Los grandes motores diesel,como Sulzer yMAN,pueden utilizar fuel Oil,que es barato,lo unico que hay que precalentar el fuel oil a 70grados centigrados,para que sea mas fluido,y revisar el contenido de azufre,ya que es el combustible que se uso por años en calderas para calefaccion.El contenido de azufre debe ser bajo(50 rpm
Gas is not able to ingnite due to compression like diesel fuel (in fact, it is but it would require extreme compression ratio), it needs spark (like in normal gasoline engine) or, here in MAN engine, addition of small ammount of diesel that will iginite due to compression (air+fuel mixture gets very hot due to compression and that heat ignites it). In simple terms, diese fuel ingnites at quite low temperature (autoignition temperature is only 210 degree Celsius) and natural gas needs much higher temperature (autoignition temperature is about 538 degree Celsius). It would be almost impossible to achieve temperature that high due to compression only, ratio would be extremely high. In order to evade usage of ignite spark (like sparks in gasoline engines) MAN uses additional ignition fuel - diesel. On one side, it allowes them to make any fuel mixture ratio they need and on other, it avoids need for sparks that would unusable in diesel engine becouse they are more "dirty" and produce more char that would block spark formation.
@@electric7487 I was answering to a question that was deleted in meantime. There is no problem, I was just explaining how it works but for some reason post with the question was removed.
@@selmirikanovic Russian military engines are multifuel systems with no sparks. It's possible to achieve high compression ratios for autoignition of any fuel. They can run on any fuel or any mixture of fuels.
in the coming years, global shipping will be facing though challenges, growing energy demand is pushing up liquid fuel prices and the use of alternative fuels, become ever more attractive.in addition, rising environmental awareness leads to stricter emission regulations, especially in the IMO emssion control areas, in the future, these areas will be restricted exclusively to ships that fulfill the IMO tier 3 emission regulation, to meet these challenges for tomorrows, shipping industry MAN diesel and turbo presents its new fuel flexible 4 stroke medium speed engine, they can be used for all applications as a main engine for diesel mechanic propulsion, for diesel electric propulsion or as an auxiliary engine for onboard power generation, the MAN 35 44 DF, its dual fuel technology with 2 separate injection systems makes it run on any fuel available. no matter if its liquid fuel such as heavy fuel oil, marine diesel oil, marine gas oil, or gas fuel like LNG, the 35 44 DF is based on MAN world proven 32 44 CR engine both engine feature a state of the art common rail system with injection pressures of upto 16 000 bars, in diesel mode, this system and other technologies enable the 35 44 DF to fulfill the current emiission regulation IMO tier 2 to meet the even stricter emission limits of future regulation IMO tier 3, the 35 44 DF can also operate in gas mode, switching to gas can be done on the fly as loads between 15 and 100% with no loss in engine power, to ignite the air gas mixture, a small amount of liquid fuel is injected by a separete pilot fuel system, in gas mode, the MAN 35 44 DF fully complies with IMO tier 3 lowering CO2 emission by 20% and other emission levels by up to 99% and beyond, compared to liquid fuel operation. in addition using gas and fuel, also provides substantial economic advantages over the past years the price diffference between liquid and gas fuels has increased steadily and is expected to keep growing, as fuel makes up the largest partnership operating cost, reducing fuel expenses is the most efective way to keep shipping affordable, already now using natural gas as main fuel enable ship owner to save fuel cost in a double digit percentage, compared to a conventional diesel engine, when looking at total operating cost, the savings potential becomes even higher, the mAN 35 44DF allows ship operatos to fully harness this potential plus the flexibility to switch between fuels at any time, for optimum resource utilization. for sustained operation on a wide range of gas qualitis, the 35 44 DF features a fuel sharing mode, in this mode both gas and diesel supply systems are active which lets the engine run on multiple ratio on gas and liquids fuel, this makes the 35 44 DF virtually immnune to variations in gas fuel quality, allowing it to operate even on gas that would be unusable for a conventional gas engine. highest power output in its class, compliance with IMO TIER 2 and tier 3 without after treatment system, low operating cost due to affordable gas fuel complete fuel flexibilty, a robust design based on proven engine technology the ability to upgrade IMO tier 2 compliant, 32 44 CR engine to dual fuel operation entirely on board, and an increased vessel resale value due to an engine that fulfills all regulations for many years to come, all this makes the MAN 35 44 DF the perfect choice to keep cost of ownership down and give ship operators the flexibility and sustainability they need. with a 35 44 DF and the larger 51 60 DF, MAN DIESEL TURBO offers its customers a complete range of fuel flexible 4 stroke medium speed engines that fulfill all economic environmental demand of tomorrow shipping industry, today.
Why are so many of the four-stroke medium-speed engines in ships configured for reverse (clockwise) rotation? I come from the automotive world and this strikes me as very odd.
Large ship propulsion engines operate in both directions - clockwise or anti-clockwise - depending on the actual ship, engine and propeller application. Single propeller vessels’ standard propeller direction of rotation (seen from aft) is usually clockwise. This means that a propeller directly coupled to a two-stroke low-speed engine requires the engine to rotate clockwise when sailing ahead. For going astern with a fixed pitch propeller, the engine will be stopped - and then re-started in anti-clockwise direction. For a geared four-stroke medium-speed engine plant (with reduction gearbox between engine and propeller) the usual engine direction of rotation is anti-clockwise due to the two-shaft gearing. Four-stroke engines are unidirectional and the reversing with a fixed pitch propeller is done with a reverse step in the reduction gearbox. For twin screw vessels, however - the usual standard is that portside propellers operate clockwise and starboard operate anti-clockwise. Inward turning propellers, with engines rotating correspondingly, depending again as above on their design as either two-stroke (same direction as propeller) or four-stroke (counter direction).
A bit late, but anyways... A spark ignition engine uses a spark, which is just a temperature rise to start ignition, which doesn't work with higher air/fuel ratios. This engine uses diesel fuel to start ignition by raiseing the Temperature AND pressure in the cylinder, this pressure rise allows them to run leaner air/fuel ratios than a spark ignition engine can.
Qué les parece usar gas "HHO" + Diesel ó Fuel-Oil...? Si quieren un Equipo eléctrico para producir gas "HHO" con más del 90% de eficiencia energética, estamos a las órdenes...
![ARGENTINA vs. BOLIVIA [6-0] | RESUMEN | ELIMINATORIAS SUDAMERICANAS | FECHA 10](http://i.ytimg.com/vi/C3wPtKNbAOA/mqdefault.jpg)
Excelente, sistema de dois combustível, Diesel & Gás.
Los grandes motores diesel,como Sulzer yMAN,pueden utilizar fuel Oil,que es barato,lo unico que hay que precalentar el fuel oil a 70grados centigrados,para que sea mas fluido,y revisar el contenido de azufre,ya que es el combustible que se uso por años en calderas para calefaccion.El contenido de azufre debe ser bajo(50 rpm
the theme of DF engines collects popularity and surprisingly so few comments very swiftly ......
Gas is not able to ingnite due to compression like diesel fuel (in fact, it is but it would require extreme compression ratio), it needs spark (like in normal gasoline engine) or, here in MAN engine, addition of small ammount of diesel that will iginite due to compression (air+fuel mixture gets very hot due to compression and that heat ignites it). In simple terms, diese fuel ingnites at quite low temperature (autoignition temperature is only 210 degree Celsius) and natural gas needs much higher temperature (autoignition temperature is about 538 degree Celsius). It would be almost impossible to achieve temperature that high due to compression only, ratio would be extremely high. In order to evade usage of ignite spark (like sparks in gasoline engines) MAN uses additional ignition fuel - diesel. On one side, it allowes them to make any fuel mixture ratio they need and on other, it avoids need for sparks that would unusable in diesel engine becouse they are more "dirty" and produce more char that would block spark formation.
you are saying ,something is missing or wrong ?
yes thats a good technical compromise - where is the problem?
Yes, and... what's the problem?
@@electric7487 I was answering to a question that was deleted in meantime. There is no problem, I was just explaining how it works but for some reason post with the question was removed.
@@selmirikanovic Russian military engines are multifuel systems with no sparks. It's possible to achieve high compression ratios for autoignition of any fuel. They can run on any fuel or any mixture of fuels.
Yall hiring in the states? Cause building one of these monsters has to be one of the coolest jobs ever. Or only Deutschland?
송순호 교수님, 다음부터는 이 동영상 링크를...
Wir können auch größere Motoren bauen und regenerieren ❗
Wir in Hamburg können das sehr gut, da wir viel Erfahrung damit haben ❣👍
in the coming years, global shipping will be
facing though challenges, growing energy demand is pushing up
liquid fuel prices and the use of alternative fuels, become
ever more attractive.in addition, rising environmental
awareness leads to stricter emission regulations, especially
in the IMO emssion control areas, in the future, these
areas will be restricted exclusively to ships that fulfill
the IMO tier 3 emission regulation,
to meet these challenges for tomorrows, shipping industry
MAN diesel and turbo presents its new fuel flexible 4 stroke
medium speed engine, they can be used for all applications
as a main engine for diesel mechanic propulsion, for diesel
electric propulsion or as an auxiliary engine for onboard
power generation, the MAN 35 44 DF, its dual fuel technology
with 2 separate injection systems makes it run on any fuel
available. no matter if its liquid fuel such as heavy fuel
oil, marine diesel oil, marine gas oil, or gas fuel
like LNG, the 35 44 DF is based on MAN world proven 32 44 CR engine
both engine feature a state of the art common rail system
with injection pressures of upto 16 000 bars, in diesel
mode, this system and other technologies enable the 35 44 DF to fulfill
the current emiission regulation IMO tier 2
to meet the even stricter emission limits of future regulation
IMO tier 3, the 35 44 DF can also operate in gas mode,
switching to gas can be done on the fly as loads between
15 and 100% with no loss in engine power, to ignite the air
gas mixture, a small amount of liquid fuel is injected
by a separete pilot fuel system, in gas mode, the MAN 35 44 DF
fully complies with IMO tier 3 lowering CO2 emission by 20% and other
emission levels by up to 99% and beyond, compared to liquid fuel
operation. in addition using gas and fuel, also provides
substantial economic advantages over the past years the price
diffference between liquid and gas fuels has increased
steadily and is expected to keep growing,
as fuel makes up the largest partnership operating cost,
reducing fuel expenses is the most efective way to keep shipping
affordable, already now using natural gas as main fuel
enable ship owner to save fuel cost in a double digit percentage,
compared to a conventional diesel engine, when looking at total
operating cost, the savings potential becomes even higher,
the mAN 35 44DF allows ship operatos to fully harness this potential
plus the flexibility to switch between fuels at any time,
for optimum resource utilization. for sustained operation
on a wide range of gas qualitis, the 35 44 DF features a
fuel sharing mode, in this mode both gas and diesel supply systems
are active which lets the engine run on multiple ratio
on gas and liquids fuel, this makes the 35 44 DF virtually immnune
to variations in gas fuel quality, allowing it to operate even on gas
that would be unusable for a conventional gas engine.
highest power output in its class, compliance with IMO
TIER 2 and tier 3 without after treatment system, low operating
cost due to affordable gas fuel complete fuel flexibilty, a robust
design based on proven engine technology the ability to
upgrade IMO tier 2 compliant, 32 44 CR engine to dual fuel
operation entirely on board, and an increased vessel resale
value due to an engine that fulfills all regulations for
many years to come, all this makes the MAN 35 44 DF the
perfect choice to keep cost of ownership down and give ship operators
the flexibility and sustainability they need.
with a 35 44 DF and the larger 51 60 DF, MAN DIESEL TURBO offers its
customers a complete range of fuel flexible 4 stroke medium
speed engines that fulfill all economic environmental demand
of tomorrow shipping industry, today.
nice engine
are there 2 stroke versions
Why are so many of the four-stroke medium-speed engines in ships configured for reverse (clockwise) rotation? I come from the automotive world and this strikes me as very odd.
Large ship propulsion engines operate in both directions - clockwise or anti-clockwise - depending on the actual ship, engine and propeller application.
Single propeller vessels’ standard propeller direction of rotation (seen from aft) is usually clockwise.
This means that a propeller directly coupled to a two-stroke low-speed engine requires the engine to rotate clockwise when sailing ahead. For going astern with a fixed pitch propeller, the engine will be stopped - and then re-started in anti-clockwise direction.
For a geared four-stroke medium-speed engine plant (with reduction gearbox between engine and propeller) the usual engine direction of rotation is anti-clockwise due to the two-shaft gearing. Four-stroke engines are unidirectional and the reversing with a fixed pitch propeller is done with a reverse step in the reduction gearbox.
For twin screw vessels, however - the usual standard is that portside propellers operate clockwise and starboard operate anti-clockwise. Inward turning propellers, with engines rotating correspondingly, depending again as above on their design as either two-stroke (same direction as propeller) or four-stroke (counter direction).
Отличное видео !!!!
A que pruebas es sometido el sistema dual fuel antes y después alguien por favor q me diga
I got two questions: Why is the gas not able to ignite without some liquid fuel? And what is that liquid fuel? I guess it's gas oil but I am not sure.
obvious , there is no spark.the small amount of diesel ignite the gas. in pure diesel exhaust temp. reach 350-400 ' C.
A bit late, but anyways...
A spark ignition engine uses a spark, which is just a temperature rise to start ignition, which doesn't work with higher air/fuel ratios.
This engine uses diesel fuel to start ignition by raiseing the Temperature AND pressure in the cylinder, this pressure rise allows them to run leaner air/fuel ratios than a spark ignition engine can.
Qué les parece usar gas "HHO" + Diesel ó Fuel-Oil...? Si quieren un Equipo eléctrico para producir gas "HHO" con más del 90% de eficiencia energética, estamos a las órdenes...
I want to know exactly speech dialog in the video.
Is great two kick bore stroke bigguer graphyc torq
stupid fuel emissions...
Так треба щє газ возити та бункероватись...Це небезпечно.