Very known China-based Dalian CRRC Diesel Engine has teamed with AVL List to develop a high-speed diesel engine platform for domestic Chinese applications. They also work as a “Solid Foundation” for expansion into Export markets.
The 16-cylinder D180, is the first engine and has a bore and stroke of 180 x 215mm and offers 275 hp/cyl at 1800 rpm. The D180 was designed as locomotive applications, but further it will consist of 8V, 12V, 16V and 20V version, that can be used for higher volume marine and power generation applications. The new family was described during the recent CIMAC Congress 19 in Vancouver, British Columbia, Canada.
Moreover, in this project the focus was kept on component design for manufacturing and commonality to support the later industrialization of this Engine.An engine solution was executed to balance the requirements of multiple markets. The engine design contained application specific targets, such as overall installation dimensions, weight and efficiency targets, which include compact crankcase and single gear train.
Thomas Kammerdiener, Chief engineer at AVL, in presenting the new engine said that, The result is the “world-class, high-performance engine.”
The requirements for the engine installation in the locomotive set the boundary conditions for the conception of the engine dimensions and target weight of the engine (12,500kg). To ensure the space required on the top of the engine disassembly and trouble-free access to turbocharging and aftertreatments components, A 90° configuration was chosen as the best compromise between engines height and width.
The cylinder head was designed for a peak firing pressure of 250bar.The design makes use of a crossflow port arrangement and a parallel pattern with four M30 head bolts, still ensuring an appropriate head gasket pressure distribution.
Cooling was addressed through a two-stage after cooler and two-stage high and low-temperature interstate cooler, which is teamed with AVL’s patented top-down cooling (TDC) cylinder head configuration. Technologies, such as two-stage turbocharging, common rail fuel injection with injection pressures up to 2200 bar and a quiescent ultra-robust combustion system, are the building blocks to achieve EU3A and EU3B emission compliance and the rated fuel consumption target (BSFC) of 195g/kWh, he said.
With domestic and global emissions legislation such as EU Stage 3B, US EPA Tier 4 and IMO3 in mind, an aftertreatment system was developed in parallel to the engine development and tested together with the D180 engine. Although initially tailored for the locomotive application, a modular aftertreatment packaging design enabled the combination and testing of SCR, DOC and DPF hardware.
“The packaging of an after treatment system on a locomotive can really be a pain and a challenge,” Kammerdiener said. The lead V16 locomotive engine has already successfully passed the required performance tests, along with EU3A and EU3B locomotive engine emissions compliance tests and the strenuous UIC100 and ORE360 reliability tests.
According to Kammerdiener, the EU3A performance and emissions compliance tests of the D180-V16 locomotive engine have been successfully passed without the need for an after treatment system. To achieve EU3B emission compliance, the installation of the after treatment system was required, at least for NOx emissions, thus as a first step, only the SCR modules of the complete after treatment system — consisting of SCR, DOC and DPF — had been installed for test. The SCR dosing rates were calibrated with regard to the required NOx conversion rates at each operating point, Kammerdiener said.
The main target of these tests was to successfully validate EU3B emission compliance by use of only an SCR module without DOC and DPF. An additional implementation of the DOC + DPF module is a protection against future requirements, especially for selected export markets, where DPF has become state of the art for railway operation.
Source: Internet media Various