HYUNDAI H21 / 32 demonstrates a PRACTICAL engine concept, offering more reliable power with reduced cost and more advanced design with familiar features. This new engine has a 210 mm bore and 320 mm stroke with cylinder power from 150kW to 200kW at 720 / 750 / 900 / 1000 rpm. The output range is from 750kW to 1800 kW with an in-line configuration of 5 to 9 cylinders. Marine propulsion version and gas fuel
HYUNDAI H21 / 32 demonstrates a PRACTICAL engine concept, offering more reliable power with reduced cost and more advanced design with familiar features. This new engine has a 210 mm bore and 320 mm stroke with cylinder power from 150kW to 200kW at 720 / 750 / 900 / 1000 rpm. The output range is from 750kW to 1800 kW with an in-line configuration of 5 to 9 cylinders. Marine propulsion version and gas fuel
HYUNDAI H21 / 32 demonstrates a PRACTICAL engine concept, offering more reliable power with reduced cost and more advanced design with familiar features. This new engine has a 210 mm bore and 320 mm stroke with cylinder power from 150kW to 200kW at 720 / 750 / 900 / 1000 rpm. The output range is from 750kW to 1800 kW with an in-line configuration of 5 to 9 cylinders. Marine propulsion version and gas fuel
C O N S E I L I N T E R N AT I O N AL I N T E R N AT I O N AL C O U N C I L
DES MACHINES A COMBUSTION O N C O MB U S T I O N E N G I N E S
CIMAC Central Secretariat c/o VDMA e.V. Lyoner Strasse 18 60528 Frankfurt/Germany Tel: +49 69 6603 1567 Fax: +49 69 6603 1566 e-mail: CIMACvdma.org Internet: www.cimac.com DEVELOPMENT OF A NEW PRACTICAL MEDIUM SPEED DIESEL ENGINE - HYUNDAI H21/32 J. T. Kim, Project Manager, Initial Design Dep't S. I. Park, General Manager, Initial Design Dep't S. N. Yoo, Director, Engine & Machinery Division T. D. Kim, Executive Vice President, Engine& Machinery Division Hyundai Heavy Ind. Co. Ltd, Ulsan(Republic of Korea) Tel: ++82 52 230 7264 Fax: ++82 52 230 7425 e-mail: jtkim@hhi.co.kr ABSTRACT H21/32, a new medium speed diesel engine of HYUNDAI's first own design, demonstrates a PRACTICAL engine concept, offering more reliable power with reduced cost and more advanced design with familiar features. This new engine has a 210 mm bore and 320 mm stroke with cylinder power from 150kW to 200kW at 720/750/900/1000 rpm. The output range is from 750kW to 1800 KW with an in-line configuration of 5 to 9 cylinders. The applications for new engines are centered primarily on the marine or land based generating sets with heavy fuel capability. Marine propulsion version and gas fuel versions will soon follow. This paper describes the design and development details of this new engine. Engine performance is described including the effects of a high stroke to bore ratio and a high compression ratio as the primary tools to meet the future ecological constraints. Two design approach, Hi-Tech and Hi-Touch design approach, were introduced to accomplish the design target. The Hi-Tech design approach involves using modern CAE technology as a design tool for predicting engine performance and reliability. The Hi-Touch design approach enables a simple and smart design for easier production and maintenance with a minimal number of engine components, which is another key feature in enhancing the competitiveness of the new engine. Two sets of prototype engines were built to confirm of the engine performance and durability. Some test results are also presented. 2 1. INTRODUCTION In addition to the successful manufacturing and supply of large two stroke Diesel engines for the worldwide customers, Hyundai Heavy Industries Co. Ltd(HHI) entered into the medium speed engine business in 1990 and has accumulated production amount of more than 2300 sets (3 million kW) during the last ten years. Most of the products are marine genset with a power range of 1000kW to 3000kW under license from major designers of the world. Based on the experience in this new area, the necessity of doing own designs for medium speed engines, due to greater design flexibility, has been very apparent. Doing this will also help HHI meet customers' needs and production practices of the company. Accordingly, HHI has decided to design and develop the new engines with its own preferences. This decision was also made in view of the technology accumulated from huge amount of engine production and service experience. Modern CAE technology has been updated steadily to support the company's various products, including Diesel engines. Two of the company's research centers were reorganized to support new engine designs and experiments with state of the art CAE technology. In addition to these fundamental research activities, single cylinder research engine system was designed and built in 1994, which enabled a wide range of engine experiments with up to future target limits and provided more reliable tuning for theoretical analyses, hence the practical target specifications have been extracted to cope with current and future market trends including environmental constraints. HHI's new engine family currently consists of two base models with a 210mm bore, H21/32, and a 250mm bore, H25/33. Design and development for both models commenced almost at the same time with different design concepts. The smaller model, H21/32, is HHI's own design and the other has been jointly developed with Rolls Royce Engine Bergen, mainly aiming at maximum synergy for both companies. This paper describes the design and development details of HHI's first own design medium-speed diesel engine, Hyundai HIMSEN H21/32. 2. DESIGN APPROACH FOR A PRATICAL ENGINE 2.1) Basic Targets HHI's production record in the last ten years and future trend analysis clearly showed that an engine power range of 150kW to 200kW per cylinder would be also dominant and accordingly selected as first priority for the power range of the new engine, H21/32. Initial application target is genset with heavy fuel operation not only on board but also on land. Conversions of a Gas Engine and a Propulsion application were also considered in the same family. [Table 1] shows the basic parameters of this engine and some of the backgrounds are described in the following sections. Engine Type H21/32 Cylinder Bore [mm] 210 Piston Stroke [mm] 320 Engine Speed [rpm] 720 750 900 1000 Cylinder Power [kW] 160 160 200 200 Mean Piston Speed [m/s] 7.7 8.0 9.6 10.7 B.M.E.P [MPa] 2.41 2.31 2.41 2.17 Power Density [MPa.m/s] 18.5 18.5 23.1 23.1 Max. Firing Press. [Mpa] 20 20 20 20 S.F.O.C [g/kWh] 186 186 187 189 [Table 1] Basic Parameters 3 2.2) PRATICAL Engine through Hi-Tech and Hi- Touch Design Approach Thanks to the innumerable engineers' efforts to overcome various challenges, medium speed diesel engines will be continuously dominant in the marine market for at least a few more decades. However, there are still strong demands for cost reduction together with the additional challenge of environmental constraints. In view of HHI's production capacity, the target power range of 150kW to 200kW per cylinder is the smallest engine size to maintain competitiveness. HHI, therefore, established its own design philosophy based on the experiences of various engine designs, that is, a new engine should be a PRACTICAL engine, which HHI defined simply : (1) ReIiabIe System with High Performance. (2) Advanced Design with FamiIiar Features. In order to realize these rather vague concept of PRACTICAL engine, a more clear design philosophy was introduced: First, engine performance should be optimized within the proven reliability limit. Hence, any risky innovative trials excluded. Instead, more traditional approaches, for example, higher stroke to bore ratio, higher compression ratio, etc, applied within available production technology. Therefore, modern CAE technologies have a key role in extracting optimum design solutions for both higher performance and higher reliability at the same time. this is part of, so called, 'Hi-Tech' design approach[3][4]. Second, engine design should be simple and smart without any redundant or poor features for new millennium customers, as the indirect cost for production and maintenance will be higher than direct cost. Hence, numerous design iterations and creative ideas are important in achieving the best solution for both higher reliability and reduced cost. which eventually resulted in customer friendly engine. This is part of the 'Hi-Touch' design approach [3][4]. A combination of these two design approaches was adopted as a leading principle for the design of the H21/32 engine. 3. SELECTION OF BASIC PARAMETERS 3.1. Engine Power and Speed As mentioned above, the target engi ne power range was from 160kW/cyl to 200kW/cyl. The power of 200kW/cyl at 900 and 1000 rpm was chosen as nominal power while 160kW/cyl for the lower speeds of 720 and 750 rpm. Engine speeds of 900rpm and 1000rpm have been introducing for marine gen-set applications increasingly because of the advantage of the higher power. However, 720rpm and 750rpm were also considered to meet some conservative customers' preference. 3.2) Engine Bore and Stroke As the combination of bore and stroke is the most decisive parameter for the whole life of an engine, extensive feasibility studies were conducted. An engine bore range of 200mm to 220mm and a stroke range of 300mm to 320mm were considered. Based on a wide range of engine performance simulations and experiments on the single cylinder research engine, bore 210mm and stroke 320mm were selected as the most practical combination for future economical and ecological demands. [Fig. 1] illustrates some of engine performance simulation results, which show a 4 typical trade-off between fuel consumption and NOx emission. [Fig.1] also implies that stroke increment reduces NOx emission with almost no fuel penalty in this specific size of bore 210mm engine with combustion pressure of 200bar. Hereby, the traditional approach of higher stroke was applied as a primary measure of lower fuel consumption and lower NOx emission with more potential. Mean Piston Speeds for the stroke 320mm are 9.6m/s at 900rpm and 10.7m/s at 1000 rpm, which are acceptable thanks to modern technology for the design and production of related engine components. Experiments with higher piston speed on a single cylinder engine also showed promising results. 3.3. Performance Parameters and Results. Based on the performance simulation results as shown in [Fig.2], actual fuel consumption lower than 190g/kWh within the IMO NOx 2000 of 11.5g/kWh at 900rpm requires Compression Ratio to be bigger than 16 and Maximum Combustion Pressure to be higher than 190bar. Other parameters have also been simulated to optimize the Fuel Consumption, NOx Emission, Smoke, Thermal Load, etc. These parameters, however, were finally chosen during development testing on the prototype engine. The test components were prepared for development testing in advance, which are summarized as below; (1) Piston crowns with compression ratio of 16, 16.5 and 17 with respectively different bowl shapes. (2) Fuel Injection Nozzles with various diameters from 0.28mm to 0.36mm with different numbers of holes and spray angles. (3) Fuel Injection Valves with adjustable opening pressures of 450bar to 600bar for maximum injection pressure of higher than 1800bar. (4) Intake and Exhaust Cams for conventional timing and Miller timing. (5) Unique Cooling Water System to control Boost Air temperature. (6) Exhaust Gas Systems of ABB's MPC system and 3 Pulse system. As there were too many combinations of each parameter to test all cases, parametric study by simulation and test were carried out in parallel to save time. Some of the optimized results and selected parameters, however, are listed below; [Fig. 2] Engine Performance Parameters [Fig. 1] Effect of Stroke to Bore 210mm 5 (1) Compression ratio 17, maximum firing pressure 200 bar, and Miller timing resulted in optimum combination of fuel consumption and NOx Emission as shown in [Fig. 3]. (2) Fuel Injection Nozzle of Diameter 0.32 , 10 holes, and 148 degree spray angle was the best match for a piston bowl of compression ratio 17 in view of the combustion and thermal load as shown in [Fig.13 ]. (3) Fuel valve opening pressure 500 bar, Boost air temperature higher than 60 degrees C, and a Pulse exhaust gas system reduced the Smoke value significantly at low load as shown in [Fig.17] 4. ENGINE DESIGN AND VERIFICATIONS 4.1. Functional Study Of Engine Components Engine design initiated extensive functional study of engine components on conventional engines, providing useful design guides for the PRACTICAL Engine Concept as the results. First, each engine component was categorized into one of three groups together with investigation of production cost, weight, and number of components. The groups were as below; (1) Group A (Main Parts, such as engine block, crank shaft, con rod, cylinder head, etc.) (2) Group B (Specialist's Parts, such as Turbo- charger, governor, piston, bearings, Fuel Injection Equipments, etc) (3) Group C (Sub Parts, all the other remaining parts, variable subject to the designs.) [Table 2] shows a typical results, which make some important implications, that is, how engine designers have to deal with each component and how much the achievable target is. No. of Parts Weight Cost Group 'A' (Main Parts) 4% 56% 38% Group 'B' (Specialists' Parts) 4% 5% 27% Group 'C' (Sub Parts) 92% 39% 35% [Table 2] Engine Component Grouping and a Typical Distribution Considering that the design and production technologies for the Group 'A' and 'B', such as Computer Aided Engineering technology and Flexible Machining Systems, have become more and more generalized in these days, it is clear that [Fig.3] Engine Performance (Measured on 6H21/32, Prototype Engine) 6 the competitiveness of a new engine depends more on how to handle Group 'C'. The importance of the Group 'C', therefore, was also emphasized in the beginning stage of the design, and some design guides were set up accordingly as below; (1) As the design alternatives are so limited for higher performance and reliability target including future upgrade potential, the weight and cost increase of Group A and B should be optimized conservatively within the range of the engine power increment. The 'Hi-Tech' design approach was introduced for this purpose. (2) As Group B could have some alternative solutions in the market, provisional designs would be essential for the market situation. (3) As Group 'C' has so many alternatives depending on the design, design efforts should be concentrated to minimize the number and kind of components, which actually is the only way to reduce production cost as well as to improve maintenance without hurting performance and reliability. The 'Hi-Touch' design approach was introduced for this purpose. 4.2. Engine Design Outline [Fig. 4] shows the outlook of a proto type test engine and [Fig. 5] illustrates a cross section of the engine. Because the H21/32 engine model is HHI 's first own design and its performance level is meant for a highest class, every design feature has been newly selected based on the own practical engine concept as well as the combination of Hi -tech and Hi-Touch design approach. The results of design provide some important features as below; (1) Minimized number and kind of engine components, as well as pipe free. (2) Direct accessibility to every component in need of maintenance. (3) Easier procurement through use of more common, standard parts and materials. (4) Less risk involved by simplifying the critical or [Fig. 4] Prototype Test Engine-6H21/32 [Fig. 5] Cross Section H21/32 7 larger parts with more function integration on smaller parts. 4.3. Engine Block, Crankshaft and Connecting Rod Complying with the high cylinder pressure, various design alternatives were proposed for 3 dimensional FE analyses as well as classical calculations. Hereby, the design of the main structure, engine block, crank shaft and connecting rod were optimized for the company's production practices with generous dimensions, which resulted in moderate fatigue safety factors. The engine block, as shown in [Fig.6], has a simple and robust structure made of nodular cast iron. A large volume of combustion air chamber and lubricating oil channel were incorporated into engine block but water space was excluded to avoid any risk of corrosion and water flood into oil chamber. The connecting rod is of a three piece marine head type due to the increased crankpin diameter as shown in [Fig. 7]. The crank has a torsional vibration damper of a tuned or viscous damper subject to the number of cylinders of the engine. All fasteners are tightened by hydraulic tension for better reliability and maintenance. The connecting rod is shot-peened to prevent any fretting from relative movement under inertia force in the mating surface of the rod and the big end part. The crank pin bearing is an aluminum trimetal type of Rillenlager, and the main bearing is an aluminum bimetal type. These are adequate for the hydrodynamic oil film peak pressure with a wide range of oil temperatures. 4.4. Cylinder Unit 4.4.1. Design Concept of the Cylinder Unit Recently, the concept of, so called, the cylinder unit has been adopted from locomotive engines to the marine engines[1],[2]. This concept was investigated since the maintenance conditions on rail and on board are rather different. Despite some of the easier maintenance aspects, there [Fig.7] Connecting Rod [Fig.6] Engine Block Cylinder Sect 8 were also some negative responses from ship crews as well as ship designers. Ship crews were skeptical because the maintenance periods of each component in the cylinder unit are different and treatment for storage is inconvenient. They also pointed out that such a maintenance system is not ready on board as well as on land. Ship designers worried about the increased overhaul height. In view of PRACTICAL engine concept, however, both the maintenance concept of each part and the cylinder unit was introduced to the H21/32 engine. Further, more components were mounted on the cylinder unit. That is, Fuel Injection Pump and Pipe Block as well as Valve train were included as shown in [Fig. 8] with direct accessibility, which is more beneficial not only for the maintenance but also for the production. This design concept was realized by the unique design of a highly integrated Water Jacket, which provides combustion air passage from the engine block to the cylinder head, a cooling water passage between adjacent cylinders, Swing Arm and Fuel Pump support, a Push Rod space and all drilled lubricating oil passages. Accordingly, the overall features of the cylinder unit is very simple with a minimum number of components and easier maintenance as well. 4.4.2. Development of Cylinder Unit As the cylinder Unit is one of the most critical components for new engine development, HHI set up full technical processes in-house for quicker response, that is, comprising of a series of concurrent engineering system with rig testing. (1) The Cylinder Head is made of nodular cast iron with 'V' type fire deck support for high firing pressure. Intake and Exhaust ports were developed completely in house by means of HHI's own flow test rig in parallel with CFD analysis work, as shown in [Fig. 9], [Fig.10], [Fig. 8] Cylinder Unit [Fig. 9] Cylinder Head Port Flow Model [Fig. 10] Cylinder Head Port Flow Rate(Measured) 9 [Fig.11], and [Fig.12]. (2) The structural design of the Cylinder Head and Liner was optimized based on the CFD analysis of Coolant Flow as well as Finite Element Analysis, which was confirmed during the proto type engine test as shown on [Fig. 13]. The pressure distribution of the gasket between the Cylinder Head and the Liner were also verified by means of a, so called, FUJI film method. (3) The Piston is a two piece type comprising a steel Crown and box type steel Skirt, which has the advantage of higher load limits and lower deformation under high cylinder pressure. In order to avoid sharp edge contact, a profiled machining was adopted in the pin bore, which was also confirmed by analyses of secondary motion of the Piston together with 3D FE analysis of the Piston and the Cylinder Liner. Two compression rings and one oil scraper ring are provided, and especially the top ring is coated with chromium-ceramic material on the running surface to enhance the ring wear rate. The running surface of the Cylinder Liner has small oil pockets, which is still under testing with promising results. 4.5. Fuel Injection Equipment A fuel injection pressure of higher than 1800 bar was applied as the working pressure of the fuel injection system in order to improve the combustion. Robust and simple design was adopted to absorb this pressure, that is, The injection pump has a roller tappet with generous dimensions, the injection pipe is of a short block type to ensure leakage, and the injection valve comprises of a high opening pressure capability with a oil cooled nozzle body for heavy fuel [Fig.11] Cylinder Coolant Flow Model [Fig. 12] Cylinder Coolant Flow Analysis [Fig.13] Temperature measurement around Combustion Chamber(100% Load@900rpm) 10 operation. The performance of the system was optimized by hydrodynamic analysis as well as rig testing in house. The durability was confirmed on a supplier's test bench and on the proto type engine. 4.6. Camshaft and Valve Train The cam shaft comprises a fuel cam, an intake cam and an exhaust cam in one piece per each cylinder. It has generous dimensions with special chromium molybdenum steel to withstand the high injection pressure. The profiles of each cam were optimized through the Hermite Spline Curve method developed by HHI, which provided a highly effective cam profile design for the heavily loaded valve train system. 4.8. Feed System Module The feed system such as cooling water and oil supply system has been arranged free end side with complicated pipes traditionally. Recently, simplification has also been tried by modularizing partly or wholly[1]. As simplification of this feed system is most important in view of practical engine concept, various feasibility study was thoroughly carried out. It was concluded that the full modularization of the system could be more advantageous depending on the designs. Hereby, the feed system was designed successfully as shown in [Fig.14 ] with the following features; (1) All components which need maintenance, for example, Pumps, Valves, Filters, Coolers, and etc. have unique designs which provide direct accessibility for easier maintenance as shown on [Fig.15]. (2) Flow channels inside the feed block are arranged to secure water-tight to oil space and simplified in combination with pumps and valve housings for better flow characteristics to avoid corrosion due to cavitation, etc. (3) The casting of Feed Block is simple enough to compete with conventional piping designs in view of production cost, as the number of mold boxes could be minimized due to its simple arrangement of inside channels. Hereby, casting quality and productivity were improved [Fig.15] Feed System Module Maintenance with Direct Accessibility. [Fig.14] Feed System Module Outline 11 considerably. (4) The unique design of Air Cooler Cover enables various control of cooling water flow for controlling temperature of combustion air at low load. [Fig.16] shows the structure of the Air Cooler Cover with the Flow Control Valve in the middle between High Temperature Circuit and Low Temperature Circuit. Hereby, the Air Cooler can function as heater at low load due to the high temperature water flow with full heat transfer area. [Fig.17] shows a test result of the functions of Flow Control Valve on prototype engine, that is, cold engine with low temperature(LT) cooling water into air cooler shows significant smoke levels at low load. Change over of high temperature(HT) water into the Air Cooler shows only slight improvement as heat transfer to combustion air is so much to cool down the cylinder cooling water, hence lower the temperature of whole engine body. However, considerable improvement is shown when high temperature water supplied to engine, as in a typical marine auxiliary system, together with air cooler included in the high temperature cooling water circuit. However, further improvement will be followed to realize smokeless engine at idle load. 4.9. Turbocharging System The turbocharging system meets the requirements of simple and robust design as well as high efficiency, power density and durability. At the same time the compact ABB TPS turbocharger provides sufficient potential for future output increases. The turbocharger design features are mixed flow turbine, radial compressor and bearing lubrication by engine oil. The turbocharger needs no cooling water since the lube oil has also a cooling function. Both MPC and 3-Pulse exhaust systems were optimized by comprising engine cycle simulations and tested on the engine. The 3-Pulse system was confirmed as the superior design regarding general performance, part load behaviour, accelleration and reliability. 5. CONCLUSION In order to implement the practical engine concept, modern concurrent engineering technology in terms of Hi-Tech design approach and designers effort in the spirit of Hi-Touch design approach were applied faithfully. The design target was confirmed by prototype engine development and tests. The results are summarized as below; (1) Traditional approaches, such as high [Fig.17] Smoke Measurements by Coolant Controls (Tamb=5degC) HT Water In/Out LT Water In/Out HT/LT Flow Control Valve [Fig.16] Air Cooler Cover with Flow Control Valve 12 stroke to bore ratio and high compression ratio are still valid in modern engine design with better performance. (2) Simple structure and minimized number of engine components concurrently improve reliability, maintenance, and production. (3) Modern concurrent engineering system and qualified sub suppliers made it possible to effectively shorten new engine development period. ACKNOWLEDGEMENT The authors wish to express sincere thanks to all the staffs and the partners for their commitment to the new engine design and development. REFERENCE [1] WOLFRAM LOCHBICHER, et. al. DEVELOPMENT OF A NEW GENERATION OF SMALL SIZE FOUR STROKE ENGINES WITH UNRESTRICTED HFO CAPABILITY, CIMAC,1998, pp150-153. [2] PAUL JOHNSON AND JONATHAN WALKER, NEW MEDIUM-SPEED ENGINE COMBINES BEST OF TWO WORLDS', PRODUCT REPORT of DIESEL & GAS TURBINE WORLDWIDE, pp24-26. BIBLIOGRAPHY [3] KOREA, KOREAN and KOREAN ECONOMY, W.B.Lee and B.R.SONG, Dong-A Publisher, 1993 Professor of Duk Sung Women's University, Seoul, Korea. [4] SET UP THEORY W, M.W.LEE, JiSik SanUpSa, 1992, Professor of Seoul National University, Seoul, Korea.