Structural design of a two-stroke diesel engine

Henrik Andersson, MAN Diesel, Copenhagen, Denmark Abstract

Design of a large two-stroke ship diesel engine differs in one fundamental point from design of smaller engines: The prototype engine is sold. This together with the fact that an engine failure can be life threatening at sea means that smaller design change increments are usually taken. On the other hand, loading is very well defined as the engine usually runs at maximum load, 100%. By comparing strain gauge measurements on existing engines with simulations, the complete simulation chain is tested. This includes the meshed geometry, material data, structural and thermal load application, post processing routines and experimental methods. Today, the difference between the measured and calculated strain history over an engine revolution is so small that again larger design increments can be allowed. The new engine series, ME-B, includes a few large design increments. One of the most striking is the now welded main bearing support. The paper at hand describes the simulation process, its objective, what tools are being used, some of the design philosophy and some results. The design objective is to make the main bearing support as cheap as possible while still maintaining a high degree of reliability. The results show that the most severely loaded parts experience the same load as before, however it is now made of a rolled plate as compared to cast steel. As for all welded designs, the loading on the welds need to be carefully simulated. Here, it is shown how the HyperWorks suite fits into the environment where UG, in-house codes for loading, Abaqus and FE-safe are also present. A second example that will be shown is the thrust bearing design that includes elasto-hydro-dynamic oil film calculations and some HyperStudy optimisation.

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2007/08/31

Structural design of a two-stroke diesel engine

Presented by Henrik Andersson, Ph.D. New Design Department, Research & Development MAN Diesel A/S EHTC, October 2007, BERLIN

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MAN Diesel Group Locations in Europe

Employees worldwide: 6,400 Great Britain
MAN Diesel Ltd. Service Frederikshavn

Denmark
MAN Diesel A/S Service, two- and four-stroke engines, propellers

Copenhagen Holeby Stockport Colchester Rostock Hamburg

France
MAN Diesel SA Service, four-stroke engines

Villepinte/Paris

Augsburg
Saint-Nazaire Jouet

Czech Republic
Velk Bte PBS Turbo s.r.o. Turbocharger

Germany
Status: 12/05

MAN Diesel SE Service, four-stroke engines, turbocharger

3334870.2007.04.16

(GMC/PDP)

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Introduction: The Product Large Two-Stroke Diesel Engines

10K98MC-C and 6S35MC
Two-stroke Crosshead Turbo charged Low speed, 61-167 RPM Bore from 35 cm to 108 cm Stroke up to 3.45 m Up to 14 cylinders Engines range from 5.900 to 132.000 BHP Up to 2800 tonnes

Continuous demand for cost reduction Reliability is crucial

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Market Shares Worldwide Marine Diesel Engines

Low-speed diesel engines
for ships ordered in 2006 (Jan.-Sept.)
Diesel Engines

Medium-speed diesel engines

Orders June 2005 to May 2006
34%

87%

77%

9% 4%

66%

MAN Diesel Wrtsila Mitsubishi

Source:: Lloyd`s Register Fairplay Ltd.

MAN Diesel Competitors (Wrtsila, Cat/MaK)

Source: Diesel and Gas Turbine, Prop. and aux. engines > 0.5 MW

3334951.2007.06.13

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2007/08/31

Introduction
Overview of the two-stroke crosshead cycle Main bearing design today Cap Shell

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Introduction Stress / strain amplitude as calculated

Main bearing #6. Standard gauges fore side (aft cyl 5)
1000 800 600 strain x 1e6 (-) 400 200 0 -200 -400 -600 -800 -1000 Angle wrt cyl 1 TDC (deg) 0 51 103 154 206 257 308 360 BEA501 BEA502 BEA503 BEA504 BMA501 BMA502 BMA503 BMA504 BEA502 BEA503 BEA504 BMA501 BMA502 BMA503 BMA504

56112 328101 -94154 101147 81101 104100 -87145

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Problem definition
Work flow Main dimensions of the engine is decided This incudes cylinder distance, stroke, bore and Pmax A 3D sketch of the bed plate, including the main bearing is made The crankshaft is more or less designed Loading for the main bearings are calculated as a function of crankshaft angle Our work begins...

Objective: The new design should among other things: Be possible to manufacture both from a rolled plate and a casting Include as simple welding as possible Provide sufficient safety against fatigue failure
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Analysis Stress analysis of the main structure

Gas forces

Cam shaft loads Random forces from vibration Guide shoe forces Axial vibration loads In this case the load is applied as 36 load steps from 5 to 355 degrees after cylinder 1 TDC by use of an in-house program.
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Main bearing loads

Analysis Stress analysis of the main bearing

Shell elements

Solid elements

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Analysis Example of shapes

Width of the main bearing

For the main bearing there are a few shapes that are possible to alter, e.g. the width and height of the thick plate.

Height of the main bearing

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Analysis Weld analysis of the main bearing

The welds are analysed by several different methods. In this case:

1.Finding the stress amplitude by

use of FE-safe

2.Finding the two dominating

crankshaft angles and then do a simple subtraction => this equals max principle and the stress range. This gives an overview of the stress direction. Parallell or perpendicular?

3.Doing a hot spot extrapolation

and using FAT 100 with a safety factor 1.5.

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Results

25 mm thick plate

45 deg slope

170 mm thick plate

R40 rounding

10 mm nose

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Analysis Thrust bearing

1. The structure is divided into two components
- the crankshaft with the thrust collar - the structure with the bearing segments UG / HyperMesh HyperMesh HyperStudy Abaqus In-house code

2. Shapes are generated 3. Optimisation criteria are set

Shapes are applied

4. The stiffness matrices are being extracted by use of

*SUBSTRUCTURE GENERATE *SUBSTRUCTURE MATRIX OUTPUT

5. Elasto hydro dynamic calculation

of the oil film using the mean thrust Output: Oil film thickness, Oil film pressure

6. The solution is mapped back to the structure models

In-house code

7. A structural calculation of the stress and displacement Abaqus 8. New shapes are found and point 4 is repeated.
HyperStudy

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Analysis Thrust bearing parts

Aft thrust segments attached to bedplate

Crankshaft
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Analysis Example of thrust bearing shapes

Flange thickness

Groove slope

When varying collar radius the segment radius and thus MB support need to follow the shapes.

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Analysis EHD calculated pressure on segments

The top two segments carry > 40 % of the total load

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Thrust bearing- Structural stresses EHD pressures mapped onto mesh

Bedplate

Thrust collar Crankshaft (attached to the propeller)

Thrust bearing of cast design

These are the mean stresses, the varying stress is function of the mean stress depending upon ship speed, number of cylinders, propeller, etc.

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Discussion and Conclusion

Structural design: The main bearing presented will be tested on the first 6S40ME-B engine that will be running on the testbed in November 2007. The thrust bearing will run on sea trial in early 2008. Strain gauge verification will be extensive on the test bed. Over 100 strain gauges have been specified. No strain gauge verification of the thrust bearing is planned.

Software and program environment: The software environment is well functioning It is possible to write in-house codes for special purposes like load application and EHD calculation

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Coffee break

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