英文原文
Chapter 9 Low speed engines—introduction
Low speed two-stroke engine designers have invested heavily to maintain their dominance of the mainstream deepsea propulsion sector formed by tankers, bulk carriers and containerships. The long-established supremacy reflects the perceived overall operational economy, simplicity and reliability of single, direct-coupled crosshead engine plants. Other factors are the continual evolution of engine programmes by the designer/licensors in response to or anticipation of changing market requirements, and the extensive network of enginebuilding licensees in key shipbuilding regions. Many of the standard ship designs of the leading yards, particularly in Asia, are based on low speed engines.
The necessary investment in Ramp;D, production and overseas infrastructure dictated to stay competitive, however, took its toll over the decades. Only three low speed engine designer/licensors—MAN Bamp;W Diesel, Mitsubishi and Sulzer (now part of the Wauml;rtsilauml; Corporation)—survived into the 1990s to contest the international arena.
The roll call of past contenders include names either long forgotten or living on only in other engineering sectors: AEG-Hesselman, Deutsche Werft, Fullagar, Krupp, McIntosh and Seymour, Neptune, Nobel, North British, Polar, Richardsons Westgarth, Still, Tosi, Vickers, Werkspoor and Worthington. The last casualties were Doxford, Gouml;taverken and Stork whose distinctive engines remain at sea in diminishing numbers. The pioneering designs displayed individual flair within generic classifications which offered two- or four-stroke, single- or double- acting, and single- or opposed-piston configurations. The Still concept even combined the Diesel principle with a steam engine: heat in the exhaust gases and cooling water was used to raise steam which was then supplied to the underside of the working piston.
Progress in the performance development of low speed engines in the popular circa-600 mm bore class is illustrated in Figure 9.1.
Recent years have seen the addition of intermediate bore sizes to enhance coverage of the power/speed spectrum and further optimize engine selection. Both MAN Bamp;W Diesel and Sulzer also extended their upper power limits in the mid-1990s with the introduction of super-large bore models—respectively of 980 mm and 960 mm bore sizes—dedicated to the propulsion of new generations of 6000 TEU- plus containerships with service speeds of 25 knots or more. The 12- cylinder version of MAN Bamp;Wrsquo;s current K98MC design, delivering 8 640 kW, highlights the advance in specific output achieved since he1970s when the equivalent 12-cylinder Bamp;W K98GF model yielded ust under 36 800 kW. Large bore models tailored to the demands of ew generation VLCC and ULCC propulsion have also been introduced.
Successively larger and faster generations of post-Panamax containerships have driven the development of specific output and upper power limits by low speed engine designers. To ensure that containership designs with capacities up to and exceeding 10 000 TEU can continue to be specified with single engines, both MAN Bamp;W and Wauml;rtsilauml; extended their respective MC and Sulzer RTA programmes. Wauml;rtsilauml; raised the specific rating of the Sulzer RTA96C design by 4 per cent to 5720 kW/cylinder at 102 rev/min, and introduced an in-line 14-cylinder model delivering up to 80 080 kW. (The previous power ceiling had been 65 880 kW from a 12-cylinder model.)
MAN Bamp;W responded to the challenge with new 13- and 14-cylinder variants of the K98MC and MC-C series, offering outputs from 74 230 kW to 80 080 kW at 94 or 104 rev/min. These series can also be extended to embrace 15- to 18-cylinder models, if called for, taking the power threshold to just under 103 000 kW. Such an output would reportedly satisfy the propulsive power demands of containerships with capacities up to 18 000 TEU and service speeds of 25–26 knots. In 2003 MAN Bamp;W Diesel opened another route to higher powers: a 1080 mm bore version of the MC engine was announced with a rating of 6950 kW/cylinder at 94 rev/min, the 14-cylinder model thus offering 97 300 kW.
V-cylinder configurations of existing low speed engine designs have also been proposed by MAN Bamp;W Diesel to propel mega-containerships, promising significant savings in weight and length per unit power over traditional in-line cylinder models. These engines would allow the higher number of cylinders to be accommodated within existing machinery room designs (Figure 9.2).
Parallel development by the designer/licensors seeks to refine existing models and lay the groundwork for the creation of new generations of low speed engine. Emphasis in the past has been on optimizing fuel economy and raising specific outputs but reliability, durability and overall economy are now priorities in Ramp;D programmes, operators valuing longer component lifetimes, extended periods between overhauls and easier servicing.
Lower production costs through more simple manufacture and easier installation procedures are also targeted, reflecting the concerns of enginebuilder/licensees and shipyards. More compact and lighter weight engines are appreciated by naval architects seeking to maximize cargo space and deadweight capacity within given overall ship dimensions.
In addition, new regulatory challenges—such as noxious exhaust emission and noise controls—must be anticipated and niche market trends addressed if the low speed engine is to retain its traditional territory (for example, the propulsion demands of increasingly larger and faster containerships which might otherwise have to be met by multiple medium speed engines or gas turbines).
A number of features have further improved the cylinder condition and extended the time between overhauls through refinements in piston design and piston ring configurations. A piston cleaning ring incorporated in the top of
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英文原文 |
译文 |
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Chapter 9 Low speed engines—introduction |
第九章 低速船用发电机—介绍 |
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Low speed two-stroke engine designers have invested heavily to maintain their dominance of the mainstream deepsea propulsion sector formed by tankers, bulk carriers and containerships. The long-established supremacy reflects the perceived overall operational economy, simplicity and reliability of single, direct-coupled crosshead engine plants. Other factors are the continual evolution of engine programmes by the designer/licensors in response to or anticipation of changing market requirements, and the extensive network of enginebuilding licensees in key shipbuilding regions. Many of the standard ship designs of the leading yards, particularly in Asia, are based on low speed engines. |
低速二冲程柴油机设计者已投入大量资金，以保持其在由油轮，散货船和集装箱船形成的主流深海推进部门的主导地位。 长期以来的主导地位反映了单个直接联接的十字头发动机工厂的整体运营经济性，简单性和可靠性。 其他因素分别是设计师/许可证颁发者响应或预期不断变化的市场需求以及关键造船地区的建造许可证持有者的广泛网络以及柴油机程序的不断演变。特别是在亚洲， 许多领先船坞的标准船舶设计，是基于低速柴油机。 |
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The necessary investment in Ramp;D, production and overseas infrastructure dictated to stay competitive, however, took its toll over the decades. Only three low speed engine designer/licensors—MAN Bamp;W Diesel, Mitsubishi and Sulzer (now part of the Wauml;rtsilauml; Corporation)—survived into the 1990s to contest the international arena. |
然而，为了保持了竞争力，在研发，生产和海外基础设施的必要投资付出了过去几十年的代价。 只有三个低速柴油机设计师/许可人 - MAN B＆W Diesel，Mitsubishi和Sulzer（现在Wauml;rtsilauml;公司的一部分） - 进入20世纪90年代，以竞争国际舞台。 |
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The roll call of past contenders include names either long forgotten or living on only in other engineering sectors: AEG-Hesselman, Deutsche Werft, Fullagar, Krupp, McIntosh and Seymour, Neptune, Nobel, North British, Polar, Richardsons Westgarth, Still, Tosi, Vickers, Werkspoor and Worthington. The last casualties were Doxford, Gouml;taverken and Stork whose distinctive engines remain at sea in diminishing numbers. The pioneering designs displayed individual flair within generic classifications which offered two- or four-stroke, single- or double- acting, and single- or opposed-piston configurations. The Still concept even combined the Diesel principle with a steam engine: heat in the exhaust gases and cooling water was used to raise steam which was then supplied to the underside of the working piston. |
过去的竞争者的名单包括长期被遗忘或仅存在于其他工程部门的名字：AEG-Hesselman，Deutsche Werft，Fullagar，Krupp，McIntosh和Seymour，Neptune，Nobel，North British，Polar，Richardsons Westgarth，Still，Tosi ，Vickers，Werkspoor和Worthington。 最后消逝的是Doxford，Gouml;taverken和Stork，其独特的创意家居仍然以数量减少的形式在海上存在着。 开创性设计在通用分类中显示独特风格，其提供两冲程，四冲程，单动或双动作，以及单或对置活塞配置。 Still概念甚至将柴油机原理与蒸汽机结合：废气和冷却水中的热量用于产生蒸汽，然后将蒸汽供应到工作活塞的下侧。 |
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Progress in the performance development of low speed engines in the popular circa-600 mm bore class is illustrated in Figure 9.1. |
流行的大约600mm内径级别的低速船用柴油机的性能发展过程如图9.1所示。 |
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Recent years have seen the addition of intermediate bore sizes to enhance coverage of the power/speed spectrum and further optimize engine selection. Both MAN Bamp;W Diesel and Sulzer also extended their upper power limits in the mid-1990s with the introduction of super-large bore models—respectively of 980 mm and 960 mm bore sizes—dedicated to the propulsion of new generations of 6000 TEU- plus containerships with service speeds of 25 knots or more. The 12- cylinder version of MAN Bamp;Wrsquo;s current K98MC design, delivering 8 640 kW, highlights the advance in specific output achieved since he1970s when the equivalent 12-cylinder Bamp;W K98GF model yielded ust under 36 800 kW. Large bore models tailored to the demands of ew generation VLCC and ULCC propulsion have also been introduced. |
近年来，增加了中间孔尺寸以增强功率/速度谱的覆盖并进一步优化柴油机的选择。 MAN B＆W Diesel和Sulzer都在90年代中期推出了超大型孔径模型，分别为980 mm和960 mm孔径，专用于推动新一代6000 TEU-集装箱船的功率限制， 运行速度为25节或更高。 MAN B＆W的12缸版本的当前K98MC设计，提供8 640 kW，突出显示了自20世纪70年代以来当等效的12缸B＆W K98GF型号产生36,800 kW以下时的特定输出的提升。 大孔径模型也适合于新一代VLCC和ULCC推进的需求。 |
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Successively larger and faster generations of post-Panamax containerships have driven the development of specific output and upper power limits by low speed engine designers. To ensure that containership designs with capacities up to and exceeding 10 000 TEU can continue to be specified with single engines, both MAN Bamp;W and Wauml;rtsilauml; extended their respective MC and Sulzer RTA programmes. Wauml;rtsilauml; raised the specific rating of the Sulzer RTA96C design by 4 per cent to 5720 kW/cylinder at 102 rev/min, and introduced an in-line 14-cylinder model delivering up to 80 080 kW. (The previous power ceiling had been 65 880 kW from a 12-cylinder model.) |
随后越来越大的后巴拿马型集装箱船已经驱动了低速柴油机设计者的具体产量和功率上限的发展。为了确保集装箱设计的容量高达甚至超过10 000 TEU，可以继续使用指定的单个柴油机，MAN B＆W和Wauml;rtsilauml;深化了他们各自的MC和苏尔寿RTA计划。 Wauml;rtsilauml;将Sulzer RTA96C设计的具体额定值提高了4％，达到5720 kW /缸，转速为102转/分钟，并推出了直列式14缸模型柴油机，最大输出功率可达80 080 kW。 （之前的功率顶极限是65 880 kW从12缸模型。） |
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MAN Bamp;W responded to the challenge with new 13- and 14-cylinder variants of the K98MC and MC-C series, offering outputs from 74 230 kW to 80 080 kW at 94 or 104 rev/min. These series can also be extended to embrace 15- to 18-cylinder models, if called for, taking the power threshold to just under 103 000 kW. Such an output would reportedly satisfy the propulsive power demands of containerships with capacities up to 18 000 TEU and service speeds of 25–26 knots. In 2003 MAN Bamp;W Diesel opened another route to higher powers: a 1080 mm bore version of the MC engine was announced with a rating of 6950 kW/cylinder at 94 rev/min, the 14-cylinder model thus offering 97 300 kW. |
MAN B＆W采用新型13和14缸变量的K98MC和MC-C系列，以94或104转/分钟的速度输出74 230 kW至80 080 kW。 如果有需要，这些系列也可以扩展到包括15到18缸型号，将功率阈值降至刚刚低于103 000 kW。 据报道，这样的产量满足容量高达18 000 TEU和服务速度为25-26节的集装箱船的推进动力需求。 在2003年，MAN B＆W柴油公司开通了另一条更高功率的柴油机：一台1080毫米内径的MC柴油机，其额定功率为6950 kW /气缸，转速为94转/分，14缸发动机为97 剩余内容已隐藏，支付完成后下载完整资料 资料编号：[141665]，资料为PDF文档或Word文档，PDF文档可免费转换为Word |
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