Precisely speaking... Something going on Miracles do

Transcription

A TOGNUM GROUP BRAND
MTUreport
The magazine of the MTU and MTU Onsite Energy brands I Issue 03I2010 I www.mtu-online.com
Precisely speaking...
Accuracy in production
Something going on
Power backup in data centers
Miracles do happen
MTU engine powers rescue drill in Chile
Editorial
Volker Heuer, Chairman and
CEO of Tognum AG and Chairman
of MTU Friedrichshafen GmbH
Fascinating precision
What is fascination? Is it children soon to be sitting around the Christmas tree in wide-eyed
anticipation of what will be revealed when their presents are unwrapped? Is it the curiosity
behind the constant pursuit of new discoveries? Or is it the passion that we feel when we
hear the powerful sound of our engines? Perhaps it is all of those things together. Whatever it
is, I certainly saw plenty of people gripped by it at the world’s biggest railway industry show,
the Innotrans. It was there that we not only received official confirmation from the German
Federal Transport Ministry of assistance for the testing of a hybrid PowerPack together with
Deutsche Bahn. We also unveiled the first example of the new generation of the highly successful Series 4000 engine, which meets the EU Stage IIIB emission standards. It is something we
have worked towards for a long time. And today, our engine is the very first engine in its class
with certification for 2012.
As you can see, we are not simply moving towards the climate conservation targets we have
been set in Europe and North America; in some areas we have already achieved them. We
launched the first new models in the lower power sector in the spring of this year, they have
now been followed by the first of the new Series 4000s in the shape of the rail version, and
there are more engines already in the starting blocks. And that is something we are proud of
because we have put a lot of work into it.
When we think about the tighter emission limits, we often only have the aspect of development
in mind. But production is equally decisive to the continuing advancement of our engines. As innovative and inventive as the developers’ ideas for preventing harmful emissions may be, it is the
Production Department that has to put them into practice. And we are talking about tolerances
of a few microns, regardless of whether its the fuel injection system or the crankcase. Our cover
story takes you on a mystery tour of the fascinating world of our production processes and reveals
what really counts in the manufacture of engines and drive systems – precision.
It is also fascinating to discover the diversity of the applications to which our engines are put, as
this issue of MTU Report once again demonstrates. A five-star hotel in the Black Forest where
world-famous, multi-award-winning master chef Harald Wohlfahrt runs the restaurant produces
its heat and electricity with a combined heat and power plant made by MTU Onsite Energy. The
lifeboats of the British Royal National Lifeboat Institution have to be self-righting if they capsize.
That means that our engines have to be able to execute an “Eskimo roll” as well – so we designed them especially for that. But I was absolutely fascinated to learn that an MTU engine
had played a part in bringing the rescue of the Chilean miners to such a speedy and successful
conclusion.
I hope you will find the same fascination in this issue of MTU Report.
Volker Heuer
2 I MTU Report 03/10
32
50
62
Contents
04
42
02
Editorial
Technology
04 Precisely speaking...
The new generation of the Series 4000
engine not only meets all required emission limits. It also demands ultra-high
precision in production.
14
News
Energy
30 Seaworthy
The fuel cell has proved it can cope
with the toughest conditions by providing
power on board a supply ship.
32 Gastropower
A five-star hotel in Germany’s Black
Forest uses a gas-fueled combined
heat and power plant to produce
green energy.
Company
22 Acting responsibly
Tognum is the parent company and MTU,
MTU Onsite Energy and L’Orange its
brands. The Group has seen a lot of
changes in recent years.
Energy
24 Something going on
MTU Onsite Energy develops emergency
power supply systems specially designed
for the requirements of data centers.
Marine
36 In a class of her own
The Milgem corvette is the pride of the
Turkish Navy. At its heart is a CODAG
propulsion system supplied by MTU.
38 Roll model
The lifeboats of the British Royal National
Lifeboat Institution have to be able to
execute an Eskimo roll in an emergency.
So their engines were specially designed
for doing a somersault as well.
Marine
42 Iron man
Inland waterway merchantman Hans
Robert Bell was the first customer to
have an MTU “Ironmen” engine below
deck. It has proven its credentials for
over a year now.
Industrial
50 When winter ends
Pistenbully snowcats are not only used
on the ski pistes. In the summer they are
converted for work in forests, vineyards
and on farms.
56 Winning hand
The best cards for future rail application
challenges: the MTU Series 4000,
Series 1600 and two PowerPack designs.
62 Miracles do happen
An MTU Series 2000 engine powered
the drill that freed the trapped Chilean
miners.
63
Imprint
Front cover: The art of machining. Crankcase
bearing surfaces are ground and polished to
micron accuracy. The geometry is then exactly measured with a high-precision gauge.
MTU Report 03/10 I 3
1 2
Accuracy in production
Precisely
speaking...
Technology
3 4
Production of the new-generation Series 4000 engines demands high
precision: 1 The common-rail fuel injection system takes shape at Tognum
subsidiary L’Orange. 2 South German manufacturer Alfing makes the
crankshafts. 3 The crankcases are supplied as unfinished castings to MTU
where final machining takes place. 4 The ADEC engine management
module is developed and produced at the MTU Electronics Center.
Technology
2
1
«
If a pressure washer produced
2,200 bar it could easily clean an aircraft
flying twelve kilometers above ground.
»
1 An unremarkable little ring with a very big job. It ensures that the fuel enters the combustion chamber at exactly the right point in time. 2 All components of the control valve
have to fit together perfectly. A special gauge calculates the relative dimensions of all parts.
So there it is then. A shiny metal part just four
millimeters across. This unremarkable component
that is hardly more noticeable than a breadcrumb
when placed on a table is an absolutely decisive
part of the new MTU Series 4000 engine. It is the
ring that seals the control valve for the fuel injection system. And that means it is responsible for
discharging the injection pressure of 2,200 bar
at precisely the right moment measured in microseconds – a very big job for such a tiny and hardly
visible component.
Technological miracle
Never before has an MTU series-production power
unit combined so many technologies as the new
rail engine. It is the first in its class to be certified
to the EU Stage IIIB emission standard. As distinct
from the previous Series 4000 rail engine, it has a
two-stage turbocharging system comprising three
turbochargers with charge-air intercooling, cooled
exhaust recirculation, a diesel particulate filter and
a new common-rail fuel injection system.
3
2
1
4
5
6
And that is where the unremarkable little ring
comes into play. It is part of the control valve
for the common-rail fuel injection system made
by L’Orange, a Tognum Group company, for the
Series 4000 engines. The valve is in the injector
and determines when an hoch much fuel is released into the combustion chamber. Running
through the valve is a small black armature which
the ring seals against the top end of the valve. A
solenoid controlled by the engine management
draws in the armature, thereby opening up a tiny
gap through which the fuel flowing past the armature and the tiny silver ring can escape, and controlling the nozzle that squirts the fuel into the
combustion chamber in finely atomized form. To
ensure complete combustion of the fuel inside
the cylinder, the developers increased the injection pressure from 1,800 to 2,200 bar, so making
certain that the fuel mixes more thoroughly with
the air. Behind those two simple figures lies a
real technological leap, the significance of which
is clear from one example: if a pressure washer
MEMO
...it is often the little things that
make a big difference. In athletics,
the winners and losers are often separated by the mere blink of an eye.
In motor racing it comes down to
hundredths of a second. In engine
production too, every millimeter
matters – in some cases every micron.
When the next phase of the emissions
legislation comes into force in 2012
and MTU launches the new generation
of the Series 4000, that will be more
true than ever. The latest engine incarnation is a quantum leap not just technologically speaking but in precision
manufacturing terms as well. Regardless of whether we are talking about
the common-rail fuel injection or the
crankcase.
Precision in pictures
The thickness of a paper clip is
one millimeter (1), and of a needle
0.6 millimeters (2). A pig’s bristle
is only 0.1 millimeters (3), a human
hair 0.06 (4) and a fiber 0.006 (5).
The manufacturing precision for an
MTU engine frequently requires accuracy to within a micron (6), that
is 0.001 millimeters.
Manufacturing a control valve for a common-rail fuel injection system is a matter of microns.
Technology
could produce that amount of pressure, it could
easily create a jet of water capable of cleaning an
aircraft flying twelve kilometers high. It is a force
almost unimaginable. To be able to withstand it,
the individual components have to be extremely
durable.
Another challenge is the frequency with which
the fuel is injected into the combustion chamber.
There are as many as 17.5 injections of fuel
every second, and counting the pre-injection and
post-injection phases, the figure is twice or three
times as high. To achieve such enormous frequencies, the moving parts have had to be made
smaller and lighter. The new control valve is
50 percent lighter than its predecessor. The
armature is 2.5 millimeters thick and the ring
just 4 millimeters across.
A matter of microns
This is where production skills are called for. The
valve will only form a pressure-tight seal if the
control valve body, the armature and the valve
seat ring fit exactly together. Which is an enormous challenge. The first stage of the process is
to machine the rings at 120,000 rpm using CBN
grinding tools, which can grind the very hardest
materials. Before the next stage, in which the armature is treated with a special extremely resistant and impact-proof coating, it is fitted precisely
to the small silver ring. The play between the two
must not be more than 10 microns – in other
words, 0.01 millimeters. The allowable clearance
between the valve body and the armature is even
less at three to five microns. That is as good
as no space at all when you think that the thickness of an average human hair is 60 microns.
After grinding, the play between the individual
components of the control valve is measured by
a special gauge that calculates their relative
dimensions. If they are only one micron outside
the permissible tolerances, the parts have to be
re-machined until they fit exactly together.
Brute precision
A deafening crash rings out. Everyone not
wearing ear protection is jolted back. There are
furnaces burning everywhere, it’s hot and somehow spooky. Here, in the smoky atmosphere of
a foundry, we are no longer concerned with the
tiny silver ring and its important task. This is
where a different, rather larger component of
the MTU Series 4000 engine is made – the
crankshaft. It is not manufactured at the Tognum
Group headquarters in Friedrichshafen but less
than two hours away by car at the Alfing factory
in the town of Wasseralfingen near Aalen in the
South German region of Swabia – and according
to the precise specifications of MTU.
1
«
What may sound like brute force is
extremely high-precision work. Because
in forging, what matters is the right grain
orientation.
»
1 The crankshaft is turned, milled and ground until it
precisely matches specifications. 2 But first it is shaped
by a counterblow forging hammer.
2
The geometry of the bearing journals is decisive. They have to be cambered to reduce wear on the bearing shells.
A counterblow hammer first forms what was
originally a long steel bar into the shape of a crankshaft in a die at a temperature of between 1,000
and 1,200 degrees Celsius. But what may sound
like brute force is extremely high-precision work.
“In forging, what matters is the right grain orientation,” explains Richard Ulmer, sales manager
for large crankshafts at Alfing. The highest-quality
material should be on the outside of the crankshaft because that is where the loads are greatest. Loads that – like those placed on the L’Orange
fuel injectors – are continually increasing. After
all, the development aims for the new-generation
Series 4000 were not just concerned with meeting the emission standards. Fuel consumption
was also a major objective. To bring that down,
the developers raised the ignition pressure from
180 to 220 bar. So to withstand that greater
pressure, the crankshaft has to be super strong.
After forging, it is therefore first heated in the
annealing furnace, quenched in an oil bath and
then tempered. That makes the steel extremely
hard but still soft enough to be subsequently
machined. Because afterwards, it is turned, milled
and ground on special machines. To further
strengthen the areas subjected to the highest
loads, such as the bearing journals, they undergo
a second hardening process – this time not in the
annealing furnace but by induction.
Technology
2
1
«
The high injection and ignition pressure
places such high stresses on the material that
the designers have had to make it thicker in
some places. But as the crankcase could not be
made any bigger, ultra-high precision machining
is demanded.
»
1 The crankshaft is manufactured to the precise specifications
of the MTU designers. 2 It has to fit absolutely perfectly in
the crankcase.
A major challenge in the high-precision machining
phase that then follows is the grinding and polishing
of the bearing journals. They may look perfectly
cylindrical, even on very close examination. But if
you measure their geometry very precisely, they are
actually shaped like a beer barrel – cambered is the
technical term. When grinding that shape, the accuracy required is measured in microns – even if the
crankshaft is vastly larger than the tiny valve-seat
ring in the fuel injector. “That geometry is very important to us, because it relieves the stress on the
edges of the bearing shells and so reduces wear,”
elucidates Jochen Ring, a designer at MTU. He
provides Alfing with exact specifications for what
the crankshafts should look like. As well as production drawings detailing the tolerances, that
information includes the geometry of individual
bearings and the balance and surface qualities.
Perfect fit
How precisely the geometry of the crankshaft
must be produced becomes clear when you observe the machining of the crankcase. It arrives
at MTU as an unmachined casting and is then
milled, drilled and ground for nearly 20 hours
until it is gleaming silver and exactly the right
dimensions so the crankshaft fits absolutely
perfectly. With the introduction of the new Series
4000, the play between the crankshaft and the
crankcase has been made even smaller. Even
for the crankcase, the high ignition pressure
places such high stresses on the material that
the designers have had to make it thicker in
some places. But because the space for the
crankcase is limited, the adjustments have to be
made with great accuracy. For example, so that
the bearing pedestal in which the crankcase
rotates can withstand the fluctuating stresses
caused by the ignition cycles, is has had to be
made thicker on the latest incarnation of the
Series 4000 engine. Casting a crankcase to the
precise dimensions required is not possible. So
it has to be machined after casting to obtain the
correct finished measurements. “The design
process is a matter of utilizing the space available
to maximum effect. And that space is no greater
on the new-generation Series 4000 than on its
predecessor. As the tolerances achievable with
casting are too large, we have to machine a large
part of the crankcase surfaces,” illuminates
Hermann Braun, the lead designer for the engine.
He cites the cylinder head bolts as another example. The higher ignition pressure places greater
stresses on the cylinder heads. To keep it under
control, the cylinder heads have to be bolted on
tighter. But with the previous design, the bolt sockets – the holes that the bolts are screwed into –
So that the crankshaft
fits exactly in the
crankcase, the crankshaft clearance in the
crankcase has to be
machined with absolute
precision.
Technology
A special machine fits the individual electronic components on the circuit board. Before the fitting head inserts the components, it passes over a
camera with LED lighting which checks the position of the component.
would not have stood up to that. So they too have
had to be cast thicker and then precisely machined.
Made possible by electronics
But higher fuel injection and ignition pressures are
not enough on their own to bring emissions within
the legal limits. From two-stage turbocharging to
cooled exhaust recirculation, or new combustion
processes to diesel particulate filters – never have
so many technologies been incorporated in a standard production model as on this engine. And
never before have so many technologies had to be
controlled by an engine management system. The
previous ADEC engine management module didn’t
have the processing power to do so, so the MTU
engineers upgraded it. “To do justice to the complexity of the new Series 4000, the new ADEC unit
needed ten times as much processing power as
the old version”, points out Martin Müller, who was
in charge of its development. Whereas the previous
model only controlled the engine speed and the
fuel pressure, it now has five parameters to deal
with. And if you include an exhaust treatment
system, the complexity is even greater.
For instance, the software uses additional sensors
in the exhaust system to calculate how much exhaust needs to be fed into the intake air to lower
the combustion temperature enough to bring the
nitrogen oxide content of the exhaust below the
required limit. At the same time, the oxygen content has to be modulated to suit the engine load.
The ADEC also controls regeneration of the diesel
particulate filter. Using various parameters such
as the exhaust temperature, the hours of operation since the last regeneration or the pressure
difference across the filter, it calculates when the
filter needs to be regenerated, i.e. cleaned.
To be able to receive and interpret the electrical
signals from the various sensors on the engine,
the green circuit board has to be fitted with
nearly 2,000 little silver “blobs” known as SMDs
(surface mounted devices). They receive the output signals from the sensors and pass them on
to ICs (integrated circuits) and the processor,
and vice versa. An automatic component fitting
machine at the MTU Electronics Center places
each individual SMD in precisely the right place
on the circuit board. It is housed in an air-conditioned room with a controlled temperature of
22 degrees where all the staff wear white lab
coats. Because the electronic components are
electrostatically sensitive. So sensitive that not
only does the room have a special floor covering
to prevent the creation of static charge, the staff
also have to wear clothing containing special
metal fibers. Everything gives the impression of
sterile laboratory conditions. No comparison
whatsoever with the atmosphere in the foundry.
But there is a constant noise in the background –
the quiet hum of the component fitting machine.
It certainly has plenty to do. The old circuit
boards had to be fitted with 1,500 components.
The new ECU has 500 more. And every one of
them is absolutely decisive to ensuring that the
micron-perfect accuracy of the fuel injection,
crankshaft and crankcase production processes
pays off. It is the electronics that make possible
the precise interaction between the various
emission control technologies and is thus one of
the foundations for the technological quantum
leap achieved by the MTU Series 4000.
Lucie Dammann
To find out more, contact:
Karl Kollmuss
karl.kollmuss@mtu-online.de
Tel. +49 7541 90-2228
1 A magnifying glass is used to check that all the components are correctly placed. 2 The 2,000 or so surface mounted devices are fitted on the circuit board by a machine.
1
2
«
It is the electronics that make possible the
precise interaction between the various emission
control technologies and is thus one of the
foundations for the technological quantum
leap achieved by the MTU Series 4000.
»
News
The new MTU plant in Aiken has been producing engines for the North American market since fall 2010.
MTU engines made in USA
The new MTU plant in Aiken County in the US state of South Carolina has been producing engines for the North American market since fall 2010. In March this year, Tognum announced the
purchase of the former SKF factory on the Sage Mill industrial park with the intention of starting
engine production there by the end of the year. The plan has now been realized. MTU not only assembles engines at the Aiken plant but will also manufacture cylinder heads for the Series 4000
as well as coolant distribution blocks, gearcases and other attachment parts for the Series 2000
and 4000.
In the past, all engine components were sent from Friedrichshafen ready for fitting and
assembled in Detroit. The sales organization, administration and management of the North
American Tognum subsidiary, MTU Detroit Diesel, are staying in Detroit in the state of Michigan.
“With the new factory in the south of the USA we have entirely new possibilities and can be
more flexible in accommodating the wishes of our customers in the region,” states MTU Detroit
Diesel boss, Matthias Vogel. Tognum is aiming to create a total of around 250 new jobs in Aiken
over a period of four years.
Tognum now has eleven production and assembly facilities worldwide, two of which are in
the USA. Manufacture of cylinder liners in Istanbul (Turkey) started as recently as autumn 2009.
In the summer of 2010, the joint venture with the Chinese Norinco Group in Datong began production. And MTU was already assembling Series 2000 genset engines and the latest-generation
MTU Onsite Energy power generator units at a factory in Suzhou near Shanghai.
MTU already has 100 staff working at Aiken. The number is set to increase to 250 over the next
four years.
Peter Kneipp takes charge of the
Tognum Engines Business Unit
from 1st January 2011.
Chinese joint venture up
and running
New Engines Director
Friedrichshafen/Datong (China). In September 2010, Tognum and China
North Industries Group Corporation (Norinco) launched a joint venture for the
assembly of MTU large-scale, fast-running diesel engines and standby power
generator sets in the Chinese city of Datong.
Datong is located around 300 kilometers west of Beijing in Shanxi Province.
Tognum subsidiary MTU Asia Pte. Ltd. and the Norinco Group Company
Shanxi Diesel Engine Industry Corporation (SDEIC) are joint-venture partners.
SDEIC has been manufacturing MTU engines under license since 1986. “This
1
2
1 Tognum COO, Christof von Branconi, opens the new joint venture facility in China.
2 The new company jointly established by the Norinco Group and the Tognum Group is
called Shanxi North MTU Diesel Co. Ltd. It will assemble MTU large-scale, fast-running
diesel engines and emergency power generator sets.
joint undertaking sees the consistent continuation of Tognum’s strategy of
regional expansion. It provides ideal conditions for the creation of a strong
position in the marketplace for emergency standby gensets in Chinese nuclear
power plants and for engines for the Chinese Navy and Coast Guard,” said
Tognum CEO Volker Heuer.
In conjunction with the French nuclear power company Areva, MTU and
Norinco have formed a consortium to equip Chinese nuclear power plants
with emergency standby gensets which conform to the highest safety standards. Over the coming years, this will be a major growth market as the
Chinese government has announced its intention to meet the country’s vast
energy requirements by constructing more than one hundred nuclear power
plants. The recent MTU China growth in the mining sector, when MTU delivered several Series 4000 engines to mine operators based in the North, will
be well supported through the new state-of-the-art test bench and overhaul
capacities in Datong.
Friedrichshafen. Tognum Board of Management member Rainer
Breidenbach (55), who is responsible for the Business Unit Engines,
will be leaving the company on 31.12.2010 at his own request. He has
asked the Supervisory Board to terminate his contract, which was due
to run until 31.10 2011, prematurely for personal reasons and will then
take early retirement. His successor will be Peter Kneipp (52), who has
successfully managed the Asia/Pacific sales region for the Tognum
Group for the last few years, will take over as of 1.01.2011.
Rolf Eckrodt, Chairman of the Supervisory Board of Tognum AG:
“We regret that Rainer Breidenbach has taken this decision. Since he
joined the company in 2005, his decades of experience in sales and
distribution have enabled him to become a major force in shaping the
sales approach pursued by the Tognum Group and he ultimately takes
the credit for the success we have achieved. He will nevertheless
continue to support us in an advisory capacity.”
With the appointment of Peter Kneipp as the new member of the
Tognum Board of Management for the Business Unit Engines, the company is demonstrating continuity at senior management level. Rolf
Eckrodt: “With Peter Kneipp, we have appointed a man to the Board of
Management with considerable international experience and many
years of success to his credit as the Managing Director of our most
important subsidiary who will continue the successful management of
our largest Business Unit Engines.” Born in Heilbronn, the mechanical
engineer joined MTU Friedrichshafen in 1989 as a project manager for
marine propulsion systems. At an early stage in his career, Peter Kneipp
was involved in projects that enabled him to acquire experience in the
Asia-Pacific region, where he has worked and lived since 1997. He
began in Singapore, where he spent several years working mainly in
customer service and after sales. Then in 2000, Peter Kneipp transferred to Australia, where for several years he held the position of
Managing Director of MTU’s subsidiary, MTU Detroit Diesel Australia.
Following an interim period in the USA at MTU Detroit Diesel, Peter
Kneipp has been President and CEO of the fastest growing Tognum
subsidiary, MTU Asia Ltd., since 2004. During this time, the revenues
of the Asian subsidiary have doubled and operating profit has multiplied many times over. With the targeted expansion of the production,
sales and distribution network by setting up company-owned manufacturing facilities and joint ventures in Asia, Peter Kneipp has been
extremely successful in implementing Tognum’s strategy of regional
expansion, particularly in the areas of decentralized power generation,
mining and the lower power range. Peter Kneipp is married and has
three adult children.
News
Hybrid pairing
Friedrichshafen/Aschaffenburg. The deal
announced in the last MTU Report has now
been officially sealed. MTU and the Deutsche
Bahn subsidiary DB RegioNetz Verkehrs GmbH
Westfrankenbahn have signed a cooperation
agreement for testing a railcar equipped with
a hybrid drive system. As part of this research
project, a prototype of the hybrid PowerPack
developed by MTU is to be tested in a
Class 642 local transport railcar on the line
from Aschaffenburg to Miltenberg in the second half of 2011. The hybrid PowerPack is an
underfloor drive unit that recovers energy released during braking and uses it again for
starting and for stop and go operations. In a
parallel hybrid configuration, it can be driven
either by the diesel engine or by the electric
motor, or by a combination of both diesel and
electric. This can lead to a reduction of up to
25 per cent in terms of fuel consumption and
carbon dioxide emissions. The testing of the
hybrid railcar will be financed by the German
Ministry for Transport, Construction and Urban
Development (BMVBS) as part of the Electric
Mobility in Pilot Regions project, which is being
coordinated by the NOW GmbH (National
Organisation for Hydrogen and Fuel Cell
Technology). Approval for the required funding
amounting to a total of 1.9 million euros was
handed over to the project partners yesterday
by Transport Minister Ramsauer.
The operating principle of the hybrid
PowerPack is based on the recovery of braking
At the Innotrans rail industry show, German Transport Minister, Peter Ramsauer,
presented Tognum Engines Director, Rainer Breidenbach, and Rail Director,
Rüdiger Grube with the official notification of financial assistance from the
German Transport Ministry for testing out a hybrid PowerPack.
energy via the generator by means of regenerative braking. During starting and acceleration, the energy storage system transmits the previously
stored energy via a DC/AC converter to the generator, which then operates as an electric motor to accelerate the railcar. Depending on the
amount power required by the train driver, the railcar is driven either by
the electric motor alone or by a combination of both diesel engine and
electric motor. The use of this technology makes low-noise and lowemission rail operations possible in railway stations and on inner-city
routes. It is particularly efficient on local public transport services with
frequent braking and acceleration (stop and go), since this results in a
large number of charging and discharging cycles.
The motor/generator unit was jointly developed by MTU and a system
partner. The 6H 1800 R75 diesel engine has a power output of 315 kilowatts, with an output of up to 400 kilowatts in the case of the electric
motor. In addition, an SCR exhaust gas treatment system, complete with
urea tank has been integrated into the hybrid PowerPack to meet the EU
Stage III B emission standards that will come into force as from 2012.
Mountaineers
Friedrichshafen. Rail engines MTU are to go into service on
two of the highest, most beautiful and yet toughest routes in
Switzerland: the Glacier and Bernina Express routes over the
Albula and Bernina passes. MTU will be supplying one
1,800 kW, 12V 4000 engine for each of four diesel electric
multipurpose locomotives. Included in the order is the maintenance-free engine starter system CaPoS (Capacitor Power
System) developed by MTU, which replaces the starter battery.
The locomotives are scheduled for delivery by Schalker
Eisenhütte (Gelsenkirchen) in 2012/2013. Their main duties
will be track maintenance and snow clearance in winter as
well as the recovery of stranded passenger trains. The dieselelectric drive system operates without hydraulics or V-belts
and is equipped with an electric brake together with a whole
range of sophisticated technological features such as a startstop function. As a result, the locomotives are extremely
energy-efficient. The vehicles are based on a platform which
can also accommodate the 8V 4000 engine.
As yet, the new multipurpose locomotives only exist on paper. But in two years they are set to be in service even on the
Glacier Express route.
Partnership with Russia
In brief:
Friedrichshafen/Moscow. Tognum signed a letter of intent with a Russian government
working group led by Vladimir I. Yakunin, president of state-run Russian Railways, for
future joint production and sales of high-speed, heavy-duty diesel engines for Russia.
This is to involve engines designed for a wide range of applications, such as rail, power
generation, marine and industrial applications.
The head of the Russian working group and president of state-run Russian Railways,
Vladimir I. Yakunin, pointed out: “By setting up this partnership, we are successfully
implementing the instructions we received from the Russian government to produce
modern, high-speed diesel engines in Russia in the future.”
Tognum and the working group acting on behalf of the Russian government are now
preparing a contract covering the details of a future joint venture. The key focus for the
first phase of the collaboration is on setting up and operating a joint assembly plant in
Russia and modifying the design of the engines primarily for rail applications. More
applications will follow in the second phase and an increase in the degree of local value
added.
The Russian state has approved a program for the medium-term development and
production of more than 1,000 engines per year with a power output of up to 3,500 kilowatt for the entire range of off-highway applications with an engine manufacturer as
partner. The cross-sector “Diesel engine” working group has been commissioned to
implement the program. The working group led by Vladimir I. Yakunin consists of
representatives of state authorities and business.
MTU in Mongolia
Since 1st September, the sale and distribution of MTU
engines for mining, industrial and agricultural vehicles has
been in the hands of Mongolian Star Melchers.
Gas power plant heats pellet press
A gas CHP module made by MTU Onsite Energy is generating energy in a factory recently opened by Italian Pellets.
The 16-cylinder Series 4000 engine produces two megawatts of electrical and thermal output. As a result, the
pellet maker’s production process is more eco-friendly because its emission of CO2 will be reduced by 15,000 tonnes
a year with this method of energy generation.
18 tonnes per cylinder
Friedrichshafen. Belaz has launched a new generation of dump trucks with a payload
capacity of 360 tonnes, making them the biggest and most powerful the company has ever
made. The new monster trucks are driven by the 2,800 kilowatts delivered by a 20-cylinder
MTU Series 4000 engine. “The decisive factors for us were the low overall running costs of
the engine,” recounts Vladimir Volchok, First Deputy General Director and Chief Engineer at
Belaz. That includes not only the purchase price but also the fuel and maintenance costs.
“Those expenses exceed the acquisition cost of the engine within the first year of operation,
so they are massively important to our clients,” explains MTU key account manager, Rainer
Pelcz. Added to that is an installation and maintenance-friendly engine concept with only
two turbochargers, which enables straightforward fitting with very few mechanical interfaces.
Belaz is also using MTU drive system technology for future vehicle generations. To coincide
with the 50th anniversary of the Belaz development center, a driverless, remote-controlled
130-tonne truck for use in mines with hazardous materials was unveiled. Its power source
is once again an MTU Series 4000 engine, though this time the twelve-cylinder version
delivering “only” 1,193 kilowatts.
Clean and efficient: the natural-gas CHP plant supplied by
MTU Onsite Energy.
MTU engines for High Speed Trains
Six High Speed Trains run by British train operator Grand
Central will in future be using new MTU engines to convey
passengers along UK railway lines. The power cars of the
High Speed Trains are being repowered with 16-cylinder
Series 4000 engines at the request of the train owners,
Angel Trains. The well-known UK rolling stock leasing
company is having the new engines fitted to improve the
availability and performance of the Class 43 locomotives
used by Grand Central.
Special terms from esa Allianz
As the result of a joint service offered by esa Allianz and
MTU, ship owners and operators can benefit from dependable and economical all-around protection for ships and
crew. The specialist merchant shipping insurer grants
special comprehensive inland shipping hull insurance
terms to customers taking out an MTU full maintenance
contract for the first time.
The new dump truck
from Belaz can carry a
payload of 360 tonnes.
It is driven by a 20-cylinder MTU Series 4000
engine.
News
New biogas dimension
A new ventilation system that is powered by an MTU Onsite
Energy backup genset if the main power supply fails keeps
cows cool in the summer.
Airy dairy
Mankato. Gensets supplied by MTU Onsite Energy are
necessary power generators in agriculture as well. West
River Dairy, an American 6,400-cow dairy farm operated
by Riverview LLP in Morris/Minnesota recently ordered a
750-kilowatt generator set. It is to provide backup power
for the new cross-ventilation system that directs air
through the cowsheds and milking pens when required.
When the local power grid is experiencing high demand,
the genset can also be used for load shedding and so help
the dairy save electricity.
Augsburg. MTU Onsite Energy has now entered the megawatt
class with biogas engines in the shape of the Series 4000.
With a choice of electrical outputs ranging from 772 kilowatts
to 2 megawatts, the new product series completes the MTU
Onsite Energy portfolio of biogas systems at the top end.
These more powerful engines mean that operators of larger
biogas plants can achieve even greater cost efficiency because, among other benefits, service and maintenance costs
can be reduced in comparison with plants based on smaller
engines and because superior power density reduces space
requirements. Market introduction of biogas power generation
plants based on 8, 12, 16 and 20-cylinder engines covering an
output range from around 770kW to 2,000kW will take place
in stages from March 2011. In addition, plants based on CHP
modules provide access to an extra 2.6MW of thermal energy.
Plans are also underway to introduce other versions during the
course of next year. These include sewage and landfill gas with
other versions for special gases scheduled for later.
Soon available: the new 12V 4000 gas engine system for biogas
from renewable sources.
1
Amazon adventure
Brazil. Diesel-driven power generators are being used to
extend the availability of electricity in Brazil’s Amazon region. MTU Onsite Energy has supplied a total of 36 gensets
to the energy supplier Electricidade do Brasil, on whose
behalf the Amazonas State Electricity Corporation will be
employing the power generation systems near to Manaus,
a city with a population of 2.6 million. The localized energy
generation systems based on MTU Type 16V 4000 G83
engines are delivered on a baseframe on which engine, generator and control systems are mounted. They provide a
combined electrical output of 54 megawatts. That is sufficient to provide the power requirements of approximately
27,000 American households for a year.
From Mankato to the rainforests:
the gensets are assembled at MTU Onsite
Energy’s US facility.
2
Turbo power
The construction work for more extensive oil and gas extraction on an island off the west coast of
Australia started roughly a year ago. MTU is supplying the backup power systems for the project.
Emergency backup for the future
Melbourne. The island is small. But the expectations resting on it are gigantic. Until a few
months ago, Barrow Island 50 kilometers off the north coast of Western Australia was a place that
only meant anything to ornithologists, nature conservationists and a few oil prospecting experts
from the fifth continent. The windy isle lies offshore of a largely uninhabited area of Western
Australia. But now it has become the hub of massive oil and gas exploration project. About
160 kilometers from the Australian coast and roughly 1,400 meters below the surface the water
there are gas fields thought to be sufficient to supply a city of a million people with energy for
800 years. The preparations for tapping those gas reserves are running at full tilt. MTU Detroit
Diesel Australia is supply generators driven by 20-cylinder MTU Series 4000 P63 diesel engines
to provide the key backup for the main power generation plant. “The contract covers system customization, testing and finally, towards the end of the year, delivery of four diesel-driven generators designed specially for the oil and gas market,” relates Doug Seneshen, managing director of
MTU Detroit Diesel Australia.
If there is a power failure, the gensets restore continuous supply with a minimal time delay. The
control and monitoring systems, which are adapted precisely to the client’s requirements, ensure
that all relevant energy data is accessible and easily comprehensible. The generator systems are
expected to be delivered and erected on Barrow Island near the end of the year. MTU Detroit
Diesel Australia previously supplied twelve engines for a temporary Gorgon power generation
plant at the beginning of 2010.
Friedrichshafen/Augsburg. Two German energy providers have each ordered a gas-turbine
plant from MTU Onsite Energy. The contracts
cover the design, installation and commissioning
of the systems. In due course the turbines will
generate electricity and heat at energy and infrastructure provider HSE based in Darmstadt, and
Saarbrücken municipal supplier VVS. As well as
the gas turbines, Tognum is also supplying the
gearboxes, generators, air supply systems and
control systems. Each of the gas turbines has
an electrical output of roughly 50 megawatts and
an electrical efficiency of over 40 percent.
The system for the HSE gas turbine power
plant in Darmstadt will be the first to be delivered, in 2011. It consists of two General Electric
LM-6000 turbines. The combined heat and power plant for VVS in Saarbrücken uses a smaller
General Electric turbine, the LM2500. It will start
efficiently and ecologically supplying electricity
and heat early in 2012.
The plant is being assembled at the Friedrichshafen
factory.
Modular CHP plants in the textile industry
Singapore. The Indonesian textile producer PT Spinmill Indah Industry
based in Tangerang near to Jakarta has ordered eight gas-engine based
combined heat and power plants from MTU Onsite Energy. The CHP modules are driven by Type 20V 4000 L62 gas engines each with a maximum
electrical output of almost two megawatts. “The efficient use of energy,
water and raw materials is becoming increasingly important in the growing Indonesian market,” says Christof von Branconi, Tognum COO with
responsibility for the Onsite Energy & Components Division.
Made at the Tognum facility in Augsburg, the energy modules essentially consist of an MTU 20V 4000 L62 gas engine, the generator, cooling
system and module control system. In the cogeneration plant at the PT
Spinmill Indah Industry cotton factory, the units will in future provide a
24/7 supply of electricity for all production processes and electrical
equipment. The recovered heat will be used by an absorption chiller for
the air conditioning system. That combination raises the overall energy
efficiency to around 90 percent.
News
1
US Army officer Rajiv Hrishikesh took a very close interest in how the engines for his ship were assembled.
Seeing is believing
Friedrichshafen. Most MTU customers want to know the
most important facts about their enigne before they buy it:
fuel consumption, power, cost and so on. Some go a step
further and come to see how their engine performs on the
test stand. But that is nothing compared with the lengths
which US Army officer Rajiv Hrishikesh went to in summer
2010. In order to get a closer look at how the assembly of
‘his’ engine, a 20-cylinder Series 8000 M71L, was progressing, he traveled all the way to Friedrichshafen – twice!
When the first of the Joint High Speed Vessel (JHSV) transport ships puts to sea at the end of 2011, it will be powered
by four MTU 8000 engines and its Chief Engineer will be
Rajiv Hrishikesh. It will be his responsibility to make sure
that the vessel including the engines performs perfectly. To
get an exact idea of the internal workings of the propulsion
units, he followed the assembly of one of the engines in the
minutest detail, watching precisely how the MTU technicians
assembled the individual components and getting detailed
insights from them into the special features of the engine.
“My ship will be the first in the US Army to be powered by
MTU engines so I need to build up experience with them
from the start,” he explained. He intends to use this experience later so that he and his crew can carry out as much
of the engine maintenance work as possible themselves.
The 103-meter Joint High Speed Vessel, the first of
10 planned for the joint fleet of the US Army and US Navy, is
due to put to sea at the end of 2011 to take up a multi-task
role. It is capable of transporting combat troops and equipment
as well as undertaking humanitarian missions or taking on a
transport role in anti-piracy operations. First and foremost, for
these tasks the vessel has to be fast. The four MTU engines on
board are each capable of producing 9,100 kW to take the ship
up to a top speed of 43 knots (80 kph). And Rajiv Hrishikesh
can be quite sure that they will perform reliably after all, he
kept an eagle eye on the MTU technicians who assembled the
units and was impressed by what he saw. His verdict: “The
technicians work under really professional conditions and the
plant is one of the cleanest I have ever seen.” One more thing
that really impressed him: the beautiful location of the MTU
facility directly on the shores of Lake Constance.
The Joint High Speed Vessel powered by MTU Series 8000 engines is scheduled to enter service at the end of 2011.
Supplier supply
Friedrichshafen. At the SMM marine industry show in Hamburg, MTU
unveiled a new standardized genset for diesel-electric propulsion and onboard power supply. The gensets in the range comprise a working-vessel
engine of the proven Series 4000 “Iron Men” design with a choice of 8, 12
or 16 cylinders, a generator and the electronic control system mounted on
a common baseframe. The unit is specially designed for commercial shipping applications such as offshore supply vessels for wind farms or oil and
gas rigs and offers a range of outputs from 760 to 2,240 kilowatts. Power
ratings of as much as 3,000 kilowatts can even be configured on application.
Propulsion systems for offshore craft have to meet a variety of requirements. They need to be powerful but fuel-efficient. In addition, they have
to be able to generate high torque levels very quickly in order to make the
vessels agile and maneuverable. The rugged MTU gensets are purpose-built
for such demands. Their advanced power management system ensures
they operate at the optimum level for every requirement. The load distribution flexibility means fuel consumption can be lowered and the service life
of the system extended. What is more, the gensets are distinguished by
compact dimensions, excellent load uptake characteristics and they meet
all applicable emission regulations.
The new MTU standardized diesel genset for
diesel-electric propulsion and onboard power
supply is specially designed for commercial
shipping applications
such as offshore supply
vessels for wind farms
or oil and gas rigs.
The US Coast Guard’s first National Security Cutter was officially named
“Stratton” by America’s First Lady, Michelle Obama.
First Lady ship
Pascagoula, Mississippi. The third of a total of eight planned
National Security Cutters for the US Coast Guard was this summer
named the "Stratton". She is named after Dorothy C. Stratton who, in
1942, became the first woman to become a commissioned officer in
the US Coast Guard. She ran the SPARS unit, the US Coast Guard's
female reserve section, during the Second World War. In another first,
America's First Lady, Michelle Obama, christened the vessel. She is the
first First Lady to ever do so. Like the other National Security Cutters
so far ordered, the "Stratton" will be powered by an MTU CODAG
propulsion system. Each system comprises two 20-cylinder Series 1163
engines with a combined output of 7,400 kilowatts (10,060 hp) and a
GE LM2500 gas turbine capable of 22,000 kilowatts (29,910 hp).
Added to that are the MTU propulsion monitoring and control system,
two reduction gearboxes, a transfer box and two variable-pitch propellers.
Best for biggest
Friedrichshafen. Almost half the number of megayachts exceeding 100 meters in length are powered by MTU propulsion systems. This is documented in
the current “Top 200” list of the world´s longest motor yachts published
every two years by the trade magazine “Boote Exklusiv”. The list also shows
that yachts are getting longer and longer. The world´s currently largest yacht
boasts an impressive 163 meters. It won´t be long until the first 200mtr
mega-yacht is ordered. For yachts, an increase in length means an increase in
the required propulsion power, which then grows at a disproportionate rate.
Four 20-cylinder MTU Series 1163 TB73L diesel engines with 6,500kW output
each, for example, power the “Dubai” - the yacht ranking second on the list.
Diesel-electric plants and systems which combine several diesel engines or
even diesel engines with gas turbines are becoming more and more popular.
They are more powerful, and by separating the engine from the power train,
it is easier to optimize diesel propulsion system acoustics.
Two MTU engines
delivering nearly
3,500 kilowatts power the
82-meter megayacht Alpha Nero.
It can be a bit of a puzzle working out how all the parts of the Home of Power Brands fit together. Tognum includes not only MTU but also MTU Onsite Energy and
L’Orange among its brands.
Company
Societal position of the Tognum Group
Acting responsibly
Tognum and MTU – are they two names for the same
company? The distinction is difficult for some to grasp.
But it is easier that it may appear at first sight. Tognum
is the parent company of the companies that make the
products carrying the MTU, MTU Onsite Energy and
L’Orange brands. The establishment of the stock-listed
parent, Tognum, gave the expanding group of companies
not only impetus, but new duties and obligations as well.
At the heart of the present Tognum Group are MTU Friedrichshafen and the
one-time Off-Highway Division of the former DaimlerChrysler Group, which
were sold to the investment group EQT at the beginning of 2006. They incorporated all operations concerned with applications off the metaled road
– such as, in addition to MTU Friedrichshafen, the off-highway arm of
Detroit Diesel in the USA and the fuel injection specialists L’Orange based
in the Zuffenhausen district of Stuttgart.
Tog = pull powerfully / um = home
The group’s path was mapped out: it would become publicly listed. So that
investors did not confuse it with the existing stock-market traded company
MTU Aero Engines, it could not use the very distinctive trading style MTU
in its corporate name. The invented name “Tognum” was created with the
help of marketing experts. The word “tog” comes from a Germanic and old
Scandinavian root meaning “pull powerfully”, while the Latin neuter ending
“um” is a linguistic symbol for significant objects and monuments and can
be seen in terms such as Colosseum or Forum. In addition, “um” conveys
the concept of dwelling and home in northern and central Europe. So in a
narrower sense, Tognum embodies the strength and home of its brands.
Tognum AG itself is a holding company without productive operations of its
own. Its marketplace is the stock exchange, where its shares have been
traded since 2nd July 2007. At the same time, it brings together group functions such as strategy, marketing, finance, corporate control, IT and HR.
And it is the “Home of Power Brands”, the roof over the head of its production subsidiaries.
MTU, MTU Onsite Energy & L’Orange
Quite a lot has happened under that roof in the past few years. The
strongest of the Tognum Group brands is undoubtedly MTU. Most of the
group’s products are sold under that name. MTU is the brand for diesel
engines and drive systems for marine, heavy-duty off-road, rail, and oil
and gas industry applications.
But Tognum has other subsidiaries and in the summer of 2008 launched a
new brand – MTU Onsite Energy. It unifies all products for localized energy
generation – whether based on diesel engines, gas engines, fuel cells or
gas turbines. And there is also L’Orange with its fuel injection systems for
MTU fast-running diesel engines and medium-fast engines made by other
manufacturers.
Social responsibility
With the establishment of Tognum AG as a stock-market traded company,
a lot has changed in the group. The shareholders who provide Tognum AG
with the capital to successfully develop its products or purchase new
plants and machinery, do not just expect an adequate dividend. A listed
corporation also has to comply with large numbers of strict financial market regulations. They include things such as transparent reporting, i.e. regular publication of the company’s financial situation. Anyone who invests in
the company wants to be able to rely on the fact that Tognum conducts its
business lawfully and legally. And that involves more than just complying
with the legislation. The banking crisis and the issue of climate change have
made it very clear – businesses have a social responsibility. Being concerned with profit alone is not enough. Not just the wider public but the
shareholders too demand that corporations conduct themselves in a socially and ecologically acceptable manner. And Tognum has defined what
such acceptable behavior means in a corporate conduct directive. In it, the
company not only outlaws discrimination and corruption but also undertakes to respect internationally recognized human rights and the principle
of cooperation based on equal partnership. “Those principles are not just
written down in a directive, they are also part of our corporate ethos,
because we want compliance to be more than following rules in a process,
we should live it in everything we do,” stresses Tognum CEO, Volker Heuer.
Another important point is that Tognum places great importance on continually improving the quality and sustainability of its products. Firstly by
developing new, sustainable technologies such as the fuel cell and hybrid
drive systems as future products. And secondly by using environmentally
sound production processes. A fuel cell and two combined heat and power
modules produced by MTU Onsite Energy supply the Friedrichshafen factory
with electricity and heat. Environmental management accreditation to the
ISO 14001 standard is evidence that environmental protection is a living
principle throughout the Tognum Group – at MTU, MTU Onsite Energy and
L’Orange.
Lucie Dammann
Power backup in data centers
Something
going on
Energy
All over the world, Internet commerce is growing
at an incredibly rapid rate as more and more people
become accustomed to banking, shopping, searching
and networking with one another online. With this
rapid growth, comes an equally expanding demand
for fail-safe electrical power for data centers that
provide the technological backbone to every online
application. These high-tech facilities protect the digital
infrastructure of some of the most successful and
well-known companies in the world, who in turn
rely on MTU Onsite Energy for infallible standby
power.
There doesn’t seem to be much going on. But behind the doors of the data center you’ll find the accumulated
expertise of a company. If there is a power outage that expertise is no longer accessible.
Energy
«
From banking to online retailing, managing the technology that moves and monitors that data is a key to
success in virtually every major industry today.
»
Data centers may not look impressive from the outside and it’s difficult to imagine that they house the technological heart of major
corporations.
Housed in a building of more than 100,000 square feet under one roof, a modern
data center is a technological irony, a bricks and mortar symbol of the very Internet
Age that has in many ways rendered bricks and mortar obsolete. They are often
referred to by insiders as “plants” but they don’t manufacture anything. Their ultraefficient mechanical, safety, and climate control systems boast redundant engineering
that has more in common with a space station than an office building.
Power Flow Guarantees Information Flow
The identities and specific locations of today’s large modern data centers may be
something of a mystery, but their crucial place in the Internet-based economies of the
world is not. A data center houses the computer systems, telecommunications gear,
thousands of data storage servers and miles of cable that contain and enable the flow
of the digitized information that is the lifeblood of any organization. From banking to
online retailing, managing the technology that moves and monitors that data is a key
to success in virtually every major industry today. That makes the primary goal of the
data center nothing less than the absolute assurance of business continuity, regardless of external disruptions. A complete loss of electrical power, irregularities in the
voltage being delivered (known as “transients”) and brief power outages originating
at the local electrical utility are serious threats to the stability and integrity of a data
center. In addition to the computer and telecommunications hardware that require
continuous uptime, thousands of square feet of elevated server “racks” that are at the
heart of any data center require constant cooling to function properly. The complex,
energy-efficient water-chilling systems that generate and circulate that cooling air
also demand steady, predictable electrical power.
Every data center needs a reliable, transient-free electricity supply, and a multilayered
backup power system to guarantee the unrestricted flow of electricity even when the
electrical grid doesn’t provide it. While the need for continuous power is the same for
every data center, each company’s risk tolerance and internal structure has a significant impact the design of the standby power system. As these four MTU Onsite Energy
customer applications reflect, data center standby power system configurations are
as diverse as the online operations they support.
1. Example: Internet Services Company
Standby Power System Objectives: Reduce system complexity and single
points of failure without reducing reliability
Well-known for its leading search engine, Web portal and email service, this company
has online offerings available in dozens of languages attracting hundreds of millions
of users each month. The company has installed 21 MTU generator sets that form
the core of its backup power system at several data centers. Each genset provides
2,000–2,250 kW of emergency power for a total of approximately 44 megawatts.
Naturally, the company’s power scheme includes layers of redundancy: Multiple utility
feeds provide the first line of defense, and if an outage occurs at one substation feed,
the second one will automatically take over. Next, uninterruptable power supply (UPS)
systems instantaneously take over if the utility feeds fail completely, providing power
until the standby generator sets start.
Many companies use generators running in parallel, but this Internet services company has opted to use individual generator sets to back up different segments of the
data center load. In this unique installation designed by MTU Onsite Energy, every
generator set in the system is kept in synchronization with a “reference source,”
which is either another generator set or another utility feed. Since every generator set
is in sync with a common source, power transfers are instantaneous and produce no
disrupting transients.
2. Example: Software Development Company
Standby Power System Objectives: Replace competitors’ generator sets with
higher-capacity systems and improved drive engine stability
With annual revenue in the tens of billions of dollars, this major software development
firm also offers popular online services and entertainment products. MTU Onsite Energy
has supplied gensets to four of this firm’s data centers.
MTU Onsite Energy was the only manufacturer capable of supplying generator sets at
the required power level that was greater than 2,500 kW. The new MTU Onsite Energy
units featured larger alternators to handle the sub-transient reactance and drive engines that featured 25 percent greater cylinder displacement, giving the engines much
more reserve power than the units they replaced.
Pleased with the results of this retrofit project, the software developer later chose
MTU Onsite Energy to supply gensets for another innovative data center that pioneered the use of multiple computer server modules housed in freight containers. Designed
for fast installation, the containers are ready for use once connected to power, climate
control and networking equipment.This new data center uses eleven MTU Onsite Energy
2,800 kW generator sets powered by MTU 20V 4000 engines, featuring oversized
alternators to accommodate the sub-transient reactance from the nonlinear loads. Also
included are dual battery banks and chargers and dual fuel/water separators with special
valves that allow users to change fuel filters without having to deactivate the generator.
3. Example: Online Retailer
Standby Power System Objectives: A value-oriented standby power system
allowing redundancy between and within multiple data center locations
This Fortune 500 company, one of the world’s leading online retailers, chose MTU
Onsite Energy to supply standby power for several of its data centers and was willing
to accept a slightly higher level of risk in order to reduce the cost of the project. MTU
Onsite Energy responded by participating in the design of an innovative, value-oriented
backup power system.
The retailer has multiple data center locations and preferred a backup power strategy
that shares redundancy between and within data centers. This means that if utility
power is lost at one data center and the emergency standby system also fails, the
data load is seamlessly shifted to another online data center. In addition to enhancing
power reliability, these decentralized data centers offer faster data communication
speed and improve the all-important retail customer experience.
4. Example: Data Center Operator
Standby Power System Objectives: Reliability goal of 99.99999 percent, equal
to one four-second outage annually
This leading U.S.-based owner and operator of wholesale data centers used by technology
companies turned to MTU Onsite Energy for an emergency standby power system with
exceptional reliability. Given the extraordinarily high cost of downtime both in revenue
and reputation, the customer’s primary decision driver on the project was performance.
MTU provided a new system that includes a number of MTU Onsite Energy 2,250 kW
generator sets integrated into a rotary UPS system. In addition to helping the firm meet
its reliability requirements, the generator sets were designed with oversized alternators
to handle the high nonlinear loads caused by the UPS systems and variable-frequency
drives, and feature extremely fast seven-second startup times. In addition, the gensets
met the strict emissions standards of the state Department of Environmental Quality.
Mike Principato
To find out more, contact: Dave Pitzer, dave.pitzer@mtu-online.co, Tel. +1 904 278-5901
Energy
The MTU Onsite Energy gensets are assembled in Mankato, USA.
«
MTU Onsite Energy emergency standby plants
are specifically designed to meet the needs of the
customer.
Advantages of MTU Onsite Energy Generator Sets
MEMO
»
> Generator sets that are conservatively designed and offer high reliability, rapid response to
load changes, superior fuel economy and reduced emissions
> Gensets that are configured, tested and certified at the factory
> Support from a customer service network that includes over 300 distributors and service centers
throughout North America and a technical sales team that pays attention to detail and delivers
solutions on time and within budget
> Greater capacity per cylinder: reduces stress on the engine and requires less maintenance
1
Fuel cell generates onboard power
Seaworthy
2
1 The HotModule fuel cell plant has been providing heat and electricity on the
supply ship Viking Lady for a year.
2 In that time it proved its seaworthiness as wind and waves didn’t prevent it
from dependably doing its job.
3 Josef Kneifl accompanied the fuel cell tests on the ocean wave.
3
Energy
A look inside the fuel cell module reveals 500 individual cells stacked with absolute precision one on
top of the other, with each one only the thickness
of a magazine such as MTU Report. Between the
cell anode and cathode is an electrolyte made of
lithium carbonate and potassium carbonate. When
the anode is supplied with hydrogen (H2) and the
cathode with oxygen (O2), the cell produces electricity and heat. But if only a single cell slips out
of position, the system stops working – it is a
truly sensitive structure. So many experts were
accordingly skeptical when the Norwegian classification society, Det Norske Veritas (DNV), announced it intended to place a portion of the onboard power generation on the supply ship Viking
Lady in the hands of a HotModule. The system
was all of a sudden to be exposed to the shocks
of high waves on the North Sea when it had only
been used in comfortable onshore surroundings
before. “It won’t last two hours,” the doubters
ominously predicted. MTU Onsite Energy experts,
on the other hand were certain that, with a few
design modifications, the fuel cell could be made
seaworthy. And they were right.
From landlubber to seafarer
So that the cell stack inside the module – which
is normally held simply by its own weight when
used on land – is not damaged when shaken by
rough seas, they attached it to the hull of the ship
with a special fixing system. For the purpose,
they used a steel plate about ten centimeters
wide in the middle of the cell and at both ends
which gives it the requisite stability but also
allows it to expand when in operation. Another
challenge was that the HotModule produces
about 400 volts DC, depending on load, whereas
the ship’s electrical system requires 690 volts.
So a power inverter had to be adapted to the fuel
cell plant so that it could feed the electricity into
the ships’ electrical system at the right voltage.
The MTU engineers also modified the seals for
the various gas chambers in the cell and the
electrical insulation of the secured stack to cope
with the movement of the ship at sea. The three
essential components of the HotModule – the
cell stack, the media supply for conditioning the
fuel including overall system control, and the
power inverter – were compactly accommodated
in a pressure and shock-resistant module container.
Proven in everyday use
After a number of onshore tests in Norway, the
sea trials on the ship started in the winter of
2009. Which meant that the fuel cell had to
prove itself in the real conditions encountered on
a daily basis on the Viking Lady. While the ship
carried food, drinks, spare parts for machines
and tools from the Norwegian ports of Bergen
and Stavanger to the offshore drilling rig West
Phoenix, the HotModule generated 330 kilowatts
of clean electricity for the onboard electrical
equipment. The exhaust from the fuel cells contains virtually no harmful emissions; only water
vapor and carbon dioxide are discharged. And
the pièce de résistance – the exhaust temperature is 400 degrees Celsius. So it could be used
to heat rooms inside the Viking Lady or even
cool them by way of a heat exchanger.
The testing program also included suddenly
shutting off the supply of fuel, as would happen
in an emergency, and adjusting the fuel cell’s
electrical output to the actual demand on board.
“The fuel cell was genuinely not given an easy
ride,” relates Josef Kneifl of MTU Onsite Energy,
who accompanied the tests at sea.
As fuel, the fuel cell used what would normally
be available on the ship in any case and previously was only used by the engines – liquefied
natural gas (LNG). For use in the fuel cell it was
humidified, heated up and conditioned by the
media supply system.
Grade A
The mid-term assessment: “Grade A! The fuel
cell has fully lived up to our expectations, we are
really delighted,” enthuses Tomas Tronstad, the
man in charge of the project at Det Norske
Veritas. The society has given the design its OK
and so the ship will continue to ply the North Sea
with a fuel cell on board.
Lucie Dammann
Josef Kneifl
josef.kneifl@mtu-online.com
Tel. +49 89 203042-663
MEMO
Heating, lighting, engine and ventilation monitoring – there’s a constant
need for energy onboard ships. And
that means they produce emissions
even when they are not moving. A
project in Norway demonstrates
that there is an alternative, however.
There, a HotModule fuel cell plant supplied by MTU Onsite Energy generates
electricity onboard a supply ship without producing virtually any harmful
emissions at all.
FellowSHIP in brief
Commercial ships produce half as much harmful emission as all the cars in the world
put together. And they don’t do so far out to sea on the world’s oceans but near to its
coasts. More than 70 percent of shipping travels no more than 250 miles from shore.
For the Norwegian classification society DNV, that was reason enough to join with
other North European companies to create the FellowSHIP project. The Fellow of the
project title is an acronym of “fuel cells for low emissions”. The aim was to develop a
fully integrated fuel cell system for seagoing craft. At the heart of the concept is the
HotModule made by MTU Onsite Energy with its molten carbonate fuel cell.
Sustainability in the hotel trade
Gastropower
Ultra-quality hotel: the “Traube” in Tonbach is not just a luxury hotel and
delectable gourmet restaurant, it is also a pioneer in the use of green energy.
Since the beginning of this year it has had the use of a modular cogeneration
plant that supplies the entire facility with heat and electricity.
What started over 220 years ago as a small inn in a hidden-away Black Forest valley is now one of the
leading establishments in the German luxury hotel and restaurant trade. Today in the hands of ninthgeneration patron, Heiner Finkbeiner, the five-star establishment’s “Schwarzwaldstube” restaurant is
overseen by master chef Harald Wohlfahrt whose work has stood as the undisputed benchmark of
German culinary excellence for over 30 years. He is the only chef in the country to have been given
top rating by every restaurant guide since 1992.
Apart from the peacefulness, the magical setting, the comprehensive spa and health facilities and the
circumspection of the hotel staff, it is the presence and permanence of the chef that the guests value
above all. Instead of appearing on TV shows and in front of cameras, he prefers to be surrounded by
saucepans, stoves and his cooking staff.
To supplement the gastronomical choices of the three hotel restaurants, guests can enjoy active pursuits such as guided hikes and a wide range of sports, or cultural events such as concerts, fashion
shows, cooking courses or wine seminars. Relaxation and recuperation are offered by the hotel’s own
recently enlarged health spa facility complete with swimming pool. But none of that is unusual in a
five-star establishment. The latest attraction, on the other hand, is definitely rare and unexpected in a
luxury hotel. Every Tuesday at five o’clock in the afternoon, there is a guided tour of the modular heat
and power plant installed last year. “It is an extremely popular option,” beams Heiner Finkbeiner, who
always takes the opportunity to show the guests around the energy center himself whenever he can.
A mecca for gourmets and an eldorado
for friends of the environment: the
Hotel Traube Tonbach in Germany’s
Black Forest.
Energy
“With this installation our aim is to
produce our energy more cheaply
while conserving the Earth’s natural
resources at the same time.” Hotel
owner and recipient of the Bundesverdienstkreuz for services to the
hotel trade, Heiner Finkbeiner is
convinced of the credentials of his
cogeneration plant.
High energy demand all year round
With a view to the rising energy prices, in 2008 the Finkbeiner family started to look for a more
economical and, at the same time, more environmentally friendly alternative for supplying the hotel
complex with electricity and heat. “With the new installation our aim is to produce our energy more
cheaply while conserving the Earth’s natural resources at the same time. We have learned from the
rampant forest dieback in the Black Forest and recognized the great responsibility we have,” was
the hotelier’s explanation of the thinking behind the investment. The community of Baiersbronn, to
which Tonbach belongs, supported the ambitious project with a particular view to reducing the local
emission levels.
The consultations between management, the Finkbeiner family proprietors and the technical consultants Liepelt of Baiersbronn came to the conclusion that a gas-fueled modular CHP plant would provide the desired outcomes for the 25,000-square-meter hotel facility. The swimming pool and health
spa require large quantities of hot water even in the summer. That allows for good utilization of the
heat output. There were also two other requirements that had to be met: the CHP module was to be
very quiet in operation, so that the guests were totally unaware of any engine noise. And it was to be
installed in a new basement room without disrupting normal hotel service in the autumn of 2009.
After the consulting engineers had drawn up the concept, plans, drawings and the specifications
document, the hotel owners decided to purchase two engine-based combined heat and power
modules made by MTU Onsite Energy. Together they generate 434 kilowatts of electrical energy and
670 kilowatts of heat with a flow temperature of 90 degrees and a return temperature of 70 degrees. The twin-module solution enables demand-based control and redundant backup. So servicing
can be carried out without shutting down the entire energy plant, for instance. The two modules
were manufactured, delivered and erected by MTU Onsite Energy GmbH.
1
2
3
4
Energy
Three quarters of heat requirements covered
The extensive building work began in August 2009. A separate access to the excavation site for the
new basement that was suitable for an HGV had to be built. “The logistical and organizational challenges were enormous,” recounts Jan Kappler, general manager of the Hotel Traube in Tonbach,
“because all of the work was done while the hotel was open for business.” Despite the time limits
imposed for the sake of the hotel guests – building work took place from 10 a.m. to midday and
from 2 p.m. to 5 p.m. – the construction work was finished inside three months. From November to
December 2009, the technicians devoted their time to fine-tuning the system. It has now been in
continuous service since the start of 2010. And it is expected to produce 2.2 million kilowatt-hours
of electricity and roughly 3.4 million kilowatt-hours of thermal energy a year. That equates to around
half of the hotel’s electricity requirements and covers about 73 percent of its annual heat demand.
The two 12-cylinder CHP units achieve an overall efficiency rate of almost 92% and are designed for
six years operation before the first major overhaul falls due. To keep them working perfectly during
this period, MTU Onsite Energy carries out regular service and maintenance work.
Silent power and heat
As the installation is housed in a specially built underground generator room in the immediate
vicinity of the hotel suites, the two modules are each enclosed in noise and vibration-insulating
capsules. Inside the generator room with the doors closed, the noise levels when the modules are
operating is roughly 65 decibels. That is about the same as a normal conversation. In addition,
extensive exhaust silencing systems ensure that outside the soundproofed room only the whisper
of 30 decibels can be heard. On the balconies of the adjoining hotel suites, the guests are entirely
unaware that three meters below them electricity and heat are being generated – all they hear is
the wind in the trees and the sound of the birds.
1 Harald Wohlfahrt, head chef at the
Schwarzwaldstube restaurant in the
Hotel Traube Tonbach, has earned
the highest acclaim from every
restaurant guide for nearly 20 years.
2 - 4 Creative and artistic: Harald
Wohlfahrt’s dishes are among the
best in Europe.
5
6
870 tonnes less carbon dioxide
The hotel owners calculate that will save them 200,000 euro a year and reduce their annual carbon
dioxide output by about 870 tonnes. Set against the investment cost of roughly 700,000 euro, that
means that Heiner Finkbeiner and Jan Kappler can expect the plant to pay for itself in about three
and a half years.
5 Appetite for energy: the hotel’s
health spa demands heat all year
round...
6 ...from the modular heat and power plant supplied by MTU
Onsite Energy.
CHP plant of the month
Not exactly a stranger to awards, the luxury establishment has now earned itself yet another. But
rather than stars for hotel or culinary standards, the richly heritaged house has been honored for an
achievement outside of its usual sphere: the magazine Energie&Management named the hotel’s new
energy system “CHP Plant of the Month” in July 2010.
Uwe Täger
MEMO
Peter Grüner
peter.gruener@mtu-online.com
Tel. +49 6134 564-860
At a glance
Location: Hotel Traube Tonbach, Baiersbronn | Operator: Hotel Traube Tonbach | Concept and installation: Liepelt Ingenieurbüro
für Haustechnik, Baiersbronn | Special features: supply of electricity and heat to hotel/restaurant complex including extensive
health spa facility with swimming pool; high-tech exhaust silencer system | Plant: two Type GC 232 N5 CHP modules each producing
217 kW electrical output and 335 kW thermal output supplied by MTU Onsite Energy, Augsburg | Efficiency: expected annual saving
by the hotel: approx. 200,000 euro; amortization period 3.5 years | Environmental credentials: CO2 reduction 870 t/a at 5,000
hours of duty per year, specific CO2 emission from CHP electricity generation 202 g/kWh (GuD benchmark 365 g/kWh electrical)
MTU propulsion system for Turkish ‘National Ship’
In a class of her own
The tasks of the Turkish Navy are
varied. Along the 8,300 kilometers
coastline of the Turkish Republic, the
Turkish Navy ensures the safety of
waterways and protects the territorial
waters and exclusive economic zone.
Since the region is frequently struck
by earthquakes, the Navy is also prepared for humanitarian operations.
They participate in numerous stabilization and peacekeeping missions on
an international scale, for example
off the coast of Somalia and in the
Gulf of Aden. In order that these
tasks can be fulfilled, the Turkish
fleet is continuously modernized.
As HEYBEL_ADA (F-511) is launched during
the ceremony held on September 27, 2008 in
Istanbul Naval Shipyard, all eyes are focused on
this remarkable ship. With her compact design
and stealthy look, the corvette gives an idea of
what she will be able to achieve in operation.
Her crew is proud of their “Milli Gemi (National
Ship)”. HEYBEL_ADA (F-511) is the lead ship of
a class which has been designed, built and outfitted with maximum local content.
The MILGEM Class Corvettes are designed for
operation in littoral waters and furnished with
stealthy technology. Application of many signature-reduction measures makes them hard to
detect. They are also equipped with Turkey’s most
sophisticated platform and combat systems,
weapons and sensors, which make them one of
the most modern vessels of their class worldwide.
Turkish Prime Minister Erdogan insisted on launching the lead ship personally during a ceremony.
CODAG with more than 30,000 kW
The centerpiece of the vessel with a specified
top speed of 29 knots is a CODAG-type propulsion system (Combined Diesel and Gas Turbine)
supplied by MTU. Two 16V 595 engines with
a power output of 4,320 kW each and a
23,000 kW LM 2500 gas turbine provide power
for two controllable-pitch (CPP) propellers via a
Renk gearbox and ensure reliable operation of
the corvette. While the two diesel engines provide power for cruising speeds on a regular
patrol trip, switch-in of the gas turbine enables
the vessel to fulfill the high speed requirements.
The CODAG propulsion system is controlled and
monitored by an MTU Callosum MC automation
system.
A long tradition of MTU engines
Since the first German vessels with Maybach
and Mercedes-Benz engines were supplied to
Turkey in 1967, a large proportion of the ships
and submarines used by the Turkish Navy and
other governmental authorities such as the coast
guard have been equipped with MTU power systems. These include Mine hunting vessels of the
Aydın class (Lead ship “Alanya”) with two MTU
8V 396 TB84 diesel engines each, Kılıç patrol
boats and the new 1,700 t search and rescue
vessels of the coast guard featuring Series 1163
main propulsion systems. Moreover, two MTU
16V 4000 M70 diesel engines with a total power
output of 4,640 kW (6,310 hp) will be installed in
landing craft for transporting tanks and vehicles
(LCT’s) currently being built at the Turkish AD_K
shipyard in Istanbul. These landing craft are destined to transport troops and technical equipment by sea to their operating site, to safeguard
supplies and to land tanks and other vehicles at
inaccessible coastal areas. To support humanitarian missions, they can also transport urgently
needed supply goods and clearing equipment
such as excavators and bulldozers. Technical
training of the crew, maintenance and logistic
support for the propulsion systems will be
provided by MTU Turkey.
Detlef Becker
For more information contact:
Hilmi Ay
hilmi.ay@mtu-online.com
Tel. +90 212 867 2060
HEYBEL_ADA (F-511) is the lead
ship of the MILGEM class. She was
launched in September 2008 and is
to enter service in 2011.
Marine
1
2
76 mm Gun
F/C Radar
Nav Rad/LPI
3D Radar
ES System
EO Sensor
PDMS
Sonar
X-Band
Milsatcom
Chaff/IR
Decoy
Harpoon
STAMP Gun
Torpedo
Nav Rad
Torpedo/Detection
Decoy
1 The MILGEM class corvettes are equipped with an MTU CODAG-type propulsion system. During normal patrols, propulsion power is provided by the diesel engines; switch-in of
two gas turbines enables the vessel to fulfill higher speed requirements. 2 The vessels will be equipped with Turkey's most sophisticated platform and combat systems, weapons
and sensors, making them the most modern vessels of their class worldwide
Marine
As a member of the British Royal
National Lifeboat Institution, Phill
Corsi has been saving lives at sea
for almost 30 years.
MTU engines for British lifeboats
Roll model
The Series 2000 M94
Number of Cylinders
Speed
Rated Power
Fuel Consumption
at Rated Power
Bore / Stroke
Displacement, total
8V
2,450rpm
932 kW
10V
2,450rpm
1,193 kW
12V
2,450rpm
1,432 kW
16V
2,450rpm
1,939 kW
226 g/kWh 218 g/kWh 217 g/kWh 216 g/kWh
135/156 mm 135/156 mm 135/156 mm 135/156 mm
17.9 l
22.3 l
26.8 l
35.7 l
The Royal National Lifeboat Institution is well equipped to meet
the challenges it faces at sea. Its crews and vessels are ready to
go into action around the clock, 365 days a year to deal with
emergencies around the coasts of Great Britain and Ireland.
MEMO
360°-roll for a Series 2000 engine: Mounted on a special-purpose stand, the
engine goes through a full rotation around its own longitudinal axis. Only when
it has passed this test, is the engine ready for service in the Severn Class boats.
MTU engines can cope with capsize
The new engines for the Severn Class boats must cope with a very
special challenge: the lifeboats are designed to self-right in the event
of a capsize. For the engine on board this means that it must be able
to keep on running without any problems even after a complete
revolution around its longitudinal axis. Not an easy thing to do, as
the roll may cause engine oil to enter the cylinders through the
crankcase ventilation system and thus destroy the engine through
uncontrolled combustion. Engineers must therefore design the
crankcase ventilation and the chambers for the engine oil in such
a way that no oil can reach the air inlet during the 360° turn. For
this purpose a valve has been fitted to the crankcase breather that
will close, depending on the vessel’s angle of inclination, stopping
the oil from escaping. The valve automatically re-opens when the
engine is upright again.
Right from when he was a small boy,
Phill Corsi wanted to be a lifeboatman with the RNLI (Royal National
Lifeboat Institution). He has now followed his vocation for nearly 30 years
and has saved many lives at sea.
It’s one o’clock in the morning in Kilronan on
the Aran Islands. The quiet, picturesque island
off the Irish west coast is enveloped in fog.
Be-e-e-ep! A piercing tone penetrates the
nocturnal silence. Phill Corsi’s pager is going
off. Awakened from a deep sleep, Phill clicks on
his bedside light and glances at the time on his
alarm clock while quickly dressing himself to go
out on a rescue. Within a matter of minutes he
and his six crew are boarding the “Margaret,
Joan and Fred Nye”, one of the Severn class
all-weather lifeboats of the Royal National
Lifeboat Institution (RNLI). The call for help
came from the emergency team of the local
hospital. A young student, admitted with fever,
headache and vomiting symptoms and a stiff
neck, was diagnosed with meningitis. She must
be transported immediately to the Irish mainland for further medical care.
The 17-meter Severn class lifeboat “Margaret,
Joan and Fred Nye“ is ready to launch. Its two
1,120 kW, 10-cylinder MTU engines fire up in the
engine room. Since October 2008, the RNLI has
been trialling the MTU 10-cylinder M94 of the
Series 2000 engines as potential replacements
for the engines currently used in its Severn class
lifeboats – the biggest all-weather lifeboats in
the RNLI’s fleet.
The “Margaret, Joan and Fred Nye“ was refitted
with the MTU engines for extended sea trials.
Following successful tests, the lifesaving charity
is currently putting a program in place for engine
replacement with the upgrated M94 series in
a further seven, Severn class lifeboats. These
engines will propel the Institution’s biggest lifeboats to a top speed of 25 Knots (46 Kilometers
per Hour). These craft are in service at various
locations all around the coast of Great Britain
and Ireland.
Luckily, the sea is relatively calm that night and
weather conditions are stable. Many missions of
the RNLI volunteer lifeboat crews take place in
rough and stormy weather. This means that the
lifeboats must fight their way through high
waves. But even in such conditions, Phill Corsi
would remain calm. He knows his boat well
and that he can rely on it. The Severn class
lifeboats are designed for the toughest sea
conditions. Should they capsize, they right
themselves within a matter of seconds. They
are also built to withstand massive impact
forces because they need to be dependable
in waves of up to 16 meters high and wind
speeds up to 60 knots (111 kilometers per
hour). The standards demanded of the lifeboat
must apply to its engine too. They are “dependable fellows”. An RNLI lifeboat is in operation
for around 250 hours a year, the “Margaret,
Joan and Fred Nye” has been tested for over
800 hours and covered a distance of more
than 7,400 kilometers (4,000 nautical miles)
– with its engine at full power most of the time.
The engines are started only when the station
receives a mayday call, which means they have
to be able to rev up to full speed from cold
within a few seconds. That places them under
heavy strain. So they are intensively tested
before being commissioned in order to be able
to guarantee absolute reliability.
1
RNLI
MEMO
2
In 1824, Sir William Hillary
founded the ‘National Institution
for the Preservation of Life from
Shipwreck’. 30 years later, the
organization was renamed
the ‘Royal National Lifeboat
Institution’, the title it retains
to this day.
The Royal National Lifeboat Institution
3
Edinburgh
Galway
Newcastle
Dublin
IRELAND
Aran Islands Waterford
Cork
ES
1 Phill Corsi has been an active RNLI crew member
since he was 17.
2 Only around 10% of volunteer RNLI crew members
have full-time jobs connected with the sea.
Emergency drills and simulations are therefore vital
to safeguard professional standards.
3 RNLI lifeboats are called out around 22 times every
day.
4 RNLI volunteers patrol more than 140 beaches
around Great Britain and Ireland.
4
SCOTLAND
Londonderry/
Derry
Belfast
Manchester
Liverpool
Birmingham
WA
L
The Royal National Lifeboat Institution is a charity that saves lives at
sea around the coasts of the UK and Republic of Ireland. It is financed
entirely by charitable donations and public support. The organization
provides a round-the-clock search and rescue service extending as
far as 185 kilometers (100 nautical miles) from the coast. It maintains 235 lifeboat stations and over 330 lifeboats ranging in length
from 5 to 17 meters. The RNLI also has a relief fleet of around 100
boats. Most of the people who work for the service do so on a voluntary basis. Last year alone, RNLI lifeboats were called out on 8,293
occasions. That is roughly 22 rescue missions a day. In doing so, they
rescued a total of 7,612 people. Since it was founded in 1824, the
organization’s volunteers have saved over 137,000 lives at sea.
Only around ten percent of the RNLI’s volunteer crew members
have jobs in maritime industries. Training is of fundamental importance. That is why the RNLI has set up a Lifeboat College at its headquarters in Poole. That means it can ensure that lifeboat crews are
trained to operate safely and effectively even under the most difficult and dangerous conditions. In the Lifeboat College’s sea survival
pool, rescues in darkness, thunderstorms and with helicopters can
be simulated.
ENGLAND
Cardiff
London
Plymouth
Le Havre
FRANCE
Aran Islands
Marine
The Severn Class boats have to
battle 16-meter waves and winds up
to 111 kilometers per hour. If they
capsize, they are designed to right
themselves within seconds.
This reliability is what Phill Corsi and his team
are depending on now. Quick action is essential.
Thanks to the powerful propulsion system, Phill
navigates the lifeboat in only 45 minutes to the
mainland, which is almost 50 kilometers (28 nautical miles) away. He has been with the RNLI for
28 years. He joined the Newhaven station when
he was 17. “My mother had to give her consent,“
he relates. “Seventeen is the earliest age at which
you can join the RNLI, but you have to have written permission from a parent or guardian.
These days, Phill Corsi is navigator and assistant mechanic at the Newhaven station. As the
Royal National Lifeboat Institution is a charity,
he worked for them on a voluntary basis until
recently. But a few months ago he became a
full-time employee of the RNLI as a Evaluation
Trials Mechanic.
He has high expectations of the MTU engines
because the RNLI’s requirements are very strict.
They have to be powerful, reliable, and fuel-efficient. The RNLI also wanted to reduce the amount
of servicing work and maintenance costs. The enhanced-power MTU 10V 2000 engines offer precisely those benefits. The MTU engines are easy
to access for servicing, the first oil and fuel filter
change is not required until 500 hours’ service
has been completed and it will be 18 years before
the engines need a complete overhaul.
Phill and his fellow crew members practice every
Sunday morning and at least one or two nights in
the winter months. Nights are the best time for
practicing rescue scenarios at sea in the cold,
rain, dark and rough conditions. “The most important thing is for us to be flexible“, Phill explains. Because the nature of the calls received
can be very different. Sometimes it might be a
ship about to capsize, sometimes a vessel that
represents a navigation hazard in the heavy traffic of the English Channel and sometimes the
rescue of someone suffering a medical emergen-
cy on a ship.“ But routine operations such as
rescuing a group of schoolchildren trapped by
the tide on a local beach, or helping swimmers,
canoeists or windsurfers are just as rewarding“,
the vocational lifesaver enthuses in conclusion.
In the meantime, the student who contracted
meningitis is on the road to recovery. For Phill
Corsi and his team, the night’s work is done,
and, after a quick breakfast, the day’s work
begins.
Melanie Staudacher
For more information contact:
Steve Turton
steve.turton@mtu-online.com
Tel. +44 1342 335 465
Marine
Inland shipping engine shows its quality
Iron man
Dyed-in-the-wool river boatman: Hans Robert Bell has spent his entire life on a barge. He is now
the first client to try out the new MTU working-vessel engine. His conclusion after more than a
year of use: the engine just keeps on going.
Marine
1
Powerful, economical and above all
dependable – those were the features
highlighted by MTU at the launch of
the new working-vessels engine. And
as their “Ironmen” tag suggests, these
engines are hard as nails, rugged and
reliable. Hans Robert Bell is the first
customer to have fitted one in his river
barge and tested it out. And his conclusion after 18 months is that the MTU
power unit really is a tough cookie.
You might say its owner is an iron man too.
Surrounded on all sides as he is by ferrous metal.
Hans Robert Bell is an inland shipping operator.
His barge is made of iron. His cargo is scrap iron.
His engine as hard as iron. Just now he is traveling up the Moselle river to Nancy in France. There
he has to deliver 3,650 tonnes of rusty shearer
and shredder scrap that he loaded up in Koblenz.
It looks relaxing as he sits there in his black armchair in the wheelhouse of his river freighter, radar
screen in front of him, navigation system to the
right and stretching out ahead the massive cargo
holds full of scrap metal. And that is where his
gaze is directed. His left hand rests on his thigh
and his right on the joystick. It clicks every time
he turns it to the right or left to steer the boat; but
Hans Robert Bell doesn’t hear it any more. His left
foot rests on the console. The mood is comfortable living room. Hans Robert Bell has made it
homey on board the “Somnium Vitae”.
he does the “Timo”, which he passes shortly after
leaving Koblenz. “The captain’s wife must be at
the helm, because otherwise he would have radioed me by now,” Bell states with certainty. And
sure enough, a female hand waives from the oncoming wheelhouse as the two signal their mutual
recognition. But hardly a minute has passed before a shrill beep cuts through the silence on
board. It is the captain of the “Timo” on the twoway radio. The two know each other well, briefly
exchange greetings and then, while traveling in
opposite directions, get straight onto the big issue
of the day for those in the inland shipping business – the economic crisis. They talk about colleagues’ ships lying in port for weeks waiting for
cargo.
Convinced by the iron men
The global financial crisis has hit the inland waterways hard and the Bell family only has one
2
1 Every movement counts: deck hand
Darek climbs up the lock wall to tie
up the barge.
2 Work-life balance: Hans Robert Bell
is passionate about being a bargeman.
A dream come true
Somnium vitae means life’s dream. It is a name
that tells the story of the vessel. Even as a small
boy, Hans Robert Bell dreamt of steering a river
barge as large as this. Then 21 years ago, that
dream – his life’s dream – came true. So that is
what he named the boat. He was 34 years old at
the time, but already an “old hand” in the inland
navigation business. He has spent his whole life
on boats, because the Bells are a true river boat
dynasty – not only his father and grandfather
were bargemen, but five more generations before
them. So Hans Robert knows the Rhine, Danube,
Moselle and Weser better than his home town of
Hirschhorn in Hesse; and he can recognize oncoming river craft simply from their silhouettes. As
way to make sure of keeping their customers –
reliability. “If I say I will be at the port in Metz on
Saturday, then I have to make sure I am,” underlines Hans Robert Bell. And one thing that is a
great help to him in that regard is the MTU
“Ironmen”. He has been using the new twelvecylinder Series 4000 working-vessel engine for
more than a year now. Down in the engine room,
it works as reliably as the captain up top – and
does so for at least 16 hours a day. But outside
the engine room, you would hardly know it’s
there. It was clear to Hans Robert Bell for a very
long time that he wanted an MTU engine in his
barge. “Why search far and wide for something
that is close at hand?” he jokes, but quickly
becomes very serious when he says, “The
“Ironmen” engine is technologically simply the
best in its class.” He enthuses about how
smoothly the twelve-cylinder runs. “In the past,
there was always a loud whistle from the intake
noise of the turbochargers,” he recalls. As well
as that, the engine was already equipped to
meet the emission limits that would be introduced in the future. “The others can’t do that
yet,” Bell states. But by far the most important
aspect for him is that the engine runs reliably.
“If my barge is out of action, I can’t serve my
customers reliably, which means I will lose work
and eventually my livelihood,” he elucidates.
So he is glad of the added security of an MTU
Customized Care maintenance contract covering all servicing costs. “But the best part of all
is that MTU also covers unforeseen damage,”
he adds. So that things never get that far, there
are two silver boxes suspended underneath
Hans Robert Bell’s control desk. They record all
come the eighth generation to be a river bargee.
To make that possible, his father has had the
ship extended by 70 meters, because that is the
only way it will be able to operate economically
in the future. As yet, however, Joachim is not allowed to pilot the Somnium Vitae because he
can’t get his helmsman’s license until next year
when he is 21 years old. Until then he is helping
out as a deck hand. He gives his father directions when they are maneuvering the barge into
locks, helps to load and unload the cargo, paints
the sides of the ship and cleans the decks and
the windows. But the man in charge is the skipper. And that is how Joachim refers to his father
as well. Hierarchy is an absolutely fundamental
principle on board ship. Hans Robert Bell is the
undisputed boss. He only needs to nod and
Joachim knows what he has to do. As he does
just now. He quickly grabs a walkie-talkie and
runs the 170 meters past the cargo holds
board, shimmy up the ladders in the lock wall.
Over their shoulders they carry the mooring
ropes for tying the Somnium Vitae to the bollards
at the top of the lock. Every movement counts.
The two cannot afford any mistakes because the
water will very soon be pouring into the lock and
lifting the barge slowly upwards.
Family the most important thing
“We are a well-drilled team, and we have to be,”
Joachim explains. The barge having exited the
lock, he is back in the comfort of the bridge
alongside his father. “Everyone on board has
his job. And anyone who doesn’t do their bit is
harming everyone,” he continues. That is underlined by Hans Robert Bell, who reflectively relates having had to get rid of more than one deck
hand who didn’t fit in the team. “If something
isn’t right in the crew, I notice it straightaway,”
the skipper recounts. After ten hours at the helm
1
the essential engine data and transmit them to
the MTU server via the mobile phone network.
That remote service system enables MTU engineers to monitor the engine data and respond
immediately if something is wrong. For Hans
Robert Bell, it’s all a bit newfangled. “I don’t understand all this electronic stuff these days. All
I care about is that the engine works,” he grins.
Every movement counts
He is no longer alone in the wheelhouse, as his
son Joachim now works with him. He sprays blue
glass cleaner on the windows. He has to contort
himself gymnastically around his father so as not
to get in his way at the helm. Joachim wants to
carry on the tradition of the Bell family and be-
towards the bow. Pretty soon he is just a figure
in the distance, but his voice comes through
clearly over the intercom. “Bow 60, stern 20, in
front 30,” come the directions. The Somnium
Vitae is no longer sailing mid-river but entering a
lock that is only a couple of feet longer than the
barge itself. So Joachim has to give his father absolutely precise directions for maneuvering the
boat safely into the lock. The Somnium Vitae is
60 centimeters clear of the lock side to the right
of the bow and 20 centimeters clear to the right
of the stern, and there are 30 meters to go to the
front end of the lock. “Bow 30, stern 10, in front
20,” is the next report a few control-lever clicks
later. And then it’s a mad rush all of a sudden.
Joachim and Darek, the second deck hand on
he is still sitting comfortably at the controls. He
too seems to have the stamina of an iron man.
He now has his right foot on the console instead
of his left. And rather than holding the control
lever, he has a cup of coffee in his hand. It has
been brought in by his wife Astrid, who lives with
him on the barge and is now sitting on a bench
behind his armchair. She has her feet up too and
is gazing out of the window, deep in thought.
“Astrid and me, we just suit each other,” he expounds. Astrid comes from a family of bargees
too and can pilot the ship as well as her husband. And Hans Robert couldn’t imagine a life
aboard without her. Only once were they faced
with the decision as to whether Astrid should
stay permanently on board – when they decided
Marine
to have children. They have five – their youngest,
Nicole, is 17 and the eldest, Stefanie, 26. “Many
wives of bargemen bring up their children at
home, leaving the husband alone on the boat.”
But Hans Robert and Astrid Bell opted for the life
on the water even though it had its difficulties.
Although, at 90 square meters, the living quarters
at the stern of the vessel are large by the standards of onboard accommodation for inland waterway crews, it is still pretty cramped for seven
people. “But I need my family around me,” says
the skipper, who is not just a demanding boss
but also proud family man. He fondly remembers
the years when the children were small. There
used to be a swing on the after deck and his
sons often sat on his knee, learning to steer the
ship. Saying goodbye when they had to go to
school at six years old was a real wrench. They
all went to a boarding school, but Astrid would
bring them home by car every weekend so that
«
Why search far and wide for something that
is close at hand? The ‘Iron Men’ engine is
technologically simply the best in its class.
»
Hans Robert Bell, inland shipping operator and captain of the Somnium Vitae.
2
the family was together at weekends at least. It
meant driving 65,000 kilometers a year. “You always have a bit of a guilty conscience when you
can’t have your children with you,” she reflects.
Only problems are on land
But the love of the life on the river always overcame the misgivings. “You know, here on the
barge I feel as though I’m on my own private island. And the only problems I have are on land,”
Bell relates. But life on the water is not entirely
without complication for the Bells. The economic
pressures and the competition for work were
much greater and there had been an enormous
collapse in market prices. “That’s where the MTU
engine has been a massive help simply because
3
it uses much less fuel than others, so that our
expenses are lower,” Hans Robert expands. It is
something he has been able to convince his
brother (also an inland waterway man) of as well.
“He wanted to fit a Japanese engine in his boat
and wouldn’t be swayed by my patriotism,” Bell
recounts. “But my argument that the engine pays
for itself because it is simply much more economical finally persuaded him,” Bell reports. And
now the “Navigare” owned by his brother is also
to be repowered with an MTU “Ironmen” engine
in the next few months.
1 Two of a kind: not only is Hans
Robert Bell a hardened river boatman. His engine is a real “iron man”
too.
2 The name says it all: owning a barge
like the Somnium Vitae was Hans
Robert Bell’s lifelong dream.
3 Until Joachim has got his helmsman’s license, he is working as a
deck hand on the barge skippered
by his dad.
King and queen
Only a few meters away from Hans Robert Bell in
the kitchen of the six-room apartment, Astrid is
Marine
1 Pfiffi and Pfuffi always come along
for the ride when their master and
mistress are traveling the waterways
of Europe.
2 Lunch time on the Somnium Vitae:
Astrid Bell cooks for the crew. But
she is more than a housewife, she
has a license to pilot the barge as
well.
3 When the time comes for his parents to retire, Joachim Bell will captain the Somnium Vitae with his
brother.
now preparing green beans for the evening meal
with the two three-month-old ship’s dogs, Pfiffi
and Pfuffi, at her feet. At the last stop in Koblenz,
she bought so many groceries that every cupboard in the kitchen is full to the gunwales. It has
to last for the whole of the next week. The Bells
very rarely leave the barge for more than a day.
“But one day there will come a time when we will
leave it behind,” she states with certainty. Then
they will swap their 90 square meters of living
space on the Somnium Vitae for a small house in
Hirschhorn. None of them can really imagine it,
except the skipper. He is looking forward to a
“normal life” and has plenty of plans. He and a
friend have bought an old ferry boat that the
two want to restore together. The big barge, the
Somnium Vitae, will then be taken over by
Joachim and his younger brother. For their part,
The “Ironmen” as propulsion engines
Cylinder configuration
Power output
Fuel consumption at
rated output*
V8
746 kW - 1,000 kW
V12
1,140 kW - 1,500 kW
V16
1,520 kW - 2,240 kW
211 g/kWh
197 g/kWh
194 g/kWh
V8
50 Hz / 1,500 rpm
60 Hz / 1,800 rpm
760 - 1,040 kW
V12
50 Hz / 1,500 rpm
60 Hz / 1,800 rpm
1,140 - 1,560 kW
V16
50 Hz / 1,500 rpm
60 Hz / 1,800 rpm
1,520 - 2,240 kW
207 g/kWh
206 g/kWh
199 g/kWh
The “Ironmen” as genset engines
Cylinder configuration
Frequency / Speed
Power output
Fuel consumption
at rated output*
Lucie Dammann
Walter Dorner
walter.dorner@mtu-online.com
Tel. +49 7541 90-2031
2
MEMO
1
they are not sure the skipper will ever leave. “I’ll
believe that when it happens,” Joachim laughs.
“He can hardly last out being off the barge for
two days,” he relates with a glint in his eye. And
when you see Hans Robert Bell sitting in his black
armchair and hear the soft clicking of the joystick, it is hard to imagine that the skipper of the
Somnium Vitae will ever be anyone else. The
barge is his life, his world and his island. “Here,
I am the king and Astrid is the queen,” he says,
looking straight ahead.
* Consumption varies depending on engine variant
3
«
I’ll believe he’s going to call
it a day when it happens.
Because he can hardly last out
being off the barge for two days.
»
Joachim Bell is set to take over the Somnium Vitae
when his father retires.
Industrial
With a wide choice of different caterpillar tracks and a powerful engine, the Pistenbully snowcat can cope with any conditions.
Off slope activities
When
winter
ends
You might think that Pistenbully snowcats have an easy life. Sure, they have to
work hard in the winter – but what about the summer? Then they can just park
up and enjoy the view, can’t they? Not by a long chalk. Many “retirement age”
Pistenbully snowcats start a “second career” in the summer. They bulldoze great
mounds of mud, work in forests, in the fields, in vineyards or dig turf. And whatever they are doing, an enormously powerful engine drives them on.
Industrial
A Pistenbully snowcat on winter
duty clearing paths and tracks.
It can make use of additional
equipment such as all-way blade,
snow thrower, snow blower and
various ski-track preparation
attachments for the purpose.
A Pistenbully snowcat on
summer duty with flail
mower and tipper body.
MEMO
A Pistenbully snowcat on an oyster farm? Admittedly it is an
exception, even for a Pistenbully. But the idea that they spend
their time smoothing the ski paths in the late afternoon with
their spotlights glaring and warning lights flashing is only half
the truth. Pistenbully snowcats are genuine allrounders. When
they have finished their duties on the ski slopes, other jobs
await them. In next to no time the interchange systems can be
replaced by attachment plates or three-point hitches and the
Pistenbully is ready for its summer job. Then it can work as a
wetland mower or forest mulcher. It can spread muck or drill
holes for planting, cut turf, recultivate landfill sites and prepare fish and prawn lakes for the next rearing season. Or even
lay out the oyster beds at low tide. For all of those tasks there
are a variety of attachments available such as for muck
spreaders, earth augers or ditch cutters. The front interchange
system allows the Pistenbully to be fitted with the various
Kässbohrer
The Pistenbully is made in Laupheim in the Swabian region of
South Germany. That is where the manufacturers Kässbohrer,
previously based in the city of Ulm, are now located. The product
range of Kässbohrer Geländefahrzeug AG encompasses the Pistenbully family, beach management equipment and specialized working and forwarding vehicles for use on difficult terrain. With a
market share of over 60 percent, the Pistenbully is the world-leading ski-slope preparation and snowboard park landscaping vehicle.
In the financial year 2008/2009, the company registered record
sales of 195.4 m euro.
mowers and mulchers or other special attachments. Equipped
with the front or rear three-point hitch, other implements can
also be attached and driven by a PTO shaft.
Anything is possible
If there was ever a vehicle to which that well-worn phrase could
be genuinely applied, then it is the Pistenbully. Wherever the
terrain is tough and the conditions extreme, it is exactly the
machine you want. The Pistenbully doesn’t slide down, sink in
or get stuck – be it on ice or marshland, in the forest or on ski
slopes. It masters the steepest gradients and copes easily with
the most extreme inclines. With its powerful MTU engine, which
develops massive torque even at low revs and so gives the vehicle powerful acceleration, it can shift all sorts of heavy bulk –
whether snow, sand, mud or silage. And it can be used in any
kind of wind and weather.
Pistenbullys have many advantages. One of them is their low
center of gravity. Another is their extraordinary agility. With its
contra-rotating tracks, a Pistenbully can literally turn on the
spot. The even weight distribution over the entire track contact area also makes the Pistenbully the perfect allrounder. It
means the pressure on the terrain surface is so small that the
Pistenbully can easily drive over deep snow or marshy ground
without sinking in. Since more and more farmers are also becoming energy producers by running biogas plants, Pistenbullys are seen increasingly frequently on farms as well.
Because they are absolutely perfect for loading grain or grass
silage into the trench silos of the biogas plant. The Pistenbully’s X-Tracks enable it to move easily over the surface without sliding away or tipping over. So it can spread the silage
Because of its low surface pressure characteristics, the Pistenbully doesn’t sink in even on marshy ground.
Industrial
2
1
4
3
5
1 The Pistenbully 300 GreenTech is a
universal machine for turf cutting.
2 There were even Pistenbullys in
action at the 2010 Winter Olympics
in Vancouver.
3 No gradient too steep. The Pistenbully 600 with winch preparing a
steep slope.
4 The Pistenbully is a farmer’s
favorite for mowing jobs as well.
5 The Pistenbully 300 GreenTech is
ideally suited to loading silage into
biogas plant silos.
evenly up to the side walls and into the corners. At the same
time, the silage is ideally compacted by the large track surface area – especially if the vehicle is driven repeatedly over
the same area to create a settling effect.
Light, powerful and compact
All that is made possible because Pistenbullys are driven by
very powerful but lightweight engines that develop high torque
right from the lower end of the power band. The engines are
also distinguished by excellent fuel economy, ease of maintenance and longevity. MTU supplies 295kW units for the Pistenbully 600 and 4-cylinder 145kW units for the Pistenbully 100
AllSeason. The Pistenbully 300 GreenTech is also powered by
an MTU engine – the Series 926 which produces 240kW.
An absolute delight to drive
Insert the ignition key, press the start button and off you go. The
Pistenbully skips over the terrain, spins around in a circle seemingly without effort, slaloms in and out, climbs up and down at
an unerringly even tempo, responding precisely to every command from the driver. And extreme gradients are no problem
either. A special sump means that the engines remains reliably
provided with oil even at a slope of 100 percent.
With its special attachment kinematics, the Pistenbully 600 Park is extremely maneuverable.
The front and rear attachments can be operated simultaneously.
greater the speed difference between the tracks, the sharper the
turn. If the track on one side is reversed, the vehicle turns around
on the spot. Even with its implements lowered, the shiny red workhorse won’t be stopped by anything or anybody. It can shove
tonnes of material along without losing any speed. What is more,
it leaves no trace of damage even when driving over the most delicate ground such as wetlands – later on there is not even a tire
mark to be detected. And thanks to the low-emission engines, the
smell of the forest and heath is untainted, and the crisp air of the
ski slope remains as clean as it was before.
Martina Schwendemann
Dietmar Wetzel
dietmar.wetzel@mtu-online.de
Tel. +49 7541 90-7033
MEMO
Sitting in the driver’s seat you have plenty of space and everything clearly in view. All functions are controlled by a joystick.
The half-circle steering wheel is reminiscent of an aircraft to
the lay person. The experts know that track-driven vehicles are
steered by the relative speed of the tracks on each side. The
Technical data
Engine
Capacity
Power output to ECE
Max. torque
Cylinder bore
Cylinder stroke
Speed
Unladen weight (vehicle)
Pistenbully 100 AllSeason
4R 924
4,800 cm3 / 4.8 l
145 kW
705 Nm at 1,200 rpm
106 mm
136 mm
max. 25 kph
from 3,400 kg
Pistenbully 300 GreenTech
6R 926
7,200 cm3 / 7.2 l
240 kW
1,300 Nm at 1,200–1,600 rpm
106 mm
136 mm
max. 21 kph
from 6,700 kg
Pistenbully 600
6R 460
12,800 cm3 / 12.8 l
295 kW
1,900 Nm at 1,300 rpm
128 mm
166 mm
max. 23 kph
8,045 kg
1
1 Straight flush: the MTU Series 4000, Series 1600 as engine only and PowerPack, and the Series 1800 PowerPack make up an unbeatable hand for rail applications. 2 First of its
kind: Siemens showcased the diesel version of the Vectron at the world’s biggest rail exhibition ‘Innotrans’. On board the locomotive was the first engine of this size to gain certification for European Emissions Stage IIIB. The Vectron is available in both diesel and electric versions. In future, the Vectron will replace the Eurosprinter and the Eurorunner which
are currently in service.
2
Industrial
Rail quartet demonstrates traction repertoire
Winning hand
“Number of cylinders? V20. I win!”
We all remember the Top Trumps
card game that was and still is so
popular at every break time in the
school playground. Which car is the
most powerful? Which has the fastest
acceleration? And which is the newest?
Each player reads out the figure on
his or her card and whoever has the
best in that category wins the trick.
In the real world of railway traction,
your best chances of being in a winning position are to be dealt a hand
with power units made by MTU.
Because their rail engines and traction systems are not only ahead of
the rest in terms of pulling power and
acceleration. They also score highly
on fuel-efficiency and low emissions.
As of 2012, diesel locomotives in
Europe will have to meet the tighter
emission limits of the EU Stage IIIB
regulations.
It’s a new game and MTU’s rail applications set
has a strong hand. The trumps in this pack are
the latest generation of the Series 4000 engine,
the entirely new Series 1600 design, new versions of the PowerPack underfloor traction units,
and a futuristic hybrid system. Play your cards
right with that combination and you can’t help
but come out on top.
New Series 4000: safe bet for performance
and emissions
An engine that wins hands down in any competition is the new MTU Series 4000 for rail applications. Not only does it set standards in terms of
reliability, economy and power-to-weight. More
than a year ahead of the introduction date, it is
the first in its power class to comply with the
emission standards that come into force in 2012
– as officially verified by the German Federal
Motor Traffic Office. The Series 4000 is also a
long-running success. Since its debut in 1996, it
has been used in more than 2,100 mainline and
shunting locomotives worldwide, either as the
original unit in a new vehicle or as a more powerful and efficient replacement for an old engine in
a locomotive already in service. And the latest
incarnation of the Series 4000 certainly has the
wherewithal to continue that success story.
gen oxide emissions. So the levels in the exhaust
are within the Stage IIIB limits entirely without
the need for an SCR system, which chemically
converts nitrogen oxides to water and nitrogen.
The engine also has a super-efficient two-stage
turbocharging system comprising three turbochargers and intercoolers that constantly ensures the engine is supplied with sufficient air
for low-soot combustion, even when operating
in extreme outside temperatures or in thin air
several thousand meters above sea level.
Compared with the EU Stage IIIA emission limits
that have been in force since 2009, the allowable
levels for nitrogen oxides (NOX) are due to come
down by 39 percent, and soot particulates by a
massive 88 percent. That means that from 2012,
an engine will not be allowed to emit more than
four grams of nitrogen oxide per kilowatt-hour.
That can only be achieved by using a highly sophisticated combination of in-engine technology
and external exhaust aftertreatment. So on the
Series 4000, MTU has adopted proven technologies that have been selectively developed to an
even higher level of technological advancement.
On the inside, the Series 4000’s trump feature is
its cooled exhaust recirculation. Cooled exhaust
is fed back into the intake air, thereby reducing
the combustion temperature and lowering nitro-
Industrial
‘Black spots’ not welcome!
As well as nitrogen oxides, soot particulates also
have to be reduced to a minimum. From 2012, an
engine will not be allowed to emit more than
0.025 grams of particulate matter per kilowatthour. That means there is absolutely no place for
‘black spots’ in the rail sector of the future. To
make sure that as little soot as possible is released
into the atmosphere, the Series 4000 is also fitted
with a diesel particulate filter. It is integrated in the
silencer and its slim dimensions are made possible
by the improved common-rail fuel injection system.
Because – as the fuel spurts into the combustion
chamber at a pressure of 2,220 bar – less soot is
produced in the first place and the filter can be
kept small. The new generation of Series 4000 rail
engines is being introduced in stages from 2012.
The first off the production line will be the 12 and
16-cylinder versions, with the 8 and 20 cylinder
models being added to the pack at a later stage.
Series 1600 the trump card for small
locomotives
Having taken the first trick with the Series 4000,
MTU follows up with another trump card – the
Series 1600. It is the youngest addition to the
MTU family group but has already proven its capabilities. MTU Series 1600 engines have been dependably driving electricity generators for more
than a year and will very soon be powering industrial vehicles and agricultural machinery. From
2013, the new family member will also be able to
demonstrate its qualities to the railway industry.
With its compact dimensions, ease of maintenance
and operational reliability, the Series 1600 diesel
engines are designed for the demands of railway
traction. With a top-of-the-range power output of
690 kilowatts, it is ideally suited to use in small
shunting locomotives. And it goes without saying
that the Series 1600 satisfies all current emission
requirements and boasts the lowest figures in its
category in that regard. Stage IIIB compliance is
achieved by virtue of two-stage turbocharging,
exhaust recirculation and particulate filter. The
10 and 12-cylinder versions of the Series 1600 get
inside the maximum levels for particulate matter
and nitrogen oxide emissions required by the EPA
Tier 4 standard in the US market by exhaust recirculation alone, i.e. without having to resort to a
particulate filter.
PowerPack scores maximum points for
economy
Higher speeds, longer servicing intervals, more
frequent station stops – when you need to score
highly in those categories, MTU PowerPacks are
the right choice. Train manufacturers and operators are constantly raising the bar as far as the
expectations of railcar traction systems are concerned. Constant improvements in traction unit
performance are demanded. MTU pioneered the
development of compact traction solutions with
the launch of the PowerPack high-performance
underfloor engine modules for railcars in 1997.
Since their arrival in the marketplace, more than
4,000 of these modular traction units have
proven their credentials on every kind of route
profile. Anybody dealt one of these cards is perfectly equipped for any future challenge. The
classic PowerPack with the 6H 1800 engine and
power ratings of 315, 335, 360 or 390 kilowatts
saves the atmosphere from the vast majority of
the particulate emissions and so already satisfies
the future requirements today. To limit nitrogen
oxide discharge, MTU also offers the PowerPack
with an SCR catalytic converter that converts the
harmful nitrogen oxides in the exhaust into harmless water vapor and nitrogen. In that way, the fuel
consumption and, consequently, the CO2 emissions can be reduced by as much as 5 percent.
The new Series 4000 rail
engine has a two-stage
turbocharging system
comprising three turbochargers with charge-air
intercooling as well as
cooled exhaust recirculation. There is also a
soot particulate filter
for exhaust treatment.
Siemens is the first train maker to use
the new rail engine, having fitted one
in its Vectron locomotive.
1
2
All driven by MTU PowerPacks:
1 The Class 172 railcars made by
Canadian manufacturer Bombardier
use compact underfloor traction
modules supplied by MTU.
2 In the second half of 2011 MTU
will be testing the prototype of a
hybrid system with Deutsche Bahn
subsidiary Westfrankenbahn.
3
4
3 New LINT diesel railcars from Alstom have the
proven MTU PowerPacks, which already meet
the EU Stage IIIB emission limits that only come
into force from 2012.
4 To upgrade its fleet in 2007, Swedish transport and
logistics company Green Cargo had 104 of its T44
locomotives repowered – with MTU 12V 4000 R43
engines. They complete with EU III A emission
standards solely with internal engine measures.
Industrial
For underfloor traction units requiring power ratings above 390 kilowatts, MTU has another ace
up its sleeve starting in 2012. A new PowerPack
featuring the rail version of the Series 1600 engine will then be available with output choices of
565, 625 and 660 kilowatts. They too will benefit
from SCR emission control systems. Clients will
also be able to choose between diesel-electric,
diesel-hydraulic and diesel-mechanical versions
of the PowerPack and so integrate them perfectly
in their competitive strategy. You might say they
are the sort of cards you can’t lose with.
Hybrid system is the wild card in the pack
Operators will have to wait just a little while
longer for the ultimate trump card – it is being
tested out next year. The innovative hybrid version of the PowerPack might then be the firstchoice option if the already low fuel consumption
is improved even further. The unit has a brake
energy recuperation system that recovers energy
from braking using a generator. When starting off
and accelerating, the stored electrical energy is
supplied via a DC/AC converter to the motor/
generator unit, which then operates as a motor
to drive the railcar. Depending on the power requirement indicated by the train driver, the train
can be driven either by the electric motor alone
or by the diesel engine and electric motor together. At stations and on urban services, this
technology enables low-noise and low-emission
train operation. It is particularly economical on
local services where the train is frequently slowing down and speeding up. To be within the EU
Stage IIIB emission limits, the hybrid PowerPack
is fitted with an SCR exhaust aftertreatment
system with urea tank.
Every card a winner
To further improve the chances of success,
MTU supplements its rail traction set with a large
number of electronic engine management and
control system options and support services.
Customized complete system solutions are offered to deal clients the perfect hand for their
needs. There is the Powerline automation system, for instance, which monitors, controls and
regulates all drive system functions. And to ensure the long-term availability of their locomotives and railcars, clients have the choice of
MTU_ValueCare after-sales services. The options
include extended warranties, made-to-measure
maintenance contracts, remanufactured engines
and training for service engineers.
And the best thing about these cards is that
whoever picks them can relax in the knowledge
that they are certain winners without having to
resort to risky strategies.
Kerstin Sur
Aaron Haussmann
aaron.haussmann@mtu-online.com
Tel. +49 7541 90-7778
Miracles do happen
After 69 days below ground the miners
were able to embrace their families again.
At the heart of the rescue operation was a longtime MTU customer,
Schramm Inc. of West Chester, Pennsylvania (USA). A specialist in landbased drilling operations, Schramm’s T-130XD flat drill rig, powered by
an MTU Series 2000 engine, was used to drill the rescue shaft. The
engine was supplied by the MTU Detroit Diesel Distributor Penn Power
Systems, from whom Schramm has been purchasing high-quality MTU
engines for its drilling equipment for many years.
The Schramm drilling rig was used to widen a former supply shaft to
turn it into a rescue shaft. In the first step, the shaft was widened to
30 cm diameter, and then drilled to almost 70 cm diameter to accommodate the rescue capsule. The men were then winched one after
another to the top of the shaft in the 53 cm wide capsule. Schramm’s
hydraulically powered drill hammer is especially suited to drilling the
hard rock of the Chilean mine. It uses a cutter attached to the drill
hammer which strikes against the rock in rapid succession and breaks
it into small pieces. The rubble is then blown out of the borehole by the
machine.
“I’m proud of the fact that our engine contributed to this historic rescue
operation,” said Omar O. Solis from Detroit Diesel Chile. And it had a
tough task, since to save time, the drilling rig was running non-stop.
“But our engine did a great job,” said Solis.
IMPRINT
Industrial
The entire world rejoiced together this past October
as one of the biggest rescues in the history of mining
was carried out on live television. Thirty-three miners,
trapped in the San José gold and copper mine following
a landslide, were finally pulled to safety on October 13,
2010 after 69 days of being trapped more than a half
mile below ground. This was the longest time anyone
had survived underground and it played out on a
global stage.
Imprint
MTU Report The magazine of the
MTU and MTU Onsite Energy brands
PUBLISHED BY Tognum AG; Publisher’s
representative: Wolfgang Boller
EDITOR IN CHIEF Lucie Dammann,
e-mail: lucie.dammann@ tognum.com,
Tel. +49 7541 90-2974 EDITORS Detlef
Becker, e-mail: detlef.becker@tognum.com,
Tel. +49 7541 90-4922; Mirko Gutemann,
e-mail: mirko.gutemann@tognum.com,
Tel. +49 7541 90-4741; Katrin Hanger,
e-mail: katrin.hanger@tognum.com,
Tel. +49 7541 90-7740; Anika Kannler,
e-mail: anika.kannler@tognum.com,
Tel. +49 7541 90-7743; Melanie Staudacher,
e-mail: melanie.staudacher@ tognum.com,
Tel. +49 7541 90-6535; Alina Welsen,
e-mail: alina.welsen@tognum.com, Tel.
+49 7541 90-6030 PHOTOGRAPHERS
AND ILLUSTRATORS Belaz, Wolfgang
Boller, dpa picture alliance, FellowSHIP,
Fotolia LCC, Robert Hack, iStockphoto LP,
Kässbohrer, Todd H. Lista, MTU Asia, MTU
Detroit Diesel, MTU Onsite Energy GmbH,
Press’n’Relations, Elma Riley, RNLI, Henry
Schulze, Siemens AG, Tognum AG, Hotel
Traube Tonbach, Turkish Navy EDITOR’S
ADDRESS Tognum AG, Maybachplatz 1,
88045 Friedrichshafen DESIGN AND
PRODUCTION designmanufaktur|ries,
88214 Ravensburg PROOFREADING
Sigrid Hartmann, 88697 Bermatingen
ORIGINATION wagner ...digitale medien,
88690 Uhldingen-Mühlhofen PRINTED
BY EBERL PRINT GmbH, Immenstadt im
Allgäu ISSN No. 09 42-82 59, Reproduction quoting source permitted. WEBSITE
ADDRESS http://www.mtu-online.com
Lucie Dammann
Duane Warden
duane.warden@mtu-online.com
Tel. +1 313 592-7633
MTU Report is available as a free
downloadable version from:
www.mtu-online.com,
“About MTU” tab, “MTU Report”.
MTU eReport
Powered by an MTU
12-cylinder engine, the
Schramm T-130 unit
drilled the rescue shaft.
Would you like to be informed more
frequently about news from the Tognum
Group? MTU eReport is the electronic
version of MTU Report and appears once
a month as an online newsletter. Log onto
www.mtu-online.com, “About MTU” tab,
“MTU Report”.

Precisely speaking... Something going on Miracles do

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