MAN Engine Technology: Different Load Points

“We have the most powerful, proven dual-fuel engine on the market, the 51/60, ” said Sokrates Tolgos, responsible for sales to the luxury cruise and ferry market with regard to MAN Diesel & Turbo. He told Cruise Business News that the dual energy engine is based on the 48/60 series, but has a bigger bore. Generating 1, 000 kW per cylinder, it really is already employed in LNG service providers.

“The first dual-fuel electrical powerplant was delivered this year. We now have installations on a number of LNG carriers and almost 400 thousand hours of sea field experience with that motor, ” he added.

At the same time, MAN is also focused on enhancing its diesel engines. “We provide our engines having a full common rail electric injection system and, because the middle of this year, using the ECOMAP function, ” Tolgos explained. “This means that like a conventional engine has regular fuel consumption and energy output characteristics at eighty-five percent load, we can system a common rail engine to work along different performance figure having their optimum effectiveness at different load factors. This offers owners an enormous potential for fuel savings in conjunction with an intelligent power management system, allowing the engines to run about optimal efficiency points whatever the power requirements. ”

This individual said engines with ECOMAP capability have already been ordered through Carnival Cruise Line as well as Star Cruises. The system can be obtained for the company’s medium-speed, four-stroke 48/60 CR and 32/44 CR series engines. The actual 48/60 common rail collection is suitable for cruise ships typically over 100, 000 gross plenty whereas the 32/44 typical rail series is for smaller sized vessels. An ECOMAP edition has also been ordered for a ro-ro vessel. Tolgos added: “The ECOMAP has been described as break-through by cruise line professionals looking for technology innovation. Additionally, the competition has acknowledged this particular achievement. ”

Other technology available to improve fuel usage for four-stroke engines consist of two-stage turbocharging, which will be provided very soon, according to Tolgos. As much as this point, MAN diesel motors have been offered with single-stage turbocharging. “When we get into Tier III requirements, there is certainly another aspect to gas savings we cannot overlook, ” Tolgos said. “When engines are run along with SCRs, it is not so much the actual fuel consumption of the powerplant as such that matters, but the gasoline consumption the engine can offer in combination with the catalyst. The particular catalyst needs a certain wear out gas temperature to operate, but if you act like you get too efficient, the particular exhaust gas temperature will get too low for the catalyst to operate properly, ” he described.

Thus, MAN has been going after its own catalyst development. “We have taken a lot of in-house encounter from the automotive sector once we belong to the Volkswagen Team. The basic technology is in numerous respects is the same regarding automotive or marine programs, only our engines tend to be bigger. We have developed smart methods for how we can mix engines with our own SCR and minimize the negative impact on system efficiency. “When considering Tier III conformity, you should not only look at the energy resource consumption of the engine by itself, but what the engine can perform in combination with the catalyst. Therefore in the end it is the system which counts not just the serp, ” Tolgos added.

He could be also a believer in powerplants consisting of larger and more compact engines. “If a boat ramps up the power, a mix of big and small engines gives you much more possible options and maintains them at a load stage closer to their optimum. “Maybe the power requirement for a deliver is such that you can have 2 12 cylinder and a couple of eight cylinder engines, which means you can shut down an 8 and start a 12 if you want more power. If you have the same engines, you have nothing between, and less possibility to match the vessel’s power requirement within an optimal way. ”

Determining factors in determining just how much power will be needed are the cruise product itself and also the vessel size. According to Tolgos, for a cruise ship around one hundred, 000 tons, there is no need intended for five engines, it can deal very well with four machines, compared to for instance 170, 000 tons which may need 5 or 6 engines. He said everything depends on the owner’s viewpoint.

“In general the trend is actually toward a higher specific strength output from the engines, ” he said, “which is because of making engines more attractive cost-wise. More specific power indicates lower initial cost for your owner. It is not that the electrical power requirements go up, it is a lot more driven by cost elements. At the same time, one must not bargain on the reliability of the applications. ”

In addition to Carnival and also Star, current MAN purchases also include another Norwegian Breakaway-plus vessel. All the Breakaway-class boats have MAN engines.

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