2-Takt Diesel die 2. | Posts 32+

...with a construction height of 15.1 meters, a length of 29 meters, a lifting capacity of 2.66 meters, and a bore diameter of 0.98 meters... well, that should definitely produce some power.

For those who are considering the possibility of a retrofitted engine ( ), the K98MC Mk6, which weighs a good 2446 tons, is made by MAN B&W and can rotate the crankshaft 94 times per minute.

Somewhere, we had this one before, didn't we? http://people.bath.ac.uk/ccsshb/12cyl/

Unfortunately, the pictures are "only" of the 10-cylinder version; it's probably also available with 14 .



... with a shaft leading into the crankcase - tsss.

@ mahk

What's even more interesting is the fact that these engines run at a minimum speed of approximately 15 RPM. You almost expect them to stall at any moment.

We were using the 9K90 MC-C back then. It consumed 150 tons of HFO per day.

Hi,

a 10-cylinder two-stroke engine at 15 RPM... that means 150 ignitions per minute, or 2.5 per second. You should definitely be able to hear each one individually... and the fuel injection amounts are probably not measured in milligrams, but rather in buckets or something like that .

The torque really has to be immense, even at idle.

Best regards,

Jan.

All MAN B&W two-stroke engines operate at only one maximum speed, which varies depending on the model, ranging from 90 to 104 revolutions per minute (RPM). The lowest maximum speed is 76 RPM for the S80 MC. Operating at a lower speed is not economically viable because these engines are designed for a specific power range. Of course, they can operate at a slightly slower speed, for example, in port operations. In such cases, the fuel is often switched from heavy fuel oil to a more fluid fuel to prevent excessive smoke. Consequently, it takes a very long time to reverse the direction of the engines. The engine must be stopped completely. Since it is directly connected to the shaft, a brake is required to stop the shaft and propeller. Even when the ship is moving at a speed of 10 knots, significant forces are involved. To engage reverse, the engine is started in the opposite direction using compressed air.

Consumption... yes, the "Eimer" (likely a product name) seems to fit, with 171g/kWh at maximum power output. At 87220 (likely a setting or value), that would be... hmm... roughly 183g per ignition, right?

But with a lifting height of 2.6 meters, you can definitely inject for a good amount of time...

Yes, that's about right... a modern ship diesel engine has a specific fuel consumption of approximately 170 g/kWh.
The entire system is called a fixed-pitch propeller. And you're right, the engine is steered using compressed air.
For smaller engines, a gearbox is often located behind the engine, and adjustable propellers are positioned at the rear. This allows for different performance characteristics depending on the angle of the blades. It's a great system: the engine always runs at a constant speed, and the speed-dependent load is regulated by the amount of fuel being used.

In some B&W two-stroke marine diesel engines, there are designs with 12 cylinders in a V configuration. I can only say: have fun with the piston removal!

I have a ... 1-cylinder, 2-stroke, opposed-piston diesel engine, 12 horsepower, manufactured by Junkers in 1931, and it runs and runs... It's installed in a homemade tractor built in 1954, which I completely rebuilt myself. It's indestructible. It always starts without glow plugs, even in -15°C temperatures, using a hand crank. If everything else fails, this one always works.
I still have some documents if anyone is interested.
see also here.


http://www.ludwig-saenger.de/1642/1957.html

http://motorenmuseum.de/13807.html