Common Rail System Overview

For training
purposes only
Common Rail Introduction
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
Eyring et al., Emissions from international shipping:

1. The last 50 years, JGR, 2005
Institut fr
Physik der Atmosphre
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
NOx emission limit by IMO:
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
NOx / SFOC Trade-off
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
Full Load Curve
Nominal Load
=
Optimum of
design in this
load point
Engine
load
Full Load
curve
Engine
speed
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
Load ranges
110
Engine load
[%]
Primary load range of

different engine applications
Primary load range
For training
purposes only
Introduction
100
80
60
40
Full Load
curve
20
Main Aux.
engine engine
Cruise
line
Ferry
Engine speed
Different Applications -> Different load ranges
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
For training
purposes only
Introduction
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.
Fixed injection start

Fixed injection duration
duration fixed by the required fuel quantity
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
>
Conventional cam controlled

injection pressure
2000
1600
1200
800
1350 bar
n =nominal speed
Inj. pressure
For training
purposes only
Introduction
700 bar
n = idle speed
400
0
MAN Diesel & Turbo
camshaft angle
Martin Grnebast
M00000625
22.06.2012
<
10
>
For training
purposes only
Introduction
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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
11
>
Conventional
injection system
camcontrolled
1600
1200
Inj. pressure
Injection
2000 pressure Pressure generation
800
1350 bar
n = high rpm
700 bar
n = low rpm
rpm dependent
400
0
camshaft angle
Inj. pressure
Common Rail
injection system
For training
purposes only
Introduction
1600 bar
rpm
independent
and flexible
rpm independent
flexible set point
500 bar
camshaft angle
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
12
>
For training
purposes only
Introduction
Advantage of Common Rail
Nominal Load
Engine
load
Part Load
Optimisation by
flexible injection
system
Full Load curve
Engine
speed
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
13
>
FSN Comparison 32/40CD - 32/40CR

0,9
Smoke [FSN]
For training
purposes only
Introduction
Setting for minimal

smoke emission
0,6
Convent.
injection
0,3
CR
0
0
25
50
75
100
load [%]
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
14
>
NOx Comparison 32/40CD - 32/40CR

1,25
NOx, CR / NOx, konv.
For training
purposes only
Introduction
Convent.
injection
CR
0,75
Setting for minimal
NOx - emission
0,5
0
25
50
75
100
load [%]
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
15
>
Smoke emission
0,9
Convent. injection,
mechanical governor
SICK Opacity [ - ]
For training
purposes only
Introduction
0,6
Convent. injection,
electronic governor
0,3
CR
0
0
10
20
40
time [sec]
engine start
MAN Diesel & Turbo
30
Martin Grnebast
50
60
nominal speed
M00000625
22.06.2012
<
16
>
For training
purposes only
Introduction
First CR Test Engine (6L 32/40)

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
17
>
For training
purposes only
Introduction
Steps of the development procedure
F E Method
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
18
>
For training
purposes only
Introduction
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-Experience
Wide 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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
19
>
For training
purposes only
Introduction
CR System
Validation on Test Rig
rail segments
fuel-pumps
pump rail
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
20
>
For training
purposes only
Introduction
MV Cornelia Maersk - 1. Common Rail Genset
7 L 32/40 Genset in operation

Feb. 2004
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
21
>
For training
purposes only
Introduction
Common Rail
Status field test
MV Cornelia Maersk
Start retrofit
07.02.2004
Start engine
17.02.2004
HFO operation
20.02.2004
Operating hrs
(05/2012)
MAN Diesel & Turbo
Martin Grnebast
29.500 h
M00000625
22.06.2012
<
22
>
For training
purposes only
CR-Basics
1.
Introduction
2.
CR-Basics
- Hydraulic layout
- System overview
- Pressure generation / control / release
- Injection process
- Flushing process
3.
Main components
4.
5.
6.
Conclusion
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
23
>
For training
purposes only
CR-Basics
ECU
Solenoid valve
Engine Control Unit
Rail pressure
Throttle valve
3 Functional subsystems:
Pressure generation
Fuel distribution
Injection timing control
Layout 32/44CR + 32/40CR

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
24
>
For training
purposes only
CR-Basics
ECU
Solenoid valve
Engine Control Unit
Rail pressure
Throttle valve
3 Functional subsystems:
Pressure generating
Fuel distribution
Injection timing control
MAN Diesel & Turbo
Layout 48/60CR
Martin Grnebast
M00000625
22.06.2012
<
25
>
For training
purposes only
CR-Basics
System overview 32/44 CR Tier 1
Accumulator
Injection valve
High pressure pump
Valve block
None return valve
High pressure pipes
Camshaft (3 lobes)
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
26
>
For training
purposes only
CR-Basics
System overview 32/44 CR Tier 2
Accumulator unit
Injection valve
Valve block
None return valve
High pressure pipe
High pressure pump (driven by 3 cams)

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
27
>
For training
purposes only
CR-Basics
System overview 48/60CR
Accumulator
Injection valve
High pressure pump
High pressure pipes

None return valve
Camshaft (3 lobe fuel cam)
Valve block
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
28
>
For training
purposes only
CR-Basics
Low pressure 11-12 bar
Low pressure 10 bar
Low pressure 5 bar
High pressure max. 1600 bar
Holding pressure 100 bar
reference
wheel
Valve block
High pressure
pump
11- 12 bar
Min. 5 bar
Pressure
sensor
dp 5 bar
Pressure generation and -control

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
29
>
For training
purposes only
as reference for fuel amount
CR-Basics
Rail pressure as
function of
engine speed
and
mm3/stroke
required fuel
Engine speed
separate rail pressure governor for A/B row

(V-engine)
pressure control via control of fuel
admission to high pressure pumps
redundant pressure sensors
Rail pressure control

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<< 30
30 >>
For training
purposes only
CR-Basics
Low pressure 10 bar
Low pressure 5 bar
Valve group
Accumulator
Unit
reference
wheel
Accumulator
11- 12 bar
dp 5 bar
Min. 5 bar
Pressure generation and -control

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
31
>
For training
purposes only
CR-Basics
Cyl. 1
Cyl. 2
Cyl. 3
Cyl. 4

Valve group
Accumulator
Unit
reference
wheel
Accumulator
11- 12 bar
dp 5 bar
Min. 5 bar
Injection timing
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
32
>
For training
purposes only
CR-Basics
Low pressure 10 bar
Low pressure 5 bar
reference
wheel
11- 12 bar
Min. 5 bar
None return
valve
dp 5 bar
Pressure release at end of injection

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
33
>
For training
purposes only
CR-Basics
Injection process control
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
34
>
For training
purposes only
CR-Basics
CR control by SaCoSone
Interface cabinet: communication to the ships
control and alarm system
2/2 & 3/2 way-valve:

injection control (90 VDC)
SaCoS IM:
- speed control
- rail pressure control
- injection control
CAN
hardwired I/O
speed-pick ups
MAN Diesel & Turbo
FCV: fuel control valve

( or suction throttle)
control of rail pressure by
fuel admission to pumps
Current 02 A (openclose)
rail pressure sensors:

02000 bar
Martin Grnebast
M00000625
22.06.2012
<
35
>
For training
purposes only
CR-Basics
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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
36
>
For training
purposes only
CR-Basics
FLUSHING / SCAVENGING

reference
wheel
Control air for

flushing process
(or emergency stop)
11- 12 bar
dp 5 bar
Min. 5 bar
Flushing process starts automatically (2 min. after engine stop)

Valve groups are flushed permanently (piping not pictured)
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
37
>
For training
purposes only
CR-Basics
FLUSHING OF VALVE GROUP
The valve groups are connected to the
low pressure supply and return system.
This ensures proper function of the
7 bar return valvegroup solenoid, as it will always be
flushed with warm fuel.
Additional, the functional leakage from
the valve group is transported away.
Valve groups are flushed permanently
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
38
>
For training
purposes only
Main components
1.
Basics
2.
CR-Basics
3.
Main components
- System overview
4.
5.
6.
Conclusion
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
39
>
For training
purposes only
Main components
High pressure pump
High pressure pump
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
40
>
For training
purposes only
Main components
High pressure pump 32/44 CR
Suction valve
High pressure pump
32/40 CR, 32/44CR
Delivery valve
Feature:
Mono block
quantity controlled by
cylinder
throttle valve
Note:
Plunger
without electrical signal the
throttle valve
is fully opened
Valve carrier
Valve solenoid
Throttle valve
Drive
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
41
>
For training
purposes only
Main Components
High Pressure Pump 48/60 CR
High pressure pump
48/60 CR
Feature:
Delivery valve
quantity controlled by
Valve solenoid
throttle valve
Note:
Throttle valve
without electrical signal the
throttle valve
is fully opened
Valve carrier
Mono block
cylinder
Plunger
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
42
>
For training
purposes only
Main components
Accumulator
Accumulator
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
43
>
For training
purposes only
Main components
Accumulator Unit
Injection valve
Non return
valve
MAN Diesel & Turbo
HP pump /next rail unit /

valve block
Flow limiter
Valve group
Double- walled shell

Break leakage
Martin Grnebast
M00000625
22.06.2012
<
44
>
For training
purposes only
Main components
Accumulator
Tubular shell Pressure

pipe
Flow limiter
Control valve To Injection

valve
carrier
Valve group
To HP pump,
next accumulator,
valve block
MAN Diesel & Turbo
Martin Grnebast
To non return
valve
M00000625
22.06.2012
<
45
>
For training
purposes only
Main Components
Flow Limiter and Valve Group
Flow limiter
Valve group
Functionality
Functionality
avoids permanent injection
controls the injection
Note
after closing one time the flow limiter keeps

closed until the next release of the rail pressure
Valve
solenoid
2/2-way
valve
Piston movement at
each injection
3/2-way
valve
Valve
group
Flow limiter
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<<4646>
>
For training
purposes only
Main components
Accumulator
Valve group
Functionality
controls the injection
Note:
the 3/2 WV (main valve) is
controlled by a 2/2 WV
Valve
solenoid
2/2-way
valve
3/2-way
valve
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
47
>
For training
purposes only
Main components
Accumulator Function valve group
Injection nozzle closed, Valvegroup not energized
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
Due to pressure above the 3/2

way-valves piston the piston is
pressed down
Canal from rail to injection
nozzle is closed
To cut off system
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
48
>
For training
purposes only
Main components
Begin of current feed opening of 2/2 way-valve
pRail
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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
49
>
For training
purposes only
Main components
Opening of 3/2 way-valve piston
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
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

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
50
>
For training
purposes only
Main components
Opening of the injection nozzle
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
Injection nozzle needle opens

when opening pressure
reached
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
51
>
For training
purposes only
Main components
End of current feed closing of 2/2 way-valve
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
Ball of 2/2 way-valve closes
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
52
>
For training
purposes only
Main components
Closing of 3/2 way-valve piston
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
Due to increasing pressure

above the 3/2 way-valves
piston the piston moves down
Canal from rail to injection
nozzle is closed
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
53
>
For training
purposes only
Main components
Closing of injection nozzle
pRail
Component movement
Spring force
Hydraulic force
Fuel flow
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
To cut off system

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
54
>
For training
purposes only
Main components
Non return valve
Non return valve
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
55
>
For training
purposes only
Main Components
Non Return Valve
Non return valve with
volume adapter
Functionality
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
Figur shows 32/44CR Tier 1
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
56
>
For training
purposes only
Main Components
Non Return Valve
volume adapter
Functionality
pressure discharge of the injection pipe
holding pressure to avoid cavitation
Feature
the valve is connected directly
the fuel return line

MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
57
>
For training
purposes only
Main components
Non return valve

volume adapter
Functionality
pressure discharge of the
injection pipe
holding pressure to avoid
cavitation
Volume for
damping
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
58
>
For training
purposes only
Main components
Valve block
Valve block
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
59
>
For training
purposes only
Main components
Valve block
Valve block
Functionality
Scavenging valve
Pressure limiting valve
Rail pressure sensors
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
60
>
For training
purposes only
Main components
Valve block
Scavenging valve
Functionality
Scavenging
High pressure release
(Emergency stop)
Carries the pressure sensors
(Two redundant sensors)
Fuel return line
Rail pressure
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
61
>
For training
purposes only
Main components
Valve block

Functionality
Prevents the system from
overpressure ( opening pressure 1850 bar)
Mechanical pressure control
for emergency operation mode
Fuel return line
MAN Diesel & Turbo
Rail pressure
Martin Grnebast
M00000625
22.06.2012
<
62
>
For training
purposes only

1.
Basics
2.
CR-Basics
3.
Main components
4.

- System relating components
5.
6.
Conclusion
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
63
>
For training
purposes only

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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
64
>
For training
purposes only

High pressure pumps

Feature: Redundancy
At every CR engine are minimum
two high pressure pumps installed.
Intermediate load possible.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
65
>
For training
purposes only

High pressure pipes

Feature: Fatigue strength
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
66
>
For training
purposes only

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
Soft bending line (3 bends)

anti-fretting grooves
Headed cone
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
67
>
For training
purposes only

Different designs of the high pressure pipes
Design feature:
Steel thrust pieces
First series design

32/44CR + 48/60CR
MAN Diesel & Turbo
Design feature:
Anti fretting grooves
+ Steel thrust pieces
Design feature:
Brass thrust pieces
Design feature:
Double package of
anti fretting grooves
+ Steel thrust pieces
Design feature:
Big package of
anti fretting grooves
+ longer brass thrust
pieces
Today's series design

32/44CR
Status 06/2012
Today's series design

48/60CR
Status 06/2012
Future series design

32/44CR + 48/60CR
in validation
Martin Grnebast
M00000625
22.06.2012
<
68
>
For training
purposes only

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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
69
>
For training
purposes only

Accumulators
Feature: Fatigue strength
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
70
>
For training
purposes only

System-related components
Valve block
Scavenging valve
Feature:
No abrupt failure possible and
Permanent monitoring
Leakage and action monitoring
by temperature sensors
Feature:
No abrupt failure possible and
Permanent monitoring
Leakage and action monitoring
by temperature sensors
MAN Diesel & Turbo
Martin Grnebast
Pressure
limiting valve
Block with
temperature sensors
Scavenging
valve
Temperature sensor block

Feature:
Feedback to control units which valve
is open or leaking. Triggering set by
upper limit according to fuel type
M00000625
22.06.2012
<
71
>
For training
purposes only

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)
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
72
>
For training
purposes only

Emergency operation
Low pressure 12 bar
Low pressure 10 bar
Low pressure 7 bar
Low pressure 5 bar
reference
wheel
11- 12 bar
dp 5 bar
Min. 5 bar
Safety valve
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
73
>
For training
purposes only

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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
74
>
For training
purposes only

1.
Basics
2.
CR-Basics
3.
Main components
4.
5.

- Configuration
- Procedure
6.
Conclusion
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
75
>
For training
purposes only

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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
76
>
For training
purposes only
Leakage detection system 32/44 CR
Leakage fitting
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
77
>
For training
purposes only
Leakage detection system 48/60 CR
Leakage fitting
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
78
>
For training
purposes only
Leakage
Note:
All leakage cross sections of the high pressure pipes are connected
to the leakage cross sections of the accumulators.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
79
>
For training
purposes only
Detektion by
detection screws
Detektion by
detection screws
Detektion by
detection screws
Detektion by
capacitive sensor
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
80
>
For training
purposes only
Capacitive sensor
Functionality:
Locating of the affected
accumulator
Accumulator
Capacitive sensor
Leakage fitting
Leakage pipe
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
81
>
For training
purposes only

Detection screws
Functionality:
Locating of the affected high pressure pipe
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
82
>
For training
purposes only
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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
83
>
For training
purposes only
Conclusion
Contents
1.
Basics
2.
CR-Basics
3.
Main components
4.
5.
6.
Conclusion
- Modular CR Concept
- Comparison CR System Bore 32 and 48
- Innovations
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
84
>
For training
purposes only
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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
85
>
For training
purposes only
Conclusion
Comparison CR System Bore 32 and 48
Modular Accumulator system for different

engine types
32/40CR, 32/44CR
MAN Diesel & Turbo
48/60CR
Martin Grnebast
M00000625
22.06.2012
<
86
>
For training
purposes only
Conclusion
Different types of high pressure pumps
32/40CR, 32/44CR
MAN Diesel & Turbo
48/60CR
Martin Grnebast
M00000625
22.06.2012
<
87
>
For training
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Conclusion
32/40 CR
32/44 CR
MAN Diesel & Turbo
Cyl.
Rails*
Pumps*
Cyl.
Rails*
Pumps*
3,5
4,5
Cyl.
Rails*
Pumps*
3,5
4,5
10
4
Martin Grnebast
48/60 CR
Note:
*) per cylinder Bank

M00000625
22.06.2012
<
88
>
For training
purposes only
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
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
89
>
MAN designed CR system, full inhouse know-how

High flexibility of injection parameters
(incl. possibility for pilot, post, and split injection)
Injection rate
For training
purposes only
MAN Diesel CR System

Advantages (2/2)
Increase of power
Increase of
power and
smoke
Increase of power
and HC
Decrease of NOx
Reduction
of smoke
Reduction
of HC and
noise
cranke angle
Modularity in overall engine programme

Full integration of testing procedure for components with
HFO
rail segments
fuel-pumps
pump rail
PLC
Optimal integration of MAN core technologies

(injection, electronics, turbocharger)
ECU1
ECU2
Switch over modules

rail
pressure
sensor
rail
pressure
sensor
CYL. 1
CYL. 2
CYL. 3
CYL. 4
CYL. 5
CYL. 6
fuel
metering
units
pickup optocoupler
pickups
power supply 24V

with UPS, 2 batteries
Optimal integration into MAN engine architecture
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
90
>
For training
purposes only
Conclusion
Inovations
The Common Rail injection system is only one of a
bundle of innovations which are realized in the new
MAN CR engines.
increased compression ratio
optimised valve timing

flexible, intelligent injection system
efficient turbocharging
NOx
MAN Diesel & Turbo
SFOC
Martin Grnebast
soot
M00000625
22.06.2012
<
91
>
For training
purposes only
CR Field Experience (matched with Service)

Status flags
CR Operating Hours, Status 05.2012
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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
92
>
For training
purposes only
CR Field Experience (matched with Service)
CR Operating Hours, Status 05.2012

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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
93
>
For training
purposes only
Common Rail System
12V 48/60 CR
Diesel-electric drive
propulsion system
Thank you for your attention!
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
94
>
For training
purposes only
Disclaimer
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.
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
95
>
For training
purposes only
Heavy Lift Vessel Combi Dock IV

2 8L32/44CR + 2 5L23/30, Total Power: 8,96 MW + 1,82
MW
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<
96
>
For training
purposes only
Ferry Stena Hollandica

2 8L48/60CR, 2 6L48/60CR, Total Power: 33,6 MW
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<< 97
97 >>
For training
purposes only
Cruising Vessel Disney Dream

3 12V48/60CR, 2 14V48/60CR, Total Power: 76,8 MW
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<< 98
98 >>
For training
purposes only
Container Vessel Cornelia Maersk

Gensets: 4 7L32/40 + 1 7L32/40CR
MAN Diesel & Turbo
Martin Grnebast
M00000625
22.06.2012
<< 99
99 >>
For training
purposes only
Common Rail System

Hydraulic Layout (simplified)
Injection valve
Valve group
Accumulator
Unit
reference
wheel
Accumulator
Pickup
Valve block
None return
valve
High pressure
pump
Pressure
sensor
Scavenging Pressure limiting
valve
valve
(high pressure)
MAN Diesel & Turbo
Martin Grnebast
Pressure holding
valve
(low pressure)
M00000625
22.06.2012
< 102 >

Common Rail System Overview

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Common Rail System Overview

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For training

Common Rail Introduction

MAN Diesel & Turbo

Safety and reliability

Leakage detection system

MAN Diesel & Turbo

Eyring et al., Emissions from international shipping:

MAN Diesel & Turbo

MAN Diesel & Turbo

What are the customers

Invisible smoke in any case.

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

Adherence to regulatory emissions legislation as IMO (NOx Emission)

Long service intervals.

Easy maintenance of the system.

MAN Diesel & Turbo

Primary load range of

Primary load range

Different Applications -> Different load ranges

MAN Diesel & Turbo

What is Common Rail and why it is required?

Fixed injection start

MAN Diesel & Turbo

Conventional cam controlled

MAN Diesel & Turbo

Flexible injection start

MAN Diesel & Turbo

MAN Diesel & Turbo

Full Load curve

MAN Diesel & Turbo

FSN Comparison 32/40CD - 32/40CR

Setting for minimal

MAN Diesel & Turbo

NOx Comparison 32/40CD - 32/40CR

NOx, CR / NOx, konv.

MAN Diesel & Turbo

First CR Test Engine (6L 32/40)

Track of the MAN Diesel common rail development

extensive tests at specially installed CR system test rigs for

MAN Diesel & Turbo

MAN Diesel & Turbo

7 L 32/40 Genset in operation

MAN Diesel & Turbo

Safety and reliability

Leakage detection system

MAN Diesel & Turbo

Engine Control Unit

Layout 32/44CR + 32/40CR

Engine Control Unit

MAN Diesel & Turbo

High pressure pump (driven by 3 cams)

System overview 48/60CR

High pressure pipes

Pressure generation and -control

separate rail pressure governor for A/B row

Rail pressure control

Pressure generation and -control

Low pressure 11-12 bar

Pressure release at end of injection

Injection process control

MAN Diesel & Turbo

2/2 & 3/2 way-valve: