8L48/60CR + 2x 6L48/60CR Comm. 09.2010 in total 28.300 hrs.


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CR Operating Hours, Status 05.2012

CR Field Experience (matched with Service)

Santa Clara 2x 9L32/40CR Comm. 10.2010 in total 12.070 hrs.

Leblon 2x 9L32/40CR Comm. 12.2010 in total 13.160 hrs.

Disney Dream 2x 14V48/60CR + 3x 12V48/60CR Comm. 12.2010 in total 26.880 hrs.

Spirit of Britain 4x 7L48/60CR Comm. 01.2011 in total 30.230 hrs.

Volcan del Teide 4x 7L48/60CR Comm. 01.2011 in total 27.650 hrs.

Santa Catarina 2x 9L32/40CR Comm. 03.2011 in total 11.180 hrs.

Santa Cruz 2x 9L32/40CR Comm. 05.2011 in total 10.450 hrs.

Norman Leader 4x 10L32/44CR Comm. 05.2011 in total 1.000 hrs.

Santa Rita 2x 9L32/40CR Comm. 05.2011 in total 3.960 hrs.

Volcan del Tinamar 4x 7L48/60CR Comm. 06.2011 in total 17.850 hrs.

Celebrity Silhouette 4x 14V48/60CR Comm. 07.2011 in total 18.570 hrs.

Santa Rosa 2x 9L32/40CR Comm. 07.2011 in total 7.030 hrs.

De Qi 2x 9L32/44CR Comm. 08.2011 in total 4.620 hrs.

Seatruck Progress 2x 7L48/60CR Comm. 11.2011 in total 4.200 hrs.

Spirit of France 4x 7L48/60CR Comm. 01.2012 in total 7.210 hrs.

Seatruck Power 2x 7L48/60CR Comm. 02.2012 in total 3.290 hrs.

Disney Fantasy 2x 14V48/60CR + 3x 12V48/60CR Comm. 02.2012 in total 8.460 hrs.

Seatruck Performance 2x 7L48/60CR Comm. 03.2012 in total 2.700 hrs.

Chang Jiang Kou 01 2x 7L48/60CR Comm. 05.2012 in total 300 hrs.

Total: appr.≈ 551.130 hrs.


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12V 48/60 CR

Diesel-electric drive

propulsion system

Thank you for your attention!

Common Rail System


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All data provided in these training materials is non-binding.

This data serves informational purposes only and is especially

not guaranteed in any way.

Depending on the subsequent specific individual projects,

the relevant data may be subject to changes and will be

assessed and determined individually for each project. This

will depend on the particular characteristics of each individual

project, especially specific site and operational conditions.

Disclaimer


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2× 8L32/44CR + 2× 5L23/30, Total Power: 8,96 MW + 1,82

MW


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< 97 >

Ferry “Stena Hollandica”2 × 8L48/60CR, 2× 6L48/60CR, Total Power: 33,6 MW


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< 98 >

Cruising Vessel “Disney Dream”3× 12V48/60CR, 2× 14V48/60CR, Total Power: 76,8 MW


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Container Vessel “Cornelia Maersk”Gensets: 4× 7L32/40 + 1× 7L32/40CR

< 99 >


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reference

wheel

Valve block

Accumulator

Unit

Injection valve

Valve group

High pressure

pump

None return

valve

Pickup

Pressure

sensor

Pressure limiting

valve

(high pressure)

Scavenging

valve

Accumulator

Pressure holding

valve

(low pressure)

Common Rail SystemHydraulic Layout (simplified)

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