Home' Baird Maritime : July 2011 Contents With the market launch of its new, two-stage-turbocharged
MAN 18V48/60TS engine, MAN Diesel and Turbo is continuing
the expansion of its product portfolio with a low-emission,
medium-speed diesel engine whose performance has aroused
much market interest.
The new engine offers significantly increased turbocharging
efficiency that contributes greatly to the engine's overall efficiency and
power density. The newly developed HFO-run engine also meets
World Bank 2008 guidelines for exhaust emissions at higher efficiency.
The two-stage turbocharged 18V48/60TS engine offers an
increased continuous power-output up to 1,200kW/cylinder; NOx
emissions of 1480mg/Nm³ (at 15 percent O2) while operating at an
increased output of 1,200 kW/cylinder; a very-low specific fuel oil
consumption of 171.1g/kWh while retaining an output of
1,050kW/cylinder, flexible operation between 1,050 and
1,200kW/cylinder that gives operators the choice between low fuel
consumption or high power output; and the possibility to retrofit
existing 18V48/60 engines to two-stage turbocharged installations.
MAN Diesel and Turbo is the only engine builder that develops
and builds its own turbochargers for large diesel engines. Two-stage
turbocharging is a modular system whose design enables
retrofitting at most MAN Diesel and Turbo 18V48/60 power plants.
The engine is available in an 18-cylinder vee-configuration
based on the well known and reliable engine -- the MAN 48/60B
type. The 48/60TS is assembled in Saint-Nazaire, France.
The 18V48/60TS engine
The overall design of the two-stage turbocharged 18V48/60TS
has been kept as simple as possible and differs in the form of just a
few modifications from the standard engine, including modified
fuel-injection nozzles for the higher power-output range, a
three-ring piston with higher compression ratio, a modified
camshaft for enhanced Miller timing, and an additional
exhaust-gas bypass valve to avoid smoke during start-up.
The high-pressure turbocharger is directly mounted to the
engine with the low-pressure turbocharger located upstream on its
own steel frame. The combustion-air and exhaust-gas piping
between both turbochargers is fitted with compensators, ensuring
complete insulation from vibrations.
Like the standard engines in the 48/60 series, the
two-stage-turbocharged 18V48/60TS can be operated with a wide
range of different fuels, including heavy fuel oils with a viscosity
up to 700cst, and marine diesel and gas oil.
Two-stage turbocharging technology
The new engine's design arranges two turbochargers in series,
allowing very high combustion/air-pressure ratios that open up a
whole new dimension of operational possibilities.
Despite the two-stage turbocharger modular system being an
engine add-on, the 48/60TS does not require any more space than
an engine with a single-stage turbocharger system. The engine
features an uncomplicated design where all components are easily
accessible for maintenance despite the compact design.
For further information contact:
MAN Diesel and Turbo, Denmark.
ADVANCES IN MARINE ENGINES AND PROPULSION SYSTEMS
The 18V48/60TS engine pictured on the testbed at MAN Diesel and Turbo,
Saint Nazaire, France
MAN Diesel and Turbo launches two-stage turbocharging
July 2011 BAIRD MARITIME
Thrustmaster of Texas has received a
contract from Hyundai Heavy Industries
for the supply and installation of
multiple sets of 5MW azimuth thrusters
for the next generation deepwater drill
ships being built at Hyundai's shipyard
in Ulsan, Korea.
The vessels are of the Gusto P 10,000
design and are capable of drilling in
water depths of up to 3,000 metres.
Each vessel uses six underwater
mountable thrusters for dynamic
positioning per ABS DPS-3 specifications.
The units are to be manufactured at
Thrustmaster's facilities in Houston,
Texas. The vessels will be owned and
operated by Diamond Offshore.
Each thruster is driven by a 5,000kW
variable speed electric motor and can
generate about 90 tonnes of open water
thrust in any horizontal direction. With their
97-degree angle gears, the thruster wake is
angled downward, away from the vessel
bottom, substantially eliminating thrust
losses due to hull interaction and
thruster-to-thruster interaction. The thrusters
are capable of holding the vessel on station
during drilling operations in waters with up
to 1.5 knots current, six metres wave height
and 50 knots wind speed. The thrusters also
serve as the main propulsion of the vessel.
For further information contact:
Thrustmaster of Texas, USA.
Thrustmaster wins multiple drill ship thruster order
5MW azimuth thruster
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