2. Diesel engines and main partsarchive.jime.jp/e/publication/yearbook/yb/pdf17/yb17-2.pdfHYUNDAI HIMSEN, MAK engines (Tab.2.1-5). Tab. 2.1-4 Construction volume by 2 stroke diesel

Year Book 2017 : Progress of Marine Engineering Technology in the year 2016

－1－

Translated from Journal of the JIME Vol.52, No.4 (Original Japanese)

2. Diesel engines and main parts

2.1 Global developments The number of ships of 1,000 GT or more newly built in the world in 2015 was 1,918, up 6 from the previous year. The tonnage built in the year was 67,209,481 GT, up 2,977,253 GT from 2014.

By country, China’s new tonnage deliveries were 25,085,217 GT, up 2,448,047 GT from a year earlier (22,637,179 GT). China accounted for 37.3 percent of the new tonnage built around the world, and its share rose from 35.2 percent marked in the previous year. South Korea’s tonnage built in the year was 23,267,113 GT, up 678,820 GT from the 2014 level (22,588,293 GT). The country made up 34.6 percent of the world new tonnage deliveries, and the figure was 35.2 percent in the previous year. Meanwhile, Japan’s tonnage built in the year decreased to 12,953,308 GT from 13,363,326 GT in 2014. This was a 410,018 GT reduction. Japan’s global share also dropped to 19.3 percent from 20.8 percent marked in the previous year. This was followed by the Philippines with 1,862,303 GT, Taiwan, Vietnam and Romania (Tab.2.1-1).

Looking at ship types (above 1,000 GT), 108 oil tankers were newly completed. This equated to 6,370,686 GT, up 3.9 percent from the tonnage built in 2014. The number of bulk carriers completed in 2015 was 636, and this was equivalent to 26,514,168 GT, up 1.3 percent from a year ago. In

the case of general cargo ships, 217 were additionally built, and this represented 4,187,806 GT, up 3.2 percent from a year ago. The number of container ships built in 2015 was 212, and this equated to 17,338,569 GT, up 5.6 percent from the previous year. Regarding LNG and chemical tankers, 310 were completed in the year and this amounted to 9,807,339 GT, up 34.6 percent from a year earlier. The number of fishing boats newly built in 2015 was 49. This was equivalent to 108,979 GT, and the figure was down 23.1 percent from 2014. (Tab.2.1-2)

In 2015, the number of merchant vessels of 2000 DWT or more completed around the world was 1,704, up 70 from the previous year. This equated to 96,311,087 DWT, up 6,172,298 DWT from 2014.

On a main engine type basis, the number of diesel engine vessels newly built was 1,703, up 73 from a year before. This could translate into 96,224,966 DWT, up 6,423,598 DWT from 2014. The average tonnage of ships having diesel main engines was 56,503 DWT, up 1,410 DWT from the average figure in the previous year. The average main engine output per ship was 16,904 horsepower (PS), down 649 PS from a year earlier.

A total of 2,364 diesel main engines was installed on merchant vessels of 2,000 DWT or more completed in 2015. The number was lower than the previous year by 49. It was equivalent to 28,786,703 PS, up 175,526 PS from 2014.

Tab. 2.1-1 Completions of commercial ships (2015)

Ranking

Number of ships ＧＴ Number of ships ＧＴ (last year)

1 China 779 25,085,217 756 22,637,170 10.8 ％ 37.3 ％ 1

2 South Korea 346 23,267,113 325 22,588,293 3.0 ％ 34.6 ％ 2

3 Japan 401 12,953,308 388 13,363,326 -3.1 ％ 19.3 ％ 3

4 Philippines 34 1,862,303 42 1,876,575 -0.8 ％ 2.8 ％ 4

5 Taiwan 26 732,758 20 586,023 25.0 ％ 1.1 ％ 5

6 Vietnam 36 570,813 30 355,411 60.6 ％ 0.8 ％ 7

7 Romania 17 476,686 21 317,925 49.9 ％ 0.7 ％ 8

8 USA 41 412,941 45 275,580 49.8 ％ 0.6 ％ 10

9 Germany 9 383,745 13 517,713 -25.9 ％ 0.6 ％ 6

10 Brazil 16 354,338 13 208,446 70.0 ％ 0.5 ％ 11

Others 213 1,110,259 259 1,505,766 -26.3 ％ 1.7 ％

1,918 67,209,481 1,912 64,232,228 4.6 ％ 100.0 ％

ShareCountryCompletions Completions (last year) Year over year

(GT ratio)

World total


－2－


Looking at countries where main engines were manufactured, China topped the list with 36.1 percent of the global share on a horsepower basis. The number of engines manufactured by China was 938, up 53 from a year ago. This was equivalent to 10,380,442 PS, up 491,429 PS from a year before (105.0 percent of its 2014 figure). The country which came second was South Korea with 34.5 percent of the global share. The number manufactured by South Korea was 461, down 21 from the previous year, and this equated to 9,917,892 PS, down 345,247 PS (96.6 percent of South Korea’s 2014 figure). Japan ranked third with 409 units and 4,414,202 PS (101.6 percent of its 2014 figure). All together, these three countries occupied 85.8 percent of the global share. They were followed by the Philippines and Taiwan (Tab.2.1-3).

When it comes to exports of diesel engines (excluding those exported together with ships carrying them), a total of 1,001 units was exported across the globe. This was down 195 from the previous year. The export figure in 2015 could translate into 9,818,913 PS, down 702,130 PS from a year before. This accounted for 34.1 per cent of the

total horsepower produced in the year, down from 36.8 percent in 2014. A total of thirteen countries exported diesel engines (excluding those exported together with ships carrying them) in 2015, including South Korea (5,444,327 PS), Finland (1,261,155 PS) and Japan (1,071,942 PS).

On the other hand, countries that imported diesel engines included China (4,982,918 PS), South Korea (1,006,978 PS) and Taiwan (615,598 PS).

In 2015, a total of 1,264 two stroke engines was produced around the world. This amounted to 23,353,630 PS and represented 105.1 percent of the total horsepower in 2014. The number of four stroke engines manufactured in the world was 1,100, and this was equivalent to 5,433,073 PS (85.1 percent of the total horsepower in 2014).

Of the two stroke engines produced in 2015, 1,113 were MAN-B&W-branded engines, and the number was up 179 from the previous year. This equated to 21,158,053 PS, up 2,084,165 PS from a year earlier (110.9 percent of their 2014 figure). MAN-B&W’s share in the global two stroke engine market was 90.6 percent, up 4.8 points from the previous year. The number of SULZER engine models

Tab. 2.1-2 World completions by ship type (2015)

No. ＧＴ No. ＧＴ No. ＧＴ No. ＧＴ

1 China 31 2,958,273 332 13,403,190 73 1,097,609 93 5,291,6142 South Korea 33 2,587,967 24 2,356,318 18 1,063,626 73 9,118,2973 Japan 8 174,535 257 9,927,911 52 1,121,000 10 802,9454 Philippines 1 3,000 17 655,339 0 0 15 1,178,0125 Taiwan 0 0 0 0 1 4,928 17 715,3126 Vietnam 3 7,489 4 159,563 5 15,985 0 07 Romania 3 187,164 0 0 1 4,459 2 192,8488 USA 1 62,318 0 0 2 56,571 1 36,751

Others 28 389,940 2 11,847 65 823,628 1 2,790108 6,370,686 636 26,514,168 217 4,187,806 212 17,338,569

No. ＧＴ No. No. No. ＧＴ No. ＧＴ

1 China 39 1,330,191 13 20,080 198 984,260 779 25,085,2172 South Korea 182 7,266,246 1 2,207 15 872,452 346 23,267,1133 Japan 62 732,681 0 0 12 194,236 401 12,953,3084 Philippines 1 25,952 0 0 0 0 34 1,862,3035 Taiwan 0 0 7 9,836 1 2,682 26 732,7586 Vietnam 10 285,357 2 4,384 12 98,035 36 570,8137 Romania 0 0 0 0 11 92,215 17 476,6868 USA 3 89,525 0 0 34 167,776 41 412,941

Others 113 6,376,981 636 26,514,168 227 4,212,673 213 17,341,359310 9,807,339 49 108,979 386 2,881,934 1,918 67,209,481World total

World total

Chemical tanker Fishing ship Others Total completionCountry

CountryOil tanker Bulk carrier General cargo ship Container ship


－3－


manufactured was 97, down 22 from 2014, and this was equivalent to 1,767,795 PS, down 895,827 PS from a year earlier. SULZER’s share was 7.6 percent in the year, down 4.4 points. Mitsubishi UE engines represented 54 units, and the number was down 11 from 2014. This equated to 427,782 PS, down 64,315 PS from 2014, and their global share was 1.8 percent, which showed a 0.4 percent decrease (Tab.2.1-4).

Regarding four stroke engines, WÄRTSILÄ

brands had the world’s largest share with 286 units,

but the number was larger than 2014 by 15. This was equivalent to 2,569,354 PS, up 87,280 PS from the previous year, and their market share was 47.3 percent. The second most popular four stroke engines were the MAN models with 83 units, and the number was down 27 from the previous year. This amounted to 634,003 PS, down 180,266 PS from a year ago, and their market share was 11.7 percent. They were followed by CATERPILLAR engines with 225 units or 588,450 PS and HYUNDAI HIMSEN, MAK engines (Tab.2.1-5).

Tab. 2.1-4 Construction volume by 2 stroke diesel engine brands (2015)

Year over Share

No. Output (PS) year（％）（％）

MAN-B&W 1,113 21,158,053 19,073,888 10.9 90.6

SULZER 97 1,767,795 2,663,622 -33.6 7.6

MITSUBISHI UE 54 427,782 492,097 -13.1 1.8

World total 1,264 23,353,630 22,229,607 5.1 100.0

Construction outputlast year (PS)Brand

Construction volume

Tab. 2.1-3 World construction volume of diesel engines (2015)

Year over year Share

No. Output (PS) No. Output (PS) （％）（％）

1 China 938 10,380,442 885 9,889,013 105.0 36.1

2 South Korea 461 9,917,892 482 10,263,139 96.6 34.5

3 Japan 409 4,414,202 391 4,345,198 101.6 15.3

4 Philippines 33 941,281 47 974,723 96.6 3.3

5 Taiwan 19 615,598 10 459,272 134.0 2.1

6 USA 80 319,548 89 236,164 135.3 1.1

7 Brazil 39 237,651 35 165,363 143.7 0.8

8 Romania 35 299,883 43 274,313 109.3 1.0

9 Vietnam 33 226,881 27 183,891 123.4 0.8

10 Germany 8 204,754 18 274,362 74.6 0.7

Others 309 1,228,571 386 1,545,739 79.5 4.3

World total 2,364 28,786,703 2,413 28,611,177 100.6 100.0

CountryConstruction volume

Construction volume(last year)


－4－


2.2 Engine development and productions by domestic manufacturers 2.2.1 IMEX (1) New models and technologies

In 2016, IMEX Co., Ltd. manufactured the Dot5 main engine of HITACHI-MAN B&W 5S35ME-B9.5 by incorporating some quality improvement into the existing Dot3 main engines. The Dot5 main engines offer a wider range of engine power ratings than the Dot3 main engines. HITACHI-MAN B&W 5S35ME-B9.5 engine’s upgraded specifications are designed to increase customer confidence. The Tab.2.2.1-1 shows the engine’s main particulars.

Tab. 2.2.1-1 5S35ME-B9.5 main particulars

Item Unit 5S35ME-B9.5

Bore mm 350

Stroke mm 1550

Output kW 3325(De-rating)

Speed min-1 150

BMEP MPa-G 1.78 Max. comb press MPa-G 18.5

Fig.2.2.1-1 5S35ME-B9.5 outline

(2) Production results IMEX’s production results for its two stroke main engines in 2016 are shown below (on a final land-based trial day basis).

Tab. 2.2.1-2 Production results in 2016

No. Output（kW）

22 92,330

Tab. 2.1-5 Construction volume by 4 stroke diesel engine brands (2015)

Year over Share

No. Output(PS) year（％）（％）

WÄRTSILÄ 286 2,569,354 2,482,074 3.5 47.3

MAN 83 634,003 814,269 -22.1 11.7

CATERPILLAR 225 588,450 631,800 -6.9 10.8

HYUNDAI HIMSEN 53 480,247 892,172 -46.2 8.8

MAK 45 192,584 338,938 -43.2 3.5

BERGEN 30 193,160 320,215 -39.7 3.6

CUMMINS 100 143,433 226,260 -36.6 2.6

Niigata 44 129,203 166,140 -22.2 2.4

Yanmar 53 115,496 102,846 12.3 2.1

CHINESE STD. TYPE 89 103,733 83,894 23.6 1.9

DAIHATSU DIESEL 27 85,652 91,780 -6.7 1.6

Others 65 197,758 231,182 -14.5 3.6

World total 1,100 5,433,073 6,381,570 -14.9 100.0

BrandConstruction volume Construction output

last year(PS)


－5－


2.2.2 Akasaka Diesels (1) New models and technologies

In 2016, Akasaka Diesels Limited. completed the second version of the two stroke low speed diesel engine for marine applications 6UEC33LSE-C2, developed by Mitsubishi Heavy Industries Marine Machinery and Equipment (MHI-MME) as a fuel efficient and environmentally friendly engine. The Tab.2.2.2.1 shows the engine’s main particulars. Although the second version employs mechanical cams, it boasts of the minimum energy consumption rate in the same class of engines. It also allows much easier maintenance as it has changed the location of an engine door and reviewed sensor wiring to help reduce a burden on engineers.

Tab. 2.2.2-1 6UEC33LSE-C2 main particulars

Item Unit Output（kW)

Cylinder bore mm 330

Piston stroke mm 1,550

Stroke / bore － 4.70

Rated power kW 4,980

Rated speed min-1 167 BMEP bar 2.25

Piston speed m/s 8.6

Fig.2.2.2.1 6UEC33LSE-C2

Akasaka Diesels has also proceeded with a plan to

introduce the new two stroke low speed diesel engines 6UEC33LSII-Eco and 7UEC35LSE-Eco-B2, both of which were developed by MHI-MME. The two new models are equipped with the latest electronically controlled system, and they aim to seek low fuel economy and a reduction in the

environmental burden. The engine manufacturer plans to complete the first version of the models in early 2017.

(2) Production results in 2016

The Tab.2.2.2-2 shows the numbers of marine engines Akasaka Diesels produced in 2016.


No. Output（kW)

4 stroke engine 24 41,995


Total 32 85,819

2.2.3 KHI (1) Completion of lower-speed and higher output G-type engine G50ME-B9

Kawasaki Heavy Industries, Ltd. (KHI) completed the G50ME-B9.3 engine, a new G-type model that is characterized by lower speed and higher output than the existing S-type engines. The engine manufacturer checked its performance level through ground runs. The G-type engines can deliver greater engine efficiency and improve their propulsion efficiency with the combination of their lower speed and large diameter propellers. The G-type series are also effective in satisfying CO2 emission regulations (the Energy Efficiency Design Index) that are becoming stricter in stages.

Fig.2.2.3-1 Kawasaki-MAN B&W “6G50ME-B9.3”


－6－


Tab. 2.2.3-1 “6G50ME-B9.3”main particulars

Engine type Kawasaki-MAN B&W

6G50ME-B9.3 Bore [㎜] 500

Stroke [㎜] 2500 Speed [min-1] 89

Output [kW] 7,510

(2) Expanded line-up of multiple environmental load reducing system K-ECOS

Kawasaki Heavy Industries, Ltd. has developed a unique system, called Kawasaki Ecology and Economy System (K-ECOS), to efficiently reduce air pollutants, such as NOx and CO2, with multiple environmental technologies.

In addition to the existing K-ECOS T3 model that combines a turbocharger cut-out system, the use of water-emulsified fuel and an exhaust gas recirculation (EGR) system, Kawasaki Heavy Industries included K-ECOS T3 Lite in its K-ECOS product lineup. K-ECOS T3 Lite incorporates a turbocharger cut-out system and an EGR system only. While K-ECOS T3 enables a significant reduction in fuel consumption in sea water outside emission control areas (ECA) by relying on turbocharger cut out and the use of water-emulsified fuel, K-ECOS T3 Lite is designed to use specified low sulfur fuel together with a simpler and more compact EGR system.

(3) Production results The Tab.2.2.3-2 shows how many engines KHI produced in 2016.


No. Output

2 stroke engine 35 353,155kW

4 stroke engine 2 3,972kW

Total 37 357,127kW

2.2.4 Japan Engine Corporation (1) New models and technologies developed in 2016 Japan Engine Corporation was established on 1 April 2017 after Kobe Diesel Co., Ltd. acquired the marine diesel engine business of Mitsubishi Heavy Industries Marine Machinery & Engine Co., Ltd and combined its operations. It aims to integrate a

high value-added business model taking advantage of the licenser status owned by Mitsubishi Heavy Industries Marine Machinery & Engine and a low-cost manufacturing business model pursued by Kobe Diesel. By doing so, Japan Engine Corporation intends to further develop diesel engines used for Japanese vessels by engaging at all stages of the business process, including development, design, manufacturing, sales and service provision. The company also aims to develop itself as a global licenser of marine machinery. In 2016, Mitsubishi Heavy Industries Marine Machinery & Engine developed a new fourth generation control system for the electronically controlled Eco-Engine. The main features of the new electronic engine control system are (1) improved customer confidence and easier installation due to the simplified system; (2) easiness to expand functions thanks to its module based structure; (3) application of high speed communication which makes it possible to use big data and enhance its remote monitoring system. The new control system was added to the 6UEC33LSII-Eco engine and it went through a land-based trial in March 2017, with the company confirming that the development of the new system was on schedule. The Fig.2.2.4.1 shows how the engine control unit and the multi IO unit (MIO) look. The Fig.2.2.4-2 is the touch panel screen and the Fig.2.2.4-3 is a picture of the 6UEC33LSII-Eco engine in which the new engine control system was installed for the first time.

Fig.2.2.4-1 ECU and MIO


－7－


Fig.2.2.4-2 Operation screen

Fig.2.2.4-3 6UEC33LSII-Eco

Japan Engine Corporation is expected to add the new control system before the end of 2017 to the latest model UEC50LSH-Eco-C2, whose orders from customers have been on the rise in recent years as it is well received by users. The Fig.2.2.4-4 is a photograph of the UEC50LSH-Eco-C2 engine.

Fig.2.2.4-4 6UEC50LSH-Eco-C2

The new control system is coordinated with a

cylinder internal pressure feedback system, which controls a remote monitoring system while the main engine is in operation, and keeps optimal engine operations, through a data server. By making the most of big data, and knowledge and technologies

the engine manufacturer has acquired, the new system can contribute to detecting signs of engine trouble, offering practical solutions to problems and reporting the results of an investigation into the cause of trouble in a prompt way. Japan Engine Corporation believes that this will help ship operators lower their vessel lifecycle costs. It will continue its efforts to develop new technologies so that users can continue to feel comfortable utilizing UE engines.

(2) Annual production results

The production of two stroke low speed diesel engines for marine applications in 2016 by Kobe Diesel Co., Ltd. and Mitsubishi Heavy Industries Marine Machinery & Engine Co., was as follows.

The number of engines manufactured: 22 The total engine production output: 213,930 kW

2.2.5 JFE Engineering Corporation (1) New models and equipment etc.

N/A

(2) Production results The Tab.2.2.5-1 shows JFE Engineering

Corporation’s new engine productions in 2016.


Engine type No. Output (kW)

12PC2-6V 6 39,600

14PC2-6B 4 42,000 Total 10 81,600

2.2.6 DAIHATSU DIESEL (1) Development of aqueous urea solution generator

Under the International Maritime Organization (IMO) NOx Tier III requirements that apply to marine diesel engines on ships built in or after January 2016, ships operating in NOx emission control areas (ECA) are required to reduce their NOx emissions by 80 percent from the Tier I standard. As one of effective ways to meet these requirements, ship pilots can think of installing selective catalytic reduction (SCR) systems on their vessels. In this case, they need stable quality aqueous urea solution (AUS) for use as a reducing


－8－


agent and they need to keep the necessary amount of this solution on board while travelling in NOx ECA.

Daihatsu Diesel has developed a device that should be easily able to produce stable quality AUS as much as ship pilots would like when necessary from urea powder and distillated water (Fig.2.2.6-1). The Tab.2.2.6-1 shows the device’s main particulars.

Fig.2.2.6-1 AUS generator outline

Tab. 2.2.6-1 Main particulars (3 types)

The device has the following features.

・It is possible to have a compact storage tank for AUS.

・It is possible to produce AUS in a cost effective manner.

・It is easier to bring urea powder onto ships compared with one in liquid form.

・It is possible to produce stable quality AUS.

The device has a single platform on which a stirred tank, a pump, a pure water heater, a filter and a control panel are placed. It can control a pump, a heater and valves automatically to keep the density of AUS at the same level. The Fig.2.2.6-2 highlights a piping system diagram of the device.

Fig.2.2.6-2 Piping system diagram

(2) SCR approval from classification societies

Since obtaining statement of compliance (SOC) for the Scheme A including SCR system in November 2013, Daihatsu Diesel has been expanding its line-up to meet NOx emission regulations. It offers a variety of SCR systems and parts for all of its engines with different capacities, and it is conducting NOx tests for its SCR systems in an organized manner.

Fig.2.2.6-3 SCR chambers

(3) Production results in 2016 The Tab.2.2.5-2 highlights Daihatsu Diesel’s

engine production results in 2016.


Output range No. Output

（kW）

～ 999kW 624 368,403

1000kW～1999kW 143 187,699

2000kW～2999kW 59 143,236

3000kW～3999kW 38 137,960

4000kW～4999kW 42 193,908

Total 906 1,031,206

AUS

concentration % wt 40

Weight of urea

powder kg 300 500 1,000

Required of

distillate water Lit 450 750 1,500

Amount of AUS

produced Lit 670 1,120 2,240


－9－


2.2.7 Diesel United (1) New models and technologies in 2016

Diesel United, Ltd. (DU) manufactures DIESEL UNITED WINGD RTA, RT-flex/DF and WX/DF as its two stroke low speed main engines for marine applications and DIESEL UNITED-S.E.M.T. PIELSTICK as its four stroke medium speed main engines for marine and land applications. As its two stroke low speed main engine licensor Winterthur Gas & Diesel changed its name, Diesel United also changed the names of its two stroke low speed engine products.

Although it has not released new models in 2016, Diesel United manufactured high value added engines, such as the W9X82 engine that is mounted on 14000TEU type container carriers (Fig.2.2.7-1) and the 5RT-flex 50DF (Fig.2.2.7-2 and Fig.2.2.7-3) that is installed on asphalt tankers. The W9X82 engine has both high and low engine power ratings, allowing ship pilots to switch between the two power output modes in a flexible way in accordance with the changing market situation. The 5RT-flex 50DF model is a low pressure gas injection dual fuel engine, and it can clear the IMO NOx Tier III requirements without support from scrubber systems. Diesel United keeps the test engine W6X72DF in its office in Aioi to develop it jointly with the licensor.

Fig.2.2.7-1 W9X82 outline

Fig.2.2.7-2 X-DF engine operating principle

Fig.2.2.7-3 X-DF engine control system (UNIC)

Regarding four stroke medium speed engines, the engine manufacturer has finished designing the first version of the 14PC2.6B and 18PC2.6B engines. It plans to ship these units in the second half of FY 2017 after carrying out their engine trials. (2) Annual production results

Diesel United’s production results in 2016 of engines used for marine and land-based stationary power generation purposes are shown in the Tab.2.2.7-1.


No. Output（kW）


4 stroke engine 0 0

Total 14 272,250


－10－


2.2.8 Niigata Power Systems (1) New models and technologies developed in 2016 a) Fuel consumption display unit for marine diesel and gas engines

In the marine and shipping industry, efforts are accelerating to reduce NOx, SOx and greenhouse gas emissions. As part of such efforts, Niigata Power Systems Co., Ltd. has developed a device enabling ship operators to grasp the levels of these emissions while sailing, and a technology that will support low emission initiatives and fuel-efficient operations.

New technology 1 – Establishment of a technology to measure fuel consumption during operations in gas mode

When liquefied gas in a storage tank is heated and vaporized, gas properties can change easily. Furthermore, as a load on the engine can change constantly depending on ways to operate the ship and the ocean environment, it is difficult to measure the exact volume flow of a gas fuel. For this reason, Niigata Power Systems has developed a technology to gauge fuel consumption by taking engine output measured by shaft power meters, combustion conditions, gas properties analysis and other statistics into consideration.

New technology 2 – Development of a land-based navigation support system

Other than the system to measure fuel consumption accurately in a way described above, Niigata Power Systems has developed a system to send data (such as on CO2 emissions) necessary for calculation of the Energy Efficiency Operational Indicator (EEOI), an indicator of energy saving marine navigation, to offices on land through land-to-sea communication systems. This allows workers aboard the ship as well as those working in ground offices to monitor data on fuel-efficient operations.

The development of this navigation support system supports efforts to reduce exhaust gas emissions to protect the environment and enables energy saving navigation with the aid of staff working on land. As far as the former technology is concerned, it was developed as part of a ‘project to develop a fuel consumption display unit for marine diesel and gas engines’ in FY 2014-15 supported by the Japan Ship Machinery Equipment Association (JSMEA).

Fig.2.2.8-1 Schematic of fuel consumption monitoring

system

b) Load test on new Z-Peller propulsion units Since Niigata Power Systems’ ‘Z-Peller’ ship

propulsion units allow the ship’s propulsion force to turn 360 degrees, they are mounted on ships that require excellent maneuverability. However, as customers use these products for more various reasons, they require more compact, lighter Z-Peller units with greater propulsive power. Recognizing the need to check with a high degree of accuracy the validity of Z-Peller propulsion units’ design, the engine maker has developed apparatus to carry out high power load testing for Z-Peller units.

The apparatus allows driving force to transfer among a torsional torque generator, a test sample and a torque transfer device. Required power is the equivalent of mechanical loss, and initial and running costs for load testing are low. In addition, the impact of the apparatus on the environment is minimal. A torsional torque generator, the main component of the apparatus, has a simple structure with centrifugal force causing the twisting of a shaft belonging to the generator. This means that generated torques have high accuracy and that the apparatus is easy to control and does not necessitate hydraulic equipment. Furthermore, the range of torques can be accommodated easily by spindles and a shift in rotational speeds.

The results of a load test (output: 3,300kW) found that they were basically the same as those of a finite element method (FEM) structural analysis in terms of the behavior of shafts, the volume of elastic deformation and gear tooth contact, proving the validity of the test analysis. At the same time, the


－11－


test has also proven that in the design of Z-Peller ship propulsion units, it is possible to pursuit both greater propulsion power and smaller and lighter products.

Niigata Power Systems intends to continue to produce high value added and reliable propulsion systems while working on new designs and improving simulation technologies.

Fig.2.2.8-2 Appearance of 3,300kW-class gear testing

machine with power circulating system


Niigata Power Systems’ production results for engines and other machinery in 2016 are shown below.


Total units

Total output (kW)

Marine propulsion engine 211 376,788

Marine auxiliary engine 2 971 Z-PELLER® 180 ―

Turbocharger 6 ─

Coupling and damper 193 ─

2.2.9 The Hanshin Diesel Works (1)S30ME-B9 model

The Hanshin Diesel Works, Ltd. is introducing the MAN B&W 6S30ME-B9 engine (3840kW×195 min-1), which features an electronically controlled fuel injection system. The engine has the same output and RPM levels as the L35MC6 model, which is mainly used for relatively large domestically operating ships.

The S30ME-B9 engine has improved fuel efficiency in partial load operation thanks to the introduction of the electronically controlled system. Cylinder oil often plays a large part in operational costs for two stroke engines. However, the S30ME-B9 engine includes the Alpha Lubricator System, which is designed to cut back on cylinder oil consumption more than the existing models. Its stable, slow speed operations help improve the ship’s maneuverability, and reduce a burden on the environment through cuts in NOx and smoke dust emissions.

Fig.2.2.9 -1 Engine outline

(2) Production results

Hanshin Diesel manufactures its own original four stroke marine engines and MAN B&W two stroke engines.

Its engine production numbers and output in 2016 are as follows.

Tab. 2.2.9 -1 Production results in 2016

No. Output（kW）



Total 84 146,527

2.2.10 Hitachi Zosen Corporation (1)New technologies Hitachi Zosen Corporation has prepared itself for production of the natural gas-fired marine engine ME-GI model. In October 2016, it completed an operational facility for the ME-GI engine and the


－12－


fuel (high pressure) gas supply system (FGSS) at its Ariake Works. The ME-GI is a dual fuel engine that can run on natural gas and heavy oil. By using natural gas as a fuel, it can significantly reduce CO2 and SO2 emissions and lower NOx emissions, and offer solutions to the need to meet environmental regulations. The Fig.2.2.10-1 shows what the ME-GI engine looks like.

When it comes to technologies to deal with NOx regulations, Hitachi Zosen Corporation began work to develop a low pressure selective catalytic reduction system (LP-SCR). The company has already completed the development of a high pressure catalytic reduction system (HP-SCR), and by including a LP-SCR system, which is installed on the downstream side of the main engine turbocharger, into its product line-up, the machinery maker intends to satisfy environmental requirements as well as various needs from users.

Hitachi Zosen Corporation also developed Class NK CMAX LC-A, a comprehensive platform, which is designed to diagnose machinery conditions automatically and offer support to ship pilots, jointly with Nippon Kaiji Kyokai (Class NK).

Concretely speaking, the platform diagnoses the main engine’s conditions and displays instructions about work that needs to be done and the procedure manual on the screen based on the results of the diagnosis. Through crowd computing, it can share information about the status of the engine with ship owners, management service companies and machinery manufacturers.

The machinery maker developed the new engine G70ME-C9 in 2016. G-type engines have longer strokes than the existing S-type models, and this makes it possible for G-type engines to operate at lower speed. It is hoped that G-type models will contribute to improving marine propeller efficiency and reducing fuel costs and CO2 emissions.

Fig.2.2.10-1 ME-GI

(2) Production results Hitachi Zosen Corporation’s engine production

results in 2016 (on a final land-based trial day basis) are shown below.

The number of engines manufactured: 43 The total engine production output: 687,970 kW

2.2.11 MAKITA CORPORATION (1) New models and technologies a) 8S46ME-B8.5

Makita Corporation has completed electronically controlled Dot5 engines that have a layout diagram that was expanded from the existing one. Dot5 engines were developed to encourage the use of low speed propellers with high propulsion efficiency and to reduce fuel consumption rates by curbing engine power output amid the growing popularity of engines with low RPMs and low power output.

The 8S46ME-B8.5 engine, the first unit of Makita Corporation’s Dot5 engines, will be installed on roll on/roll off (RO-RO) ships.

Fig.2.2.11-1 8S46ME-B8.5 outline

b) Introduction of ME-B simulator

While environmental regulations are put in place in stages based on international agreements, the role of main engines is increasing rapidly. Amid this trend, users’ attention is shifting from mechanically controlled engines to electronically controlled counterparts as they need to adhere to exhaust gas


－13－


regulations while aiming for high power output and better fuel economy. Under such circumstances, Makita Corporation started the production of the electronically controlled ME-B engine in 2013. This requires engineers to develop their expertise so that they can operate the new control systems safely and carry out maintenance properly. From this point of view, the machinery maker launched courses to train engineers to provide support for its customers’ safety navigation wherever possible. (2) Production results

Makita Corporation’s production results for marine diesel main engines in 2016 are as follows.

The number of two stroke main engines: 76 The total engine output: 413,120 kW (561,686PS)

2.2.12 Mitsui Engineering & Shipbuilding (1) New models and technologies developed in 2016

Mitsui Engineering & Shipbuilding Co., Ltd. received an order for the 6G60ME-C9-EGRBP model, Japan’s first main engine for ships that have a low sulfur fuel type exhaust gas recirculation (EGR) system complying with NOx Tier III requirements. It put a demonstration ship having the 6S60ME-C8-EGRBP engine equipped with a high sulfur fuel EGR system into commission in June 2015. While the company is still conducting various tests to check the status of relevant machinery and equipment, the conditions of cylinders and EGR systems are kept in good shape.

G-type engines have longer strokes than S-type models, and they can improve fuel efficiency by slowing down engine speed and cut down on CO2 emissions. Mitsui Engineering & Shipbuilding delivered a total of 22 G-type engines as of the end of 2016. In 2016, the shipbuilder shipped G50 and G60 engines, both of which went through the manufacturing stage and are ready for mass production. It also delivered the G80ME-C9.5, originally developed for very large crude carriers (VLCC) and very large ore carriers (VLOC) as a successor to the S80MC-C model, as well as the G70ME-C9.5 model that will become a successor to the S70ME-C engine after conducting their test runs at its factories. Moreover, Mitsui Engineering & Shipbuilding began building the 11S90ME-C10.5

engine for large scale container ships and the first unit of the 1G95ME-C9.5 model, one of the world’s largest.

After carrying out trials at its factories, the shipbuilder also delivered four dual fuel ME-GI (electronically operated, gas injection) engines that can run on natural gas and heavy oil. It also manufactured the ME-GIE engine (7G50ME-C9.5-GIE) fueled by ethane and heavy oil and shipped it after conducting the world’s first test run using ethane. Mitsui Engineering & Shipbuilding also commissioned a methanol carrier having the ME-LGIM engine that can be fueled by methanol and heavy oil (7S50ME-B9.3-LGIM).

Currently, more and more ships install smaller engines relative to their ship sizes and types in order to make a difference to the Energy Efficiency Design Index (EEDI). However, for this exact reason, some ships have insufficient acceleration so that they cannot pass a barred speed range appropriately. To address this issue, the shipbuilder developed a Dynamic Limiter Function (DLF) that will gain torque by changing the setting of a fuel injection limiter and exhaust valves during the acceleration phase of the ME-C engine. The company started applying this function to its engines.

Mitsui Engineering & Shipbuilding’s Turbo Hydraulic System (THS) are gaining more attention from customers with a total of 15 units delivered before the end of 2016. The THS makes it possible to recover ‘surplus’ exhaust gas energy, which can drive a turbine used by turbochargers, in the form of hydraulic power. Then it uses this power to drive a motor connected to the crankshaft. The shipbuilder has also developed a Variable Phase Cycle (VPC) system that enables the recovery of ‘surplus’ waste heat from low-temperature heat sources of the scavenging air coolant. The system was mounted on the 6G70ME-C9.2 model for a ground-based test run, and it was delivered afterward.


－14－


Fig.2.2.12-1 7G70ME-C9.2-GI

Fig.2.2.12-2 7G50ME-C9.5-GIE


Mitsui Engineering & Shipbuilding produced a total of 181 marine engines in 2016, which was equivalent to 2,470,000 kW. The Tab.2.2.12-1 shows details of its production results.


Bore (cm) No. Output (kW)

90 4 268,530

G80 1 28,240

G70 10 229,300

70 3 65,440

G60 7 106,81060 70 1,020,540

G50 7 75,710

50 or less 84 896,000

Total 186 2,690,570Others (Medium speed） 2 15,000

2.2.13 Yanmar (1) New models and technologies developed in 2016

Yanmar Co., Ltd. has developed the marine dual fuel engine 6EY26DF that can switch between gas (LNG) mode and diesel mode (Fig.2.2.13-1) following the development of the marine gas-fired engine 6EYG26L in 2014. a) Main structural features of the 6EY26DF engine

The 6EY26DF engine incorporates the reputable 6EY26 diesel engine into its main part. To control the air fuel ratio when operating in gas mode, a waste gate valve and an air bypass valve are placed on the exhaust and intake sides of the turbocharger respectively. The engine’s gas supply pipes have a double piping structure and meets safety requirements for ‘gas-safe machinery spaces’. The 6EY26DF inserts a main fuel valve for diesel engine operations and a micro pilot injection valve for common rail gas fuel injection inside the cylinder head. A gas valve to supply fuel gas is located on the intake port.

b) Eco friendliness and high efficiency

The engine employs a lean premixed combustion method and meets NOx and SOx emission requirements under the International Maritime Organization (IMO) Tier III rules. It can also lessen CO2 and particulate matter (PM) emissions. By combining the lean premixed combustion method with the Miller cycle and high pressure supercharging, the 6EY26DF model has achieved 46.8 percent of thermal efficiency in gas mode, higher than the figure in diesel mode. (Fig.2.2.13-2)

Fig.2.2.13-1 6EY26DF Dual fuel Engine External View


－15－


c) High level engine control By controlling air mass flow through the valves

mounted on the exhaust and intake sides, the 6EY26DF engine can always maintain optimal combustion conditions, making it possible for ship pilots to conduct safe and reliable navigation. This also helps ships deal with load fluctuations and changes in fuel supply during acceleration and deceleration. The control of the intake and exhaust systems and injection systems enables switching between gas mode and diesel mode in any type of load operation.

When engine knock occurs, the 6EY26DF model can sense pressure inside the cylinder and identify engine knock with the pressure sensor installed on the firing surface. Then it can avoid knock by adjusting the timing of ignition.

Tab. 2.2.13-1 Engine specification

Model 6EY26DF

Engine Power [kW] 1533

Engine Speed [min-1] 750

Number of cyl. 6

Bore x Strok [mm] 260 x 385

BMEP [MPa] 2.0

Fuels Marine Diesel Oil

LNG(36.0～40.6 MJ/Nm2)

Fig.2.2.13-2 6EY26DF Dual fuel Engine

Thermal Efficiency and Exhaust Emission Characteristics

(2) Annual production results The Tab.2.2.13-2 shows Yanmar’s marine engine

production results in 2016.

Tab. 2.2.13-2 Production result of Yanmar (2016)

Range of engine outputProduction units

[unit]Total of engineoutput [kW]

～below 500kW 6,037 1,109,690～below 1000kW 1,425 965,686～below 1500kW 401 482,355～below 2000kW 114 206,991～below 3000kW 22 52,913～below 4000kW 16 53,760～below 5000kW 16 72,000

Ｔｏｔａｌ 8,031 2,943,395 2.3 Principal components 2.3.1 Turbochargers 2.3.1.1 KHI

Kawasaki Heavy Industries, Ltd. (KHI) manufactured a total of 24 turbochargers in 2016 through technical partnership with the German manufacturer of MAN Diesel & Turbo SE. All these turbochargers were added to KHI’s large marine engines with a cylinder diameter of 500mm or more. Details of the turbocharger types produced are shown in the Tab.2.3.1.1-1.

Tab. 2.3.1.1-1 Production results in 2016

Type Number

TCA55 16

TCA66 6 TCA77 2

Total 24

2.3.1.2 TSU

In 2016, Turbo Systems United Co., Ltd. (TSU) sold a total of 1,982 turbochargers manufactured by ABB Turbo Systems Ltd. (ABB) and IHI Corporation, as shown in the Tab.2.3.1.2-1.

Among ABB’s turbochargers, TPS/A100M/A100L/A200L series are the mainstay products. IHI’s AT series also attract users steadily in the turbocharger market thanks to their high performance and reliability.


－16－



Type No.

RU/RH 447

AT 384

TPS 666

VTR/VTC 43

TPL 21 A100/A200 421

Total 1,982

ABB and IHI have developed jointly a Marine

Auxiliary Power (MXP) turbocharger, which is used exclusively for four stroke auxiliary engines for marine applications. It was presented at the CIMAC World Congress held in Helsinki in 2016. The MXP turbocharger was developed based on experience accumulated by ABB and IHI. It features improved performance at part load and offers the crew the chance to carry out overhauls on board. Its optimal design allows the number of turbocharger parts to be cut down drastically, enabling ease of maintenance. The MXP turbocharger is reliable, practical and user-friendly, and it is expected to be released in 2017 (Fig.2.3.1.2-1).

Fig.2.3.1.2-1 MXP type turbocharger

2.3.1.3 Mitsui Engineering & Shipbuilding (1) New models and technologies developed in 2016

In 2014, Mitsui Engineering & Shipbuilding Co., Ltd. began the production of the waste heat recovery technology Turbo Hydraulic System (THS). The technology uses hydraulic energy taken out from the turbocharger’s excess revolutionary energy to drive a hydraulic motor connected to the engine crankshaft, and enables assistance in engine revolution and a reduction in fuel consumption. Up

until now, 15 TCA turbochargers (TCA55) with the Turbo Hydraulic System have been installed on actual ships, and they have shown excellent performance.

Mitsui Engineering & Shipbuilding is expected to develop TCA turbochargers with the Turbo Hydraulic System by 2017 and it plans to install them in engines that will go through a ground engine run in 2017. It also developed the Turbo Hydraulic System type2 (THS2), which uses a supercharger to directly supply hydraulic power recovered from the turbocharger to an electronically controlled engine, offering the system a more compact structure. The engineering company carried out test runs with a THS2-equipped turbocharger as well as engine testing and confirmed strong performance of the THS2 in terms of operational and hydraulic power recovery capabilities.

Fig.2.3.1.3-1 TCA55 with THS2


Mitsui Engineering & Shipbuilding produced a total of 158 TCA turbochargers in 2016. Among them, the Variable Turbine Area (VTA) system, a technology to improve energy efficiency at low load, was added to four TCA turbochargers, making the total number of the installed Variable Turbine Area system 23. The Turbo Hydraulic System was added to two TCA turbochargers. The Tab.2.3.1.3-1 shows the number of TCA turbochargers produced by the engineering company in 2016.


－17－



※）2 TCA44 are produced by licensor． No. includes VTA and THS．

2.3.1.4 MHI-MME Mitsubishi Heavy Industries Marine Machinery

& Engine Co., Ltd. (MHI-MME) and its licensees, namely Hyundai Heavy Industries, Doosan Engine and STX Heavy Industries produced a total of 1,870 MET turbochargers in 2016. Its total production number reached the milestone of 30,000 units in February 2016. Of which 1,320 units were MET-SRC radial turbine wheel type turbochargers mainly used for marine diesel engines for power generation. In particular, the company’s total production number of small MET18SRC radial turbine wheel type turbochargers exceeded the 10,000 mark.

Regarding large axial-flow type turbochargers, MHI-MME and its South Korean licensees produced together 412 units of the high pressure ratio type MET-MB series, which was launched in 2010. The model currently accounts for about 75 percent of MHI-MME’s large axial-flow type turbochargers.

The company’s MET-VTI (variable turbine inlet) turbochargers with a variable turbine nozzle were well received by customers due to their reliable performance and fuel reduction effects under low load operation. Ten MET-VTI turbochargers were delivered in 2015, making a total number of the model manufactured 57. There have been no reports about problems about these turbochargers, including build-up of soot and dust.

MHI-MME’s hybrid turbochargers have been used for main marine engines on twelve ships. As five years have passed since the adoption of its first hybrid turbocharger MET83MAG, the machinery maker conducted a major inspection of the generator connected with the hybrid turbocharger when the ship carrying the generator docked, and confirmed that the turbocharger is still operating in good conditions. This hybrid turbocharger was

given the President Award by the general incorporated association Japan Machinery Federation as one of the best energy saving machines in Japan in FY2015.

Fig.2.3.1.4-1 MET83MAG, first-made hybrid

turbocharger

2.3.2 Remote control systems and governors 2.3.2.1 Nabtesco Corporation (1) Product development

Amid growing demand for monitoring services for failure prediction and maintenance of two stroke low speed diesel engines, Nabtesco Corporation developed a bearing wear monitoring system (BWMS) designed to detect wear in the main, crank-pin and crosshead bearings, and a water in oil sensor (WIOS) that will detect the water content of lubricant oil. The company has completed operational tests aboard ships for the two products, and it is expected to have them certified by MAN Diesel and Turbo in May 2017.

Nabtesco Corporation’s bearing wear monitoring system and water in oil sensor can show trend data, issued alerts and other information on the display unit belonging to its main engine remote control maneuvering system, thus users can save costs to buy any new display device. They can also store data on engines, remote controllers and other devices and allows past data to be analyzed aboard ships as well as on land.

Type TCA44 TCA55 TCA66 TCA77 TCR88

No. (2) 71 70 14 1

With VTA - 1 1 2 0

With THS - 2 0 0 0


－18－


Fig.2.3.2.1-1 BWMS

(Display, Gap sensor, Data registrat unit)

Fig.2.3.2.1-2 Water content sensor for lubricant


In 2016, Nabtesco Corporation produced a total of 455 remote control systems for main diesel engines.

Reference Japan Ship Machinery and Equipment

Association, Marine Engine Production Trends around the World, 41th Issue (September 2016)

(Written by Kenichi Hanamoto)

Documents

2. Diesel engines and main partsarchive.jime.jp/e/publication/yearbook/yb/pdf17/yb17-2.pdfHYUNDAI HIMSEN, MAK engines (Tab.2.1-5). Tab. 2.1-4 Construction volume by 2 stroke diesel