1< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Common Rail Introduction
2< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
3< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Introduction
Eyring et al., Emissions from international shipping:
1. The last 50 years, JGR, 2005
Institut für Physik der Atmosphäre
4< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Introduction
NOx emission limit by IMO:
5< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Introduction
NOx / SFOC Trade-off
6< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
7< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Full Load Curve
Engine
load
Engine
speed
Full Load
curve
Nominal Load
=
Optimum of
design in this
load point
Introduction
8< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
9< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
10< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
11< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
12< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
13< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
14< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
15< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
16< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
17< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Introduction
First CR Test Engine (6L 32/40)
18< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Introduction
Steps of the development procedure
F E Method
19< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
20< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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fuel-pumps
rail segments
pump rail
CR System
Validation on Test Rig
Introduction
21< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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7 L 32/40 Genset in operation
Feb. 2004
MV „Cornelia Maersk“ - 1. Common Rail Genset
Introduction
22< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
23< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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1. Introduction
2. CR-Basics
- Hydraulic layout
- System overview
- Pressure generation / control / release
- Injection process
- Flushing process
3. Main components
4. Safety and reliability
5. Leakage detection system
6. Conclusion
CR-Basics
24< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
25< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
26< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
27< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
28< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
29< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
Low pressure 5-7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
High pressure
pump
Pressure
sensor
Valve block
Pressure generation and -control
CR-Basics
dp ≥ 5 bar
30< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
31< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Low pressure 10 bar
Low pressure 5 bar
High pressure max. 1600 bar
Holding pressure 100 bar
reference
wheel
Accumulator
Accumulator
Unit
Valve group
Min. 5 bar
11- 12 bar
dp ≥ 5 bar
Low pressure 11-12 bar
Low pressure 5-7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
Pressure generation and -control
CR-Basics
32< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
Low pressure 11-12 bar
Low pressure 5-7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
Injection timing
CR-Basics
33< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Low pressure 10 bar
Low pressure 5 bar
High pressure max. 1600 bar
Holding pressure 100 bar
reference
wheel
None return
valve
Pressure release at end of injection
CR-Basics
Min. 5 bar
11- 12 bar
dp ≥ 5 bar
Low pressure 11-12 bar
Low pressure 5-7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
34< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Injection process control
CR-Basics
35< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
36< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
37< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
Low pressure 11-12 bar
Low pressure 5-7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
38< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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.
39< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
1. Basics
2. CR-Basics
3. Main components
- System overview
4. Safety and reliability
5. Leakage detection system
6. Conclusion
40< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
High pressure pump
High pressure pump
41< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
42< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
43< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Accumulator
Main components
Accumulator
44< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
45< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
46< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
47< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
48< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
49< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
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
50< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
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
51< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
Opening of the injection nozzle
pRailpRail
Injection nozzle needle opens
when opening pressure
reached
Component movement
Spring force
Hydraulic force
Fuel flow
52< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
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
53< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
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
54< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Accumulator – Function valve group
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
55< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
57< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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 directly
the fuel return line
Main Components –
Non Return Valve
Figur shows 32/44CR Tier 1
Figur shows 32/44CR Tier 2
58< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Main components
Non return valve
Non return valve with
volume adapter
Functionality
pressure discharge of the
injection pipe
holding pressure to avoid
cavitationVolume for
damping
59< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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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
Main componentsValve block
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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
Main componentsValve block
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Safety and reliability
1. Basics
2. CR-Basics
3. Main components
4. Safety and reliability
- System relating components
5. Leakage detection system
6. Conclusion
64< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Safety and reliability
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
65< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Safety and reliability
System relating components
High pressure pumps Feature: Redundancy
At every CR engine are minimum
two high pressure pumps installed.
Intermediate load possible.
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Safety and reliability
System relating components
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
Safety and reliability
System relating components
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
Safety and reliability
System relating components
69< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Crack problems on HP-pipes between pipe and pressure cones
Reason: vibrations
Safety and reliability
System relating components
Countermeasures: 48/60CR
HP-pipe changed from 3D to 2D – Design.
Modification of HD-pump valve carrier
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Safety and reliability
System relating components
Accumulators Feature: Fatigue strength
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Safety and reliability
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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Safety and reliability
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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Safety and reliability
Emergency operation
Low pressure 10 bar
Low pressure 5 bar
High pressure max. 1600 bar
Holding pressure 100 bar
reference
wheel
Low pressure 12 bar
Low pressure 7 bar
High pressure max. 1600 bar
Holding pressure 100 bar
Safety valve
Min. 5 bar
11- 12 bar
dp ≥ 5 bar
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Safety and reliability
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
75< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Leakage detection system
1. Basics
2. CR-Basics
3. Main components
4. Safety and reliability
5. Leakage detection system
- Configuration
- Procedure
6. Conclusion
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Leakage detection system
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.
Leakage detection system
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Detektion by
capacitive sensor
Detektion by
detection screws
Detektion by
detection screws
Detektion by
detection screws
Leakage detection system
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Capacitive sensorFunctionality:
Locating of the affected
accumulator
Leakage fitting
Accumulator
Leakage pipe
Capacitive sensor
Leakage detection system
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Detection screwsFunctionality:
Locating of the affected high pressure pipe
Leakage detection system
83< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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Leakage detection system
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
4. Safety and reliability
5. Leakage detection system
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
Comparison CR System Bore 32 and 48
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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
Comparison CR System Bore 32 and 48
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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
96< >MAN Diesel & Turbo Martin Grünebast M00000625 22.06.2012
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nly Heavy Lift Vessel “Combi Dock IV”
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)