CONSEIL INTERNATIONAL DES MACHINES A COMBUSTION

INTERNATIONAL COUNCIL ON COMBUSTION ENGINES

SWIRL INJECTION LUBRICATION - A NEW TECHNOLOGY TO OBTAIN LOW CYLINDER OIL CONSUMPTION WITHOUT SACRIFICING WEAR RATES

Sven Lauritsen, Advisor, Senior Project Manager, Hans Jensen Lubricators A/S Smedevnget 3, DK-9560 Hadsund, Denmark Tel.: +45-9857 1911 Fax: +45-9857 1387 Email: hjl@hjlubri.dk Jrn Dragsted, Senior Superintendent Engineer, A. P. Mller Esplanaden 50, DK-1098 Kbenhavn K, Denmark Tel.: +45-3363 3363 Fax: +45-3363 4543 Email: cphtechsermae@maersk.com Bert Buchholz, Project Manager, MET Motoren- und Energietechnik GmbH Erich-Schlesinger-Str. 50, D-18059 Rostock, Germany Tel.: +49-381 440 3220 Fax: +49-381 440 3212 Email: bert.b@met-online.com

ABSTRACT
Cylinder wear and cylinder lubrication oil consumption are essential parameters for the operating economy of large 2-stroke diesel engines. Therefore it is of great economic importance to minimise the cylinder wear and/or the consumption of cylinder oil. The new HJL SIP lubrication concept meets these demands. Tests in service have shown a potential of up to 50% cylinder oil savings without trade-off in liner wear. The paper describes the system and the methods used in designing and testing the system, before final testing in service. The results obtained during approximately 10,000 hours of service are described and discussed.

INTRODUCTION
During the last 25 years a continuous increase in specific cylinder oil dosage has taken place for 2stroke engines. This development has partly been triggered by the introduction of super long stroke engines where actual service results have proved this increase particularly necessary. Similarly, results from the other engine types with shorter stroke have led to engine designers recommendations of increased lubrication. One may wonder why this development never has been thoroughly questioned, as a) the sulphur content has by and large remained unchanged and consequently the TBN of the lubrication oil has remained more or less firmly at the level of 70 irrespective of lubrication brand. b) the pure lubrication demand has never reached the dosages actually applied. The cost split of keeping a cylinder unit in service, as shown in fig. 1, may indicate why.

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The distribution shown is based on a rather low specific cylinder lubrication consumption of 0.65 g/BHPh (MCR) when liner and rings are run-in. It is obvious that the apparent cure for poor cylinder condition, the increased lubrication oil consumption, has been accomplished on the users account, being the only party to pay for the cylinder oil. The high lubrication oil dosage is not just a matter of increased costs it is just as well a matter of environmental considerations as engine smoke formation and oil sludge production naturally is increased with the cylinder oil consumption.

users to reduce the lubrication dosage by about 50%.

DESCRIPTION OF THE SYSTEM

The main criterion for the project has, as mentioned, been the need for a better initial distribution of the cylinder oil on the liner surface. Furthermore, it was desirable to improve the timing of the lubrication and, if possible, make it less crucial, based on the following conditions: In most traditional systems the pressure level in the cylinder oil supply tubes is comparatively low, (typically a few bar). The cylinder oil can only enter the inner liner surface, if the cylinder pressure is lower than the pressure in the oil supply tubes. Consequently, the cylinder oil is not necessarily dosed at the optimal position of the piston, in relation to the position of the oil quill. The oil compliance due to dissolved air in the oil may even imply that more lubricator piston strokes are needed before oil is supplied to the cylinder surface. In the HJ SIP lubrication system, the dosing takes place before the piston top reaches the oil quills. Due to their special design the valves in the cylinder liner do not open until a well defined relatively high pressure in the oil supply tubes has been reached. The lubricator pump stroke is effected shortly after the scavenging air ports close, during the upward movement of the piston. The pressure in the oil supply tube will always be so much higher than the pressure in the cylinder at the time of dosing that dosing is taking place at every lubricator pump stroke. Because of the early timing, the timing point is not as crucial as it is in systems where the oil has to be supplied during the very short period when the piston rings are off the oil quill. The delay due to the ultimate velocity of the pressure wave is in this connection of less importance, but it can of course be taken into consideration when the timing point is determined/optimised. During the upward movement of the piston the scavenging air in 2-stroke uniflow diesel engines is subjected to a powerful rotation at the same time as the gas is dislocated upwards in the cylinder. The gas in the cylinder thus follows a helical path or a swirl on its way from the scavenging air ports to the exhaust valve. An oil drop in this swirl will due to the centrifugal force be forced against the cylinder wall and eventually settle there. This effect is utilised by introducing the oil portions in the cylinder through nozzles as a cone of oil droplets of suitable size. By adjusting the nozzle dimensions, the oil Congress 2001, Hamburg

Piston rings Cylinder 2% Manpower liners 3% 16% Pistons 6% Cylinder oil 73%
Fig. 1, Typical Cylinder Cost Distribution, K90MC-engines

In the light of the above considerations it is quite obvious that the cylinder lubrication system as such needed thorough scrutinisation. The final development and testing of a new system is based on a cooperation and development between the authors companies. The result of the endeavours is now available in the shape of a patent pending system, HJ SIP lubrication (Swirl Injection Principle) [1]. Here a new technology has been brought about to enable a possible lower lubrication dosage. The gas swirl in the cylinders of 2-stroke uniflow engines is used to carry fine atomised oil droplets to the entire periphery of the cylinder liner prior to the passing of the piston rings. The basic idea of bringing the lubricant close to the top of the cylinder liner where the highest wear takes place is not new and has been known in several 2-stroke engines with 2-level lubrication, however, the oil distribution on the liner sliding surface has previously not been dealt with. The results obtained show a potential for most

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Fig. 2, HJ SIP Lubrication System

outflow speed and the pressure before the nozzle, it is possible to control the system parameters in such a way, that practically all the oil settles on the cylinder wall before it is caught up by the piston top. The directions of the nozzles as compared to the flow in the cylinder are arranged in such a way that the interaction between the individual oil droplets and the gas flow in the cylinder ensures that the oil droplets hit the cylinder wall periphery over an area corresponding to 1-2 times the distance between two neighbouring oil quills. Within this area the thickness of the oil layer varies, however with a good coverage over at least an area corresponding to the distance between two neighbouring quills. In this way the oil is distributed nearly evenly over the cylinder periphery already before the piston ring passage. Furthermore, the upward direction of the nozzle will cause the oil to hit the cylinder wall higher up than the nozzles. If the nozzles are placed at the same height in the cylinder as the existing oil quills the oil will then, already when introduced in the cylinder, not alone be better distributed over the cylinder surface but also be delivered to the cylinder surface closer to the cylinder top where the need for lubrication is higher. Both of these conditions cause a better utilisation of the oil with an expected improved ratio between cylinder life and lube oil consumption.

The supply of oil to the cylinder surface is effected timed and in volumetric measured portions by means of a modified HJ timed lubricator. The principle design of the system is shown in fig. 2. At suitable intervals a number of valves (3) are placed in the cylinder liner (5), which are characterised by being adjusted to open at a certain pressure in the supply tube (2) leading from the lubricator (1) to the individual valves (3). At the end of the valves (3), a little recessed from the inner liner surface, a nozzle (4) is mounted, through which the oil is transformed to droplets when the pressure in the supply tube (2) reaches a certain pre-set value. The valves (3) are designed according to the same principles as traditional fuel valves. The oil leak occurring due to the design is lead through a return tube (6) back to the lubricator (1) or the supply tank (7). The valve design is in principle the same as is known from traditional fuel valves. They are characterised by not opening until the pressure in front of the valve has reached a pre-set pressure, which is the pressure necessary for the formation of oil droplets. Furthermore, there is a very small volume between the valve seat and the nozzle, which minimizes after-drops and ensures that dosing starts practically at the same time as the valve opens.

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Fig. 4, HJ SIP Lubrication Valves, Mounting Possibilities

PLANNING
By the end of year 2000, the system has been operating on two cylinders on a MAN B&W 12K90MC in a sailing vessel for approximately 10,000 operation hours. As mistakes in connection with such a test can be extremely costly, an extensive 3-step design and verification programme preceded the installation: 1. Before designing the system a series of computer simulations were carried out with the purpose of making the expected effect of the system probable. The simulations are based on a dynamic model of the gas flow in an engine cylinder in which the oil is introduced through nozzles, as described above. 2. Design of valves etc. for the system. 3. With the purpose of demonstrating the oil settling on the cylinder wall and the function of the system on the whole, a test rig in the form of a helical wind tunnel, fig. 5, was designed and constructed. In full scale it simulates the scavenging air flow in the cylinder at the expected injection time of the cylinder oil. The results from the tests were in good conformity with the computer simulations and the expectations to the system. Computer simulations of the air flow in the wind tunnel formed the basis for the actual wind tunnel dimensions.

Fig. 3, HJ SIP Lubrication Valve

The valve design appears from fig. 3: The pressure tube is connected to the inlet (2) and the oil is lead through a strainer unit (3) to the space (5) between the valve housing (4) and the inner part (7). From there further on to the inclined holes (9) in the inner part which also contains the seat for the valve needle (8). The valve is kept closed by the spring (6). When the axial force on the valve needle from the oil pressure exceeds the spring force the valve opens for the oil to enter the space (12) in front of the nozzle opening. The spring force and thereby the opening pressure of the valve can be adjusted by means of the adjusting screw (1). The leak oil is carried off through the leak oil connection (10). The valve housing is mounted in a bore in the cylinder liner (11) and fastened with two screws as shown in fig. 4. Fig. 2 shows the valves mounted radially in the cylinder liner. This mounting is clearly the most simple, however, outer conditions may necessitate a non-radial mounting. Such possibilities are shown in fig. 4. The system may be mounted on new engines or retrofitted on engines already in operation.

COMPUTER SIMULATIONS
Three major areas for the utilisation of simulation tools within the project were defined. The first part was to determine the gas flow conditions inside the cylinder in order to obtain knowledge about the environment into which the oil spray was to be

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injected. The second part was to determine a spray type which is able to produce an appropriate oil film at the cylinder liner surface. Finally, the geometry of a wind tunnel for testing different valves and prototypes was developed. Determination of flow conditions inside the cylinder The main targets for the oil film were easily found: distribution around the full liner circumference, even wall film thickness, horizontal position and emerging time according to the engine dynamics, maximised efficiency (oil mass injected/oil mass in wall film). What could not be answered readily was the question of which spray parameters would be necessary to produce such an oil film. Whereas spray lubrication is standard technology in several industrial applications, the utilisation of spray for lubrication inside a cylinder of a 2-stroke diesel engine is a completely new application. The main challenges to be faced were the strong and constantly changing gas flow conditions inside the cylinder. Consequently, the determination of the flow conditions inside the cylinder of a large 2-stroke cross-head diesel engine was the task. It was decided to carry out a CFD-Analysis (Computational Fluid Dynamics) of the flow processes inside the cylinder of an MAN B&W K90MC engine during scavenging and compression. A detailed virtual model of the cylinder was generated. It consisted of the cylinder liner with its inlet ports and a part of the air box, the cylinder cover with exhaust valve, exhaust valve housing with bottom piece, and the piston. The movements of piston and exhaust valve were modelled to allow for scavenging flow and compression. Using this model, a transient simulation of the turbulent flow from begin of scavenging till the end of compression (piston in TDC) was carried out. The fluid properties of the scavenging air and the exhaust gas were considered as well as the component temperatures and pressure values. Fig. 5 shows the velocity field inside the cylinder for a position of 220 crankshaft using a vertical cutting plane through the computer model, and a horizontal cutting plane A-A as shown. The latter is enlarged for clarity. The results showed a fairly strong and stable, reproducible swirl flow inside the cylinder for a significant period of time between end of scavenging and end of compression. This flow was analysed regarding its velocity components rotational and upwards), near wall profile, temperature and pressure.
Fig 5, Calculated Axial and Rotational Gas Velocity Field in Cylinder

These results were assessed by all partners using their individual specific experience and the time window most suitable for lubricating oil injection was fixed. Congress 2001, Hamburg

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Determination of spray parameters and nozzle geometry In the second part of the simulation-based predevelopment phase the interaction between the droplets of a spray and the general flow inside the cylinder of an MAN B&W K90MC engine was investigated. The target was to determine the influence of different spray parameters on the sprays capability to produce a wall film. The solution approach chosen for this investigation was based on a CFD-simulation strategy. A sub-model of the cylinder was used and the simulated flow field from the first step of the investigation was transferred on this sub-model. The formation of a spray cloud from a nozzle, the influence of the air flow and of the cylinder liner surface (wall) was predicted using additional, tailormade numerical sub-routines. Thus, the major properties of the injected oil (density, viscosity, temperature, surface tension, mass etc.), the injection nozzle parameters (direction, spray cone angle, injection timing, injection velocity etc), the air flow (velocity components, pressure, temperature) and the liner surface parameters (shape and position) were all taken into account for the simulation of the wall film (position, size, thickness).

for two different injection angles are compared in Fig. 6. The results of all cases were assessed regarding wall film parameters such as mass, covered area, shape etc. The optimum spray parameters were established and the main nozzle parameters necessary to generate such a spray were derived. These nozzle parameters were: the hole diameter, ratio of hole diameter/hole length, spray direction, spray cone angle, operation pressure and pump stroke length. Unfortunately, some of these parameters cannot be directly determined by means of calculations or simulations. Consequently, the fine tuning had to be done using experiments. Development of wind tunnel design The subject investigated in the final part of the simulations was the layout of an appropriate test channel. This channel was to be used for experimental investigations of different nozzles with respect to sprays and wall films produced by these nozzles. Therefore, the test channel not only had to represent the general geometrical dimensions of the cylinder but also the typical flow field inside the cylinder as it was determined during the first part of the investigations. Thus, the target was to fix the layout of the test channel in such a way, that the shape of the channel produces an internal flow field similar to the flow conditions inside the cylinder. A second target was to minimise the dimensions necessary for this test channel in order to simplify the handling of the channel and to minimise the size of the laboratory needed. As a result of the simulations the geometry of the channel was fixed, the segment to be used for the experiments was described and advise was given how to improve the inflow conditions into the wind tunnel. See fig 7.

FULL SCALE LABORATORY TESTS

The purpose of the laboratory tests was to demonstrate the results from the computer simulations under conditions as close to reality as possible before mounting the equipment in cylinders in operation. In this way the largest possible safety for eliminating mistakes before mounting in a vessel was obtained. A test rig of a principle design as shown in fig. 7 was designed and constructed for the laboratory tests. The central part of the test rig is designed as a twisted wind tunnel made from transparent plastic (acrylic). The diameter of the inner side of the

Fig. 6, Calculated Spray Pattern for Two Different Spray Angles

The influence of different spray parameters could thus be investigated very efficiently. A considerable number of different cases was analysed to obtain a good overview on spray parameters and their influence on the wall film generation. Spray patterns

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SIP Valve

Wind tunnel SIP Valve

Wind Tunnel

Cylinder liner (900mm)

PressureTransducer

Oil supply Blower

Blower

Fig. 7, Wind Tunnel, Principle

Fig. 8, Wind Tunnel

tunnels outer wall is 900 mm, corresponding to the cylinder diameter of the MAN B&W K90MC engine on which the equipment was later to be mounted. The cross-sectional dimensions of the tunnel are 200 x 400 mm. A powerful blower supplies the tunnel with air flow in the twisted part of the tunnel corresponding to the ultimate velocity of the scavenging air in the engine at the time of dosing. Between the blower and the twisted part of the tunnel nearest to the blower a grid consisting of a pile of 140 mm long tubes, with their centre lines parallel to the flow, have been inserted together with a straight piece of wind tunnel of 2.25 meters. The purpose is to stabilise the flow before it enters the twisted part of the tunnel. For the same reason there is a non-transparent piece of straight tunnel after the twisted part of the tunnel. The transparent twisted part of the tunnel allows visual observation of the dosing process and the resulting distribution of the oil on the tunnel surface. The valve injecting the oil is mounted in a cylindrical cover in the curved outer surface of the tunnel. The inner side of the cover is flush with the cylinder surface in order to avoid turbulence. The cover is attached by a special holder, facilitating mounting and dismounting of the valve and allowing access to the inner side of the tunnel for cleaning between the tests. The valve is placed somewhat after the change between the straight and the twisted part of the tunnel, but in the lower half of the tunnel. At this place the effect of the flow shifting between the CIMAC

straight and the twisted part has decreased so much that it has no practical significance. Fig. 8 shows a photo of the actual test rig where the valve position can be seen. Air velocities in the tunnel are measured by means of a Pitot tube. Fig. 9 shows the variation of the air velocity over the cross-section of the wind tunnel, measured in the straight part of the wind tunnel just before the entrance to the twisted part. A modified traditional timed Hans Jensen lubricator was applied for dosing the oil to the valves. Cross-sectional dimensions, climbing angle and positioning of the dosing valve in the tunnel were determined based on computer simulations described elsewhere in this paper. The static pressure in the wind tunnel was the atmospheric pressure and the air temperature was approximately 20 degrees Celsius. Both parameters deviate from the values prevailing in an engine in operation. It would, however, be very difficult to consider these in the test. In order to compensate best possible for the temperature influence an oil was applied, which viscosity at room temperature is the same as the cylinder oil viscosity at liner temperature which is presumed to be approximately 85 degrees Celsius. It was estimated that the risk in connection with the deviations was minimal due to the high pressure in the oil supply tube and based on considerations Congress 2001, Hamburg

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Fig. 10 shows a representatively simultaneous pressure recording measured on the two pressure gauges. From this appears that the time delay for the pressure wave is approximately 5 milliseconds for a 6.2 m tube length, corresponding to a velocity of approximately 1,200 m/s, i.e. approximately the sonic speed in the oil. This time delay can simply be included when the timing is determined. During the same period the engine piston has moved approximately 60 mm. Even a considerable uncertainty as far as the delay is concerned is tolerable, as the demand for the timing is far less strict than for systems, where the oil is dosed during the passage of the piston rings. The results shown in fig. 10 are obtained with the oil used for the wind tunnel tests. Similar tests with the correct cylinder oil have confirmed these results. Fig. 9, Air Velocities across the Wind Tunnel Cross Section regarding among other things evaporation of oil which was estimated to be minimal at the prevailing temperatures. Two dynamic pressure gauges are inserted in the pressure tube. One immediately after the lubricator and one immediately before the dosing valve. In connection with the carrying out of the full scale tests it was verified that the oil compressibility and the tube compliances with the applied valves have no negative effect on the timing even in supply tubes up to more than 6 meters long. The tests showed that oil is dosed at each lubricator pump stroke at the pump frequencies and the dosing rates valid for the actual engine.
Pipe length 6.2 [m] pressure at lubricator 5[msec] pressure at valve

To save time, the tests have been concentrated on an MAN B&W K90MC engine. It is reasonable to assume that as test and computer simulations conform so well with each other, as is the case, computer simulations should be sufficient basis for implementation in other engine types and sizes. The period from the lubricator pump stroke and until the oil settles on the cylinder wall is so short, that it is difficult to follow it with the naked eye, and traditional video recordings are too slow. Therefore, video has been recorded with high speed sampling equipment with a picture frequency of 1,000 pictures per second. The video sequences have confirmed the assumption that the oil acts as expected as compared to the presentation and the computer simulations.

8,5 8,3 8,1 Pressure [MPa] 7,9 7,7 7,5 7,3 7,1 6,9 6,7 2,17 2,175 2,18 2,185

2,19

2,195

Quills

Time [msec]

Fig. 10, Pressure Recordings, immediately after the Lubricator and immediately before the Valve

Fig. 11, Oil Distribution on Wind Tunnel Wall typical Example

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By running a few pump strokes with the lubricator and manually drawing the distribution of the oil on a transparent piece of paper on the transparent twisted part of the wind tunnel, a series of drawings of the distribution contours have been produced. These show good conformity with the predictions of the computer simulations. Fig. 11 shows a reproduction of such a distribution graph. The darkest areas represent the thickest layer of oil. The cone angle of the oil droplets has in the tests shown to be somewhat smaller than assumed in the simulations but the oil distribution on the cylinder wall showed to be in reasonably good conformity with the simulations. There has been no attempt to collect the oil settling on the wind tunnel wall in order to verify, in that way, that the cylinder wall benefits from all the oil. However, it turned out that it was not possible to determine oil settling in the straight part of the wind tunnel after the twisted part, even after a long period of running the equipment. This is interpreted as proof that the cylinder surface actually benefits from all the oil. It has furthermore been demonstrated that a modified traditional HJ lubricator is capable of delivering the pressure necessary for the formation of oil droplets. Tests have been carried out at 80 bar without problems, however, based on the test results, the pressure level for the operation tests were set at 35-40 bar.

touching the liner, as described by Mikkelsen & Bryndum [3]. The PCR was installed in all cylinders prior to starting the test and the slide valves were introduced during the tests as explained below. The average wear rate of the liners until the slide valves were introduced were 0.150 mm/1000h (scuffed liners excluded) at a cylinder oil dosage between 0.65 and 0.85 g/BHPh (MCR) after running-in of the liners and rings. It was decided to install the new lubrication system on two cylinders, with cylinder 7 as the first and cylinder 12 next - after thorough test of system components in cylinder 7. This decision was proved right, as some components actually needed modification before functioning as expected. At the time of writing the system has been in operation for about 10,000 hours and apart from measuring the liners in the traditional manner and monitoring the cylinder oil dosage, a special test of 15 days duration with an activated top piston ring has been performed. Traditional wear measurements In fig. 12 the cylinder lubrication oil dosage and the cylinder liner wear is shown covering the entire test period (that is to be continued for some time). It is clearly seen that some difficulties were encountered on cylinder 7 during the first nearly 4,000 running hours, hence the dotted line in that period for the liner wear and similarly for cylinder 12 for the first 1,000 hours. What went wrong was unforeseen lubricator adjustment problems leading to an uncontrolled reduction of cylinder oil dosage. Furthermore the timing needed adjustment. It is, however, worth to mention that no scuffing occurred on liner and rings during that period. Table 1, Particulars of the Test Engine, MAN B&W 12K90MC Overall engine data: Cylinder Bore, mm 900 Stroke, mm 2550 Revolutions, rpm 94 Mean Effective pressure, bar 18 Max. Cylinder Pressure, bar 140 Cylinder configuration: Dual cast, split Cylinder Liners with PCR ring CPR, RVK,PM14 plasma-coated, top piston ring Texaco Taro Special Cylinder Oil, TBN 70

TESTS IN SERVICE
The practical test has been carried out onboard M/V Sovereign Maersk, a container vessel trading between Europe, the Far East and the west coast of the United States. The vessel is equipped with a 12-cylinder MAN B&W K90MC, mark VI engine having the following particulars of special interest for this test, see table 1. This engine type has, since the very first went into service, seen quite a development in fuel equipment in order to combat heavy coke deposits in the combustion chamber and the exhaust system. The coke formation on the piston top land reached such dimensions that it wiped off the oil from the cylinder sliding surface. As a consequence of the above the standard fuel valves were exchanged with so-called slide valves as described by Pedersen [2], and furthermore a piston cleaning ring, (PCR) positioned in the top of the liner was introduced to prevent coke from

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After the rectification of the system the development in liner wear has been rather
2,0 1,9 1,8 1,7 1,6 1,5 1,4 1,3 1,2 1,1 1,0 0,9 0,8 0,7 0,6 0,5 0,4 0,3 0,2 0,1 0,0

As one of the features of this new lubrication technology is to distribute the oil evenly high up in

Standard Fuel Valve

Slide Valve

Liner wear, mm & lube oil dosage, g/BHPh (MCR)

Dosage cyl 7 Liner wear cyl 7 Dosage cyl 12 Liner Wear cyl 12

10000

11000

12000

13000

14000 15000 16000 Engine running hours

17000

18000

19000

20000

Fig. 12, Cylinder Oil Dosage and Liner Wear during the first 9,000 Hours Testing moderate. In the latest period the wear rate has been less than 0.02 mm/1000 h. At the same time the lube oil dosage has gradually been reduced and then kept at a fairly low level, in cylinder no.12 down to 0.51 g/BHPh (MCR). It is of course difficult to measure such a low wear development with a high accuracy using the traditional cylinder calibration gauge. However, the wear pattern on the liner surface has since the start of the test been carefully observed and the slow disappearance of the wave cut has thus confirmed that the measurements were reasonably accurate. the cylinder liner and above the standard lube oil quills of such engines one could fear that this would lead to oil starvation in the lower part of the liner. The wear measurements taken from top to bottom and in four diagonal directions show, however, that the specific wear all over the liner is very low and actually below some of the best results obtained in a similar, comparable engine with the traditional lubrication system. Fig. 13 shows a comparison of wear distribution in the liner between the traditional and the spray lubrication system. The lube oil dosage for the traditional system is 0.65 to 0.7 g/BHPh to be compared with the dosage shown for cylinder no. 12 in fig 12.

Specific Wear, mm/1000h

Wear mm, Fuel Sulphur %

0.08 0.06 0.04 0.02 0.00 0 500

4,5

6334 h, tradit. lubrication 6037 h, spray lubrication

4,0 3,5 3,0 2,5 2,0 1,5 1,0 0,5 0,0 10000 12000 14000 16000 18000 20000 Sulphur Cyl. 7 Cyl. 12 Control cyl.6

1000

1500

2000

Distance from Liner Top, mm

Engine running Hours

Fig. 13, Cylinder Liner Wear Pattern for a Traditional and a SIP Lubrication System CIMAC

Fig. 14, Cylinder Wear and Sulphur Content of Fuel Oil during the Test Period 930 Congress 2001, Hamburg

In order to compare the absolute wear result obtained in the test cylinders and to the highest possible degree eliminate any uncertainty, reference cylinders on the same engine have been selected. Actually the first 6 cylinders of the engine is now equipped just as the two test cylinders in respect of liner type, piston ring configuration and fuel valves. A comparison of the wear development of one of the reference cylinders (Cyl. No. 6) and the two test cylinders is shown in fig. 14. The wear rate of cylinder 6 has during the test period been 0.172 mm/1000h at a lubrication oil dosage between 0.65 and 0.7 g/BHPh (MCR). In fig. 14 is also shown the sulphur content of the fuel bunkered during the entire test period. The trendline show that the sulphur content has been low between 15,000 and 19,000 hours. This is, however, not reflected in the wear rates, the wear of the control cylinder is actually increased during that period. During most of the test cylinder drain oil analysis has been performed covering all cylinders. One would expect that the TBN of the drain oil from the two test cylinders would be reduced relative to the other cylinders as the dosage in test cylinders is relatively low. This is not the case, as seen in fig. 15. It is not possible to identify the test cylinders based on the TBN of the drain oil. For the time being no explanation can be offered on this phenomenon. A parameter of great influence on absolute cylinder wear measured over a period of time is the engine load. This has previously been discussed by Dragsted [4], who suggested a so-called load profile number, LPN to be used in the evaluation of the severity of the engine operation (LPN = the average load in percent of MCR + the number of running hours at a load higher than 80% MCR in percent of all running hours).

The LPN for the MAN B&W 12K90MC engine during the discussed test period has been 132, which according to previous experience is considered as rather high even for container vessel engines. The influence of engine load on piston ring wear will be demonstrated in the following section. Radio-Nuclide measurements To determine the influence of engine load on the wear at the piston ring/cylinder liner system under real operation conditions a sophisticated wear measurement was carried out at one of the cylinders equipped with SIP lubrication. The measuring technology used was the RadioNuclide Thin Layer Difference (RN-TLD)-Method, which works without any disturbance of the tribologic system. The RN-TLD-Method is explained in [5], The typical measurement set-up chain is shown in fig. 16. In addition to previous measurements which could be carried out only when the engine was stopped (off line), the latest developments in the RN-TLD-Method allow socalled online measurements, i.e. measurements with the engine running at arbitrary speed and load. The basic concept of the RN-TLD-Method consists of the generation of radioactivity in the surface of the component which is to be investigated (i.e. the piston ring). To accomplish this, the plasma coated CPR-ring was exchanged with a standard, noncoated, oblique cut piston ring. Is this surface exposed to abrasive wear, a loss in radioactivity can be measured using highly sensitive probes. The actual wear rate can be determined by comparing the measured loss in activity with a calibration curve and taking into consideration the natural loss of activity as well as the geometry and surface roughness of the investigated component. The necessary levels of radioactivity are extremely low allowing measurements aboard vessels as well as at test beds.

45 40 35

TBN

30 25 20 15 10 5 0 1 2 3 4 5 6 7 8 9 10 11 12

Cylinder Number
Fig. 15, Analysis of Cylinder Drain Oil Fig. 16, Schematic View Measurement at a Piston Ring of Wear

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Results Online measurements were carried out throughout the whole voyage, off-line measurements were made during port times. The results of both measurements were in good agreement. Only little running in effects were observed. The measured wear rates of the top piston ring varied between 0.01mm/1000h and 0.065mm/1000h. Tendencies between oil injection timing and wear, oil injection dosage and wear and load and wear could be measured. Fig. 17 shows a summary of the results of all measurements. Measurements with similar engine operation conditions led to similar wear rates confirming a reproducible functionality of the system. The cylinder oil timing chosen for the entire service test (standard timing) showed a generally low wear rate, which increased with increasing engine load (hatched area in fig 17). The measurements with changed injection timing confirmed the fact that the SIP lubrication system is not sensitive to such changes, considering the big steps of plus/minus 15 degrees crank angle. Generally, the variations in the injection timing led only to small changes in the wear rates which, however, all are at a very low level. The earlier timing led to increased wear at higher loads whereas the later injection timing did not show any load dependence. The oil dosage was reduced in several steps. The measured wear rates did not increase even for the lowest dosage of 0.44 g/BHPh (MCR).
Fig. 17, Measured Wear Rates dependent on Engine Load, Lubrication Oil Injection Timing and Oil Dosage. rates even with very low cylinder oil dosages. The scope for cylinder oil savings will for most users be close to 50%. The duration of the tests onboard does of course not correspond to normal service expectations, but it is also the intention to continue the tests and further to increase the number of engines to be equipped with the system produced according to normal manufacturing standards (not test equipment).

REFERENCES
[1] Patent application Lubricating system engines PCT/DK99/00599 for large diesel

The potential of the system to reduce lubricating oil consumption without trade-off in liner wear was confirmed. During all measurements no abnormal wear phenomenon were recorded. This was confirmed by the final inspection of the liner at the end of the measurements. The wear rates remained at a very low level during all the tests.

[2]

Pedersen, P. S., The Intelligent Engine One Solution to NOx Reduction, ISME 2000-PD-22. Mikkelsen, U., & Bryndum, L., Large Bore Engines Problems and Countermeasures, The Motor Ship Marine Propulsion Conference 2000. Dragsted, J. Engine Cylinder Condition, from delivery and some 10 years ahead. CIMAC Congress London 1993, paper D15. Bludszuweit, S., Schwarte, J., Prescher, K. & Richter, B., A Super-Sensitive Method for Wear Measurements Inside Ship Engines, CIMAC Congress Copenhagen 1998.

[3]

[4]

CONCLUSION
The experiments and tests carried out with a new lubrication system, based on the new technology of injecting cylinder oil into the air swirl in the engine cylinder, prove that the system can work as expected with low cylinder and piston ring wear [5]

CIMAC

932

Congress 2001, Hamburg