Camless Engines On Ships

R. V. Mandale#, R. V. Aital*, Mrs.Suchita P. Lokhande#

Dept of Marine Engg,PVPPCOE, Sion, Mumbai * Dept of Gen. Science, PVPPCOE, Sion, Mumbai # Dept. of Mechanical Engg, ShreeRam Polytechnic, Airoli, Navi Mumbai
rvmandale@rediff.com hodfe@pvppcoe.ac.in 3suchita.lok@gmail.com
2 1

Abstract This paper will discuss development of computer controlled low speed crosshead engines and the application prospects for such the application prospects for such Intelligent Engines. Computerized systems, e.g. for cargo management, satellite navigation and satellite communication, have been used for quite some time in merchant vessels. However, the market has traditionally not favored having electronics integrated as essential parts of the main engine an exception being the use of electronic governors. Keywords Hydraulic Power Supply (HPS), Cylinder

market from 2001, dispense with the camshaft and exploit hydraulicmechanical systems supported by electronic hardware and software for activating fuel injection and the exhaust valves. ME engines became available in bore sizes from 500 mm to 1080 mm offering the same outputs as their MC engine counterparts.

Control Unit(CCU),Engine Control Unit (ECU),Specific Fuel Oil Consumption (SPFC),Moment Compensator electronic (MCE),Moment Compensator with Cam(MCC) I. INTRODUCTION The need for flexibility to cope with diversified emission limits and increasing demands for reliability will undoubtedly lead to comprehensive use of electronic hardware and software in marine engines. This significant investment in development capacity was not only meant for the development of future Intelligent Engine but it will also enhance the reliability of conventional as well as Intelligent engines and facilitate new applications for the former provided, of course, that the owners are prepared to invest in the new systems and that the crews use them accordingly! The introduction of the electronically controlled camshaft-less low speed diesel engines, which is now gaining momentum, is a milestone in diesel technology that deserves a place in history like Rudolf Diesels first engine in Augsburg, the 1912 motor vessel Selandia. This paper will outline how advantage of this new technology in its ME (Marine Engines) range of engines is taken by combining traditional, proven technologies with enhanced electronic control so as to design engines which, is both production-friendly and operationally easy to handle, yet will provide all benefits to the owner and operator of contemporary and future software achievements [1]

Fig. 1: Diesel Engine II. WHAT IS CAMLESS ENGINE? A camless engine is the one in which the camshaft has been removed and electronic control is implemented for exhaust valve actuation and for fuel injection.[3] In this engine, the camshaft functions are replaced by an electronically controlled set of actuators. These actuators control the Starting air valves, Start and Reversing sequences, Governor function, Auxiliary blowers, Electronically Profiled Injection (EPIC) and Exhaust valve actuation. This is done with far greater precision than camshaftcontrolled engines. The exhaust valves, as on the MC engines, are opened hydraulically and closed by an air spring. The actuator is hydraulically driven by pressurized control oil via an on/off type valve. The Starting air distributor has now been replaced by electronically controlled on/ off valve which, in

In an MC engine the camshaft mechanically controls fuel injection and exhaust valve operation, a linkage that delivers very limited timing flexibility. Electronically controlled MAN B&W ME-series engines, introduced to the

conjunction with the ECU and the CCU, control the Starting air valves. The hydraulic power is provided by the Hydraulic Power Supply (HPS) units placed at the aft end of the engine. The Camless system, being electronically controlled, is fully integrated with other MAN B&W Diesel developments such as more efficient fuel and lube oil injection and the CoCoS engine diagnostic platform. This control makes the overall optimisation of each system even more effective and reliable. The ECS can fully control and optimize the combustion process at any load by electronically controlling the valves according to the crankshaft position.[4] WHY CAMLESS ENGINES WERE INTRODUCED? Camshaft-controlled diesel engines have been the state of the art ever since the birth of reciprocating machinery and have been refined and developed ever since. However, a mechanical cam is fixed once made and, in spite of various mechanical and hydraulic add-on devices like VIT, etc., timing control possibilities are limited with mechanical cams. Not least fuel injection pressure control and variation over the load range have limitations with a cam controlled engine. Therefore, the main purpose of changing to electronic control is to ensure fuel injection timing and rate, as well as the exhaust valve timing and operation, exactly when and as desired. Especially with respect to the fuel injection rate, the control system has been so designed that it is possible to maintain a rather high injection pressure also at low load, without the limitation from the camshaft-controlled engine, where this would result in too high pressure at high load. Both the cam angle, inclination and length are electronically variable. In addition, the ME engine features electronic control of the cylinder lube oil feed, With the Alpha Lubrication system, about 0.3 g/bhph cyl. Oil can be saved, compared with engines with mechanical lubricators. The electronic control of the engine fuel injection and exhaust valves improves low-load operation, engine acceleration, and give better engine balance and load control, leading to longer times between overhauls, also by implementation of enhanced diagnostics systems. It will give lower fuel consumption, lower cylinder oil consumption and, not least, better emission characteristics, particularly with regard to visible smoke and NOx. For the ME engines, the electronic control system has been made complete. Hence, the ME engine features fully integrated control of all functions like the governor, start and reversing, fuel, exhaust and starting valves, as well as cylinder oil feeding.[3],[4] III. THE INTELLIGENT ENGINE CONCEPT To meet the operational flexibility target, it is necessary to have great flexibility in the operation of at least the fuel injection and exhaust valve systems. Achieving this objective with cam-driven units would require substantial

mechanical complexity that would hardly contribute to engine reliability. [2] To meet the reliability target, it is necessary to have a system that can protect the engine from damage due to overload, lack of maintenance, mal-adjustment, etc. A condition monitoring system must be used to evaluate the general engine condition so as to maintain the engine performance and keep its operating parameters within the prescribed limits and to keep it up to as new standard over the lifetime of the engine. A new type of drive has to be used for the injection pumps and the exhaust valves and that an electronic control and monitoring system will also be called for.

Fig 2. The Intelligent Engine concept The upper part shows the Operating Modes which may be selected from the bridge control system or by the intelligent engines own control system. The control system contains data for optimal operation in these modes, which consist of a number of single modes corresponding, for instance, to different engine loads and different required emission limits. The fuel economy modes and emission controlled modes (some of which may incorporate the use of an SCR catalytic clean-up system) are selected from the bridge. The optimal reversing/crash stop modes are selected by the electronic control system itself when the bridge control system requests the engine to carry out the corresponding operation. The engine protection mode is, in contrast, selected exclusively by the condition monitoring and evaluation system, regardless of the current operating mode. Should this happen in circumstances where, for instance, reduced power is unacceptable for reasons of the safety of the ship, the protection mode can be cancelled from the bridge.

The centre of Fig.2 shows the brain of the system: the electronic control system. This analyses the general engine condition and controls the operation of the following engine systems (shown in the lower part of Fig. 2): the fuel injection system, the exhaust valves, the cylinder lubrication system and the turbocharging system. Some of the control functions for these units are, as mentioned above, pre-optimised and can be selected from the bridge. Other control functions are selected by the engine condition monitoring system on the basis of an analysis of various input from the units on the left and right sides of Fig.2: general engine performance data, cylinder pressure cylinder condition monitoring data and output from the Load Control Unit. The Condition Monitoring and Evaluation System is an on-line system with automatic sampling of all normal engine performance data, supplemented by cylinder pressure measurements, utilising our CoCoS-EDS system. When the data-evaluation system indicates normal running conditions, the system will not interfere with the normal pre-determined optimal operating modes. However, if the analysis shows that the engine is in a generally unsatisfactory condition, general countermeasures will be initiated for the engine as a unit. For instance, if the exhaust gas temperature is too high, fuel injection may be retarded and/or the exhaust valves may be opened earlier, giving more energy to the turbocharger, thus increasing the amount of air and reducing the exhaust gas temperature. At all events, the system reports the unsatisfactory condition to the operator together with a fault diagnosis, a specification of the countermeasures used or proposed, and recommendations for the operation of the engine until normal conditions can be reestablished or repairs can be carried out. ELEMENTS OF THE ME-C ENGINE The mechanical difference between an MC-C engine and its electronically controlled counterpart, the ME-C engine, constitutes a number of mechanical parts made redundant and replaced by hydraulic and mechatronic parts with enhanced functions and are summarised below: The following parts are omitted: Chain drive Chain wheel frame Chain box on frame box Camshaft with cams Roller guides for fuel pumps and exhaust valves Fuel injection pumps Exhaust valve actuators Starting air distributor Governor Regulating shaft Mechanical cylinder lubricator Local control stand The above-mentioned parts are replaced by:

Hydraulic Power Supply (HPS) Hydraulic Cylinder Units (HCU) Crankshaft position sensing system Electronically controlled Alpha Lubricator Engine Control System (ECS), controlling the following: Electronically Profiled Injection (EPIC) Exhaust valve actuation Fuel oil pressure boosters Start and reversing sequences Governor function Starting air valves Auxiliary blowers

Fig.3

MC and ME engines, mechanical differences

As to installation aspects, the fig. 4 illustrates that, apart from the cabling of the control network, an ME-C engine and an MC-C engine are practically the same for a shipyard, as detailed below:

Fig. 4: Installation aspects ME Engine Overall height: same Engine seating: same Engine outline: modifications with no influence for yard Engine weight: slightly reduced Engine pipe connection: back flush from filter on engine added, other connections are unchanged Gallery outline: slight modifications Top bracing exhaust side: same Capacity of auxiliary machinery: same Lubricating oil system: slightly modified Specification and installation of governor Omitted Other systems: same Cabling: cables added for communication and network. Actually, there is a small simplification, as illustrated in Fig. 5 below, in that the tooling for the exhaust valve system and fuel oil pressure booster system is simpler.

proven technology, and the fuel valves are of a standard design. Second and third-generation fuel injection pumps are much simpler than the first-generation design, and their components are smaller and easier to manufacture. A major feature of the third-generation pump is its ability to operate on heavy fuel oil; the pump plunger is equipped with a modified umbrella design to prevent heavy fuel from entering the lube oil system. The driving piston and injection plunger are simple and kept in contact by the fuel pressure acting on the plunger and the hydraulic oil pressure acting on the driving piston. Both the beginning and the end of the plunger stroke are controlled solely by the fast-acting NC valve, which is computer controlled.

Fig.6(A) Development of fuel injection pump for ME engine Optimum combustion (and thus optimum thermal efficiency) calls for an optimized fuel injection pattern, which in a conventional engine is generated by the fuel injection cam shape. Large two-stroke engines are designed for a specified maximum firing pressure and the fuel injection timing is controlled so as to reach that pressure with the given fuel injection system (cams, pumps, injection nozzles).[5] For modern engines, the optimum injection duration is around 1820 crank angle at full load, and the maximum firing pressure is reached in the second half of that period. To secure the best thermal efficiency, fuel injected after the maximum firing pressure is reached must be injected (and burned) as quickly as possible in order to obtain the highest expansion ratio for that part of the heat released. From this, it can be deduced that the optimum rate shaping of the fuel injection is one showing an increasing injection rate towards the end of injection, thus supplying the remaining fuel as quickly as possible.

Fig.5 ME engine , installation aspects PARTS OF A CAMLESS ENGINE ME Engine Systems Fuel injection system A common rail servo oil system applies the cool, clean and pressurized lube oil to power the fuel injection pump of each cylinder. Each cylinder unit is provided with a servo oil accumulator to ensure sufficiently swift delivery of oil in accordance with the requirements of the injection system, and to avoid heavy pressure oscillations in the associated servo oil pipe system. The movement of the pump plunger is controlled by a fast-acting proportional control valve (a so called NC valve), which, in turn, is controlled by an electric linear motor that receives its control input from a cylinder control unit. The fuel injection pump features well

wear than a traditional fuel oil pump and, with its significantly larger sealing length (compared with the conventional Boschtype fuel pumps), a much longer lifetime can be expected.

Fig6(b). Fuel injection system The camshaft of the conventional engine is designed accordingly, as is the fuel injection system of the ME engine. In contrast to the camshaft-based injection system, however, the ME system can be optimized at a large number of load conditions. Fig. 7(b) Electronic fuel injection (ELFI) MAN Diesel claims that the fuel injection system for the ME engines can execute any sensible injection pattern needed to operate the engine. It can perform as a singleinjection system as well as a pre-injection system with a high degree of freedom to modulate the injection in terms of injection rate, timing, duration, pressure or single/double injection. In practice, a number of injection patterns are stored in the computer and selected by the control system for operating the engine with optimum injection characteristics from dead slow to overload, as well as during astern running and crash stop. Changeover from one to another of the stored injection characteristics may be executed from one injection cycle to the next.

Fig. 7(a) Electronic fuel injection (ELFI Phase 1 1. The pistons move to the bottom position 2. The fuel inlet is open 3. Hydraulic oil leaves the hydraulic oil chamber via the ELFI valve 4. The accumulators are supplied by the Hydraulic Power Supply. The pressurised hydraulic oil is held back by the closed ELFI valve Phase 2 5. The ELFI valve is activated upwards, closing the return flow and opening for the flow of pressurised hydraulic oil. The oil passes through the ELFI valve and fills the hydraulic chamber. 6. The high pressure forces the pistons upwards. 7. The fuel oil inlet is closed 8. The pressure on the fuel oil rises and exceeds the force of the spring in the cylinders fuel injection valve Figs.7(a) and 7(b) outline the media and plunger movements in respect to a signal to the ELFI from the engine control system. The fuel oil pressure booster is less exposed to

Exhaust valve actuation system

The ELVA valve which drives the exhaust valve is driven by the same servo oil system as that for the fuel injection system, using cool pressurized lube oil as the

working medium. The necessary functionality of the exhaust valve is less complex than fuel injection, however, calling only for the control of the timing of its opening and closing. This is arranged by a simple fast-acting on/off control valve. Well-proven technology from the established MC engine series was retained. The actuator for the exhaust valve system is of a simple, two-stage design. The first-stage actuator piston is equipped with a collar for damping in both directions of movement. The second-stage actuator piston has no damper of its own and is in direct contact with a gear oil piston transforming the hydraulic system oil pressure into oil pressure in the oil push rod. The gear oil piston includes a damper collar that becomes active at the end of the opening sequence, when the exhaust valve movement will be stopped by the standard air spring. [5]

This platform encompasses several integrated units: the Engine Interface Control Units (EICU), Engine Control Units (ECU), Auxiliary Control Units (ACU) and Cylinder Control Units (CCU).

Fig. 9: Electronic Control The EICUs handle the interface to external systems. The ECUs perform engine control functions: engine speed, running modes and start sequence. The ACUs control the hydraulic power supply and auxiliary blower pumps. The CCUs control fuel injection, valve actuators and starting air valves. Reductions in the Specific Fuel Oil Consumption (SFOC) are achieved at part load. This is due to the maximum pressure being maintained over a wider load range and without overloading the engine. Redundant computers connected in a network provide the control functions of the camshaft (timing and rate shaping). The engine control system an integrated element of the IEcomprises two engine control units (ECU), a cylinder control unit (CCU) for each cylinder, a local control terminal and an interface for an external application control system. Both the ECU and the CCU were developed as dedicated controllers, optimized for the specific needs of the IE (Fig.9).

Fig.8 Electronic exhaust valve actuation (ELVA) The actuator on the exhaust side has two positions , open or closed. When it is opened by a binary signal from the engine control system, the hydraulic oil is forced in and pushes the pistons upwards, thus opening the engines exhaust valve via the hydraulic push rod. The pressure is permanently maintained until the ELVA valve is activated to block the pressure when the required exhaust phase is completed. The exhaust valve is returned to its closed position by the force from the air spring.

Control system : All the computers in the system, referred to as Engine Interface Control Unit, Engine Control Units, Cylinder Control Units and Auxiliary Control Units, are of exactly the same execution and can replace each other, in that they will adapt to the desired functionality of the particular location once installed, including if replaced by a spare.The engine is controlled and monitored via the ECS.

The ECU controls functions related to the overall condition of the engine. It is connected to the plant control system, the safety system and the supervision and alarm system, and is directly connected to sensors and actuators. The ECUs function is to control the action of the following components and systems:[6], [7] The engine speed in accordance with a reference value from the application control system (an integrated governor control). Engine protection (overload protection as well as faults) Optimization of combustion to suit the running condition Start, stop and reversing sequencing of the engine Hydraulic (servo) oil supply (lube oil) Auxiliary blowers and turbocharging. The cylinder control unit (CCU) is connected to all of the functional components to be controlled on each cylinder, its purpose to control the activation of fuel injection, the exhaust valve, the starting valve, and the cylinder lubricator for a specific cylinder. Since each cylinder is equipped with its own controller (the CCU), the worst consequence of a CCU failure is a temporary loss of power from that particular cylinder (e.g., similar to a sticking fuel pump on a conventional engine). The engine controller (ECU) has a second ECU as a hot standby, which, in the event of a failure, immediately takes over and continues the operation without any change in performance (except for the decreased tolerance for further faults until repair has been completed). In the event of a failure in a controller, the system will identify the faulty unit, which can be simply replaced with a spare. As soon as the spare is connected, it will automatically be configured to the functions it is to replace, and resume operation. As both the ECU and the CCU are implemented in the same type of hardware, only a few identical spares are needed. If failures occur in connected equipmentsensors, actuators, wiresthe system will locate the area of the failure and, through built-in guidance and test facilities, assist the engine operating staff in the final identification of the failed component. ADVANTAGES OF CAMLESS ENGINES Advantages of electronically controlled fuel injection and exhaust valve actuation :- Electronically controlled fuel injection and exhaust valve actuation allow individual and continuous adjustment of the timing for each cylinder, securing the following key benefits:- [4],[5], [6] 1. Lower SFOC and better performance parameters thanks to variable electronically controlled timing of fuel injection (VIT) and exhaust valves at any load.

2. Appropriate fuel injection pressure and rate shaping at any Load. 3. Improved emission characteristics, with lower NOx and smokeless operation. 4. Easy change of operating mode during operation. 5. Simplicity of mechanical system with well proven traditional fuel injection technology familiar to any crew. 6. Control system with more precise timing, giving better engine balance with equalized thermal load in and between cylinders. 7. System comprising performance, adequate monitoring and diagnostics of engine for longer time between overhauls. 8. Lower rpm possible for manoeuvring. 9. Better acceleration, astern and crash stop Performance. 10. Integrated Alpha Cylinder Lubricators. 11. Up-gradable to software development. Advantages and Flexibility regarding Exhaust Gas Emissions: The engine can be changed over to different low emission modes where its NOx exhaust emission can be reduced below the IMO limits if desirable due to local emission regulations. Typical smoke values for the most recent generation of MAN B&W engines are so low that the exhaust plume will be invisible, unless water vapour condenses in the plume, producing a gray or white colour. However, the NO2 may give the plume a yellowish appearance. The cylinder oil feed rate also has an impact on the particulate emission. Tests show that when the cylinder oil feed rate is reduced, the particulate emission is also reduced. As an example, on a power plant in Puerto Rico, the cylinder lube oil feed rate was reduced to meet the local EPA rules on emission. The electronic control of the fuel injection system and the exhaust valve operation, together with the fact that ME engines are normally delivered with on-line cylinder pressure measurement equipment and the engine diagnosis system CoCoS-EDS, provides a number of benefits are as follows: Well-proven conventional fuel injection pattern and technology . Adjustable injection intensity by electronically variable cam angle and cam length. The control system offers more precise timing and thereby better engine balance with equalized thermal load in and between cylinders. Uniform combustion and heat at any load. Lower rpm possible for manoeuvring. Sequential cylinder cut-off at low load. High injection pressure at low load

 Slide type zero-sack-volume fuel valves. Improved emission characteristics, i.e. lower NOx and less visible smoke at any load. System comprising performance monitoring for longer time between overhauls. FEATURES OF THE CAMLESS ENGINES:As mentioned in the introduction, the purpose of making electronic engines is focused around the virtues related to ensuring fuel injection and rate, as well as exhaust valve timing exactly when and as desired. The following graphs explain the performance curves of me engines:-

FIG. 11 Exhaust Valve Closing Time Fig. 11 gives an illustration of how already a different cam length was implemented on the 7S50ME-C engine in Frederikshavn for 100% load vs. 75% load. Thanks to the multitude of possibilities with the ELFI, the proportional valve controlling the servo oil pressure to the fuel oil pressure booster, not only the fuel oil cam length, but also the cam inclination and angle and even the number of activations per stroke can be varied for the fuel oil injection.

FIG. 10 Exhaust valve timing With respect to the exhaust valve movement, this means changing the cam length, as illustrated in Fig. 10, by simply changing the point in time of activating the ELVA valve. This can be used to control the energy to the turbocharger, both during steady and transient load conditions. Smoke-free acceleration is a natural benefit apart from SFOC optimisation at any load.

FIG.1 2 Injection Profiles Fig. 12 illustrates different profiles demonstrated during testing of the 7S50ME-C. The double injection profile is specially tailored for a significant reduction of NOx emissions as referred to later

FIG. 13Injection at 75% load, ME-C versus MC-C

Fig. 13 shows the selected injection rate on that engine at 75% load, compared with what it would have been with a fixed cam

As also illustrated, the lower SFOC comes at a price in that the NOx increases. For this reason, the first two modes to be incorporated in the control system of the ME engine, as standard, are the fuel economy mode and the low-NOx mode.

FIG 14Heat Release at 75% load, ME-C versus MC-C The resulting heat release, see Fig. 14, is the reason for selecting a more intensive injection. FIG.16 Performance Curves, ME-C versus MC-C

FIG. 15 Cylinder Pressures at 75% load, ME-C versus MC-C A better heat release mirrors a better fuel consumption, also because the pmax is higher, see Fig. 15. Such data could of course also be realised on a mechanical engine, but not while at the same time maintaining the ability to perform at 100% load. In the low end of the load scale, the possibility for controlling the timing and rate of injection gives the possibility to demonstrate stable running down to 10% of MCR-rpm, i.e. 13 rpm against a water brake only. This could be even more stable against a propeller eliminating the need for stop-and-go operation through channels and canals and making ME engines particularly suitable for shuttle tankers and lightering vessels, as well as for vessels with greatly varying load profile. General performance curves for the ME-C and MC-C engines are shown in Fig. 16. The lower part load fuel consumption is achieved by raising the pmax over the whole load range. In order to avoid too high difference between pmax and pcomp, also this pressure is raised by timing control.

FIG.16 Performance Curves, Economy versus low-NOx Fig. 16 illustrates the co-agency between SFOC, NOx, and pmax/Pcomp for the two modes. It goes without saying that an ME-C engine will comply with IMOs NOx cap also in the fuel economy mode. The low-NOx mode is intended for areas where lower than IMO NOx limits do or will apply.

FIG.17 7S50ME-C 75% load

The change from one mode to the other is a matter of seconds only and, of course, is done while running, as illustrated in Fig. 17.

IV. CONCLUSIONS To meet the increasingly diversified propulsion requirements, MAN B&W Diesel has continuously introduced up-to-date engines to supplement the well-known MC engine series. The company offers the most comprehensive and versatile engine programme in the market for virtually all commercial vessels, over the full range of sizes and types. Environmental friendliness and impeccable reliability will be the dominant development goals in the years to come. To meet these requirements at an acceptable production cost, an increasing use of electronics is foreseen, and the concept of the Intelligent Engine will be applied in the marine engines of the future just as has been seen in the automotive engine field in recent years. Operational safety and flexibility: Monitoring of the engine (based on CoCoS-EDS) identifies running conditions which could lead to performance problems The Overload Protection System ensures compliance with the load diagram and ensures that the engine is not overloaded. Since as new running conditions for the engine are maintained, maintenance costs will be lower (and Significantly improved dead slow running with low minimum rpm and stable operation together with improved combustion due to the electronic control of fuel injection. Optimum crash stop and reverse running performance. Engine braking may be obtained, reducing the stopping distance of the vessel. Faster acceleration of the engine by opening the exhaust valves earlier during acceleration.

Low specific fuel oil consumption: 114 g/bhph of ME engines. Layout flexibility, and revolutions down to 12 r/m. Optimal combination of cylinder wear and cylinder oil consumption Competitive first cost. High value for the investment Reliable maintenance cost with well-proven key components Causal Productions has used its best efforts to ensure that the templates have the same appearance. . REFERENCES
[1] Kawabata, M., Marine Diesel Engines ,Toraibojisto (Journal of Japanese Society of Tribologists). Vol. 48, no. 6, pp. 429-434. 2003 [2] Chad C. Fletcher , A Vision for the Intelligent Pipeline System and The Role of the Intelligent Engine, Presented at: GMRC 2004 Gas Machinery Conference , Oct 2004 [3]Lucien Koopmans, A Four Stroke Camless Engine, Operated in Homogeneous Charge Compression Ignition Mode with Commercial Gasoline, Paper Number: 2001-01-3610, SAE International Technical Paper, Date Published: 2001-09-24 [4] Fabio Ronchi, Carlo Rossi, Andrea Tilli, Sensing Device for Camless Engine Electromagnetic Actuators, Dept. of Electronics, Computer Science and Systems (DEIS), University of Bologna Viale Risorgimento n.2, 40136 Bologna, ITALY

Books
[5] Pounders Marine Diesel Engines And Gas Turbines By Doug Woodyard [6] Reeds Motor Engineeering Knowledge For Marine Engineers By Thomas D.Morton, Lesilie Jackson [7] Man B&W Journal Articles

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