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Technology It is a bizarre sight. As if out of nothing, ice crystals start to form on the engine on MTU Test Stand No. 132. Just a few to begin with; then more and more. As in the fairy tale, the ice envelops the engine like a second skin. Within a few hours, the silver engine has been transformed into a crystalline, white work of art. Then the engine starts up, and inside a few minutes the ice melts away. The engine in winter On Test Stand 132 the starting capabilities of MTU engines are tested at extremely low temperatures. Air conditioning compressors are used to lower the engine’s cooling system temperature to as cold as minus 25°C. That allows the developers to test how easily the engine starts at different temperatures. To improve starting characteristics, MTU developers optimize fuel injection pressure, volume and timing. The data are then stored in the engine management system and are adapted for engine start-up on the basis of outside temperature and coolant temperature. This comes into play on the haul trucks that are in constant use in the Aikhal diamond mine in Siberia, for example. This spot in the Republic of Yakutia is known as Russia’s refrigerator with good reason. According to an ancient myth, when God created the Earth he sent an angel with a sack full of riches to Siberia. When the angel flew over Yakutia, his fingers froze with cold and he dropped the sack. All of the riches – gold, silver and platinum – were scattered all over the ground. Out of anger at the loss, God punished the area with frozen winters. Engines adapted to the cold If you work in Aikhal, you are allowed to retire earlier. You are also paid an extra allowance and sent on a rest and recuperation holiday on the Black Sea every two years. That is unless you are a haul truck. They have to carry on working reliably at temperatures as low as minus 60°C – when people find it difficult just to breathe. “In the beginning I was skeptical as to whether MTU’s high-performance engines could really cope, but they work perfectly,” recounted Vladimir Koyhevnikov, chief engineer for the mine operator Alrosa. They only have to be serviced every 30,000 hours. That is no more frequently than engines in any other mines. And it is down to the fact that they have been specially prepared for the arctic Siberian conditions. Because the polar diesel used in the region has a kerosene content of 60%, and is therefore substantially less viscous than normal winter diesel, MTU modified the fuel injectors so that the very thin fuel does not destroy them. Louvers in front of the radiator prevent the engine being overcooled. They are closed whenever the temperature is too cold. Consequently the engine can still be reliably started even at extremely low outside temperatures. The engine controller automatically adjusts fuel volume and injection timing to the air temperature. Also, depending on the ambient temperature, pilot injection is activated in addition to main injection during start-up. ***** High-altitude kit for deployment in Chile Anyone who has traveled through high mountains knows the feeling: the air gets thinner, breathing becomes difficult. The oxygen content of the air decreases with every meter of ascent. Anyone used to hiking at altitude would not notice too much difference at 3,000 meters or so. However, those of us used to lowland areas may well experience breathing difficulties at 1500 meters. And the situation is the same for the Leopard 2 tanks which have formed the backbone of the Chilean army for the last three years and which have to deliver top performance at altitudes up to 4,300 meters. This presents a particular challenge for the vehicles’ turbochargers which increase their speed but still feed less combustion air into the engine. As a result, exhaust temperature rises and the service life of many components decreases. To stop this happening, a new compressor wheel in the turbocharger acts together with the sensors in the exhaust temperature monitoring system to ensure that the engine does not overheat and engine output is throttled back almost unnoticeably. In this way, the engine is able to deliver the high levels of performance demanded of it, even high up in the mountains. 22 I MTU Report 03/12
«In the beginning I was skeptical as to whether MTU’s high-performance engines could cope with the arctic conditions in Russia, but they work perfectly. » Vladimir Koyhevnikov, chief engineer at Alrosa Winter on MTU Test Bench No. 132: developers cool the engine to minus 25°C to test out and improve its starting characteristics at such temperatures. The water that condenses on the surface of the engine freezes in just a few minutes to form a sort of icy armor-plating. Then once the engine starts, the sparkling white coat melts away again. MTU Report 03/12 I 23
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Page 5 and 6: No longer unrecognized The hybrid r
Page 7 and 8: Current issues MTU Report 03/12 I 7
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Page 11 and 12: Interview For me, it is no longer a
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Page 19 and 20: Interview Jim Brewin (left) is a de
Page 21: Technology MTU Report 03/12 I 21
Page 25 and 26: Technology MTU developers can tilt
Page 27 and 28: It starts with a rectangular cast-i
Page 29 and 30: Reconstruction project Eleven years
Page 31 and 32: Industrial New York is to have one
Page 33 and 34: The company’s TG2300-B tower gant
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Page 40 and 41: Mostafa Agib El Nahta (left) is Gul
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Page 44 and 45: CHP plant generates power for absor
Page 46 and 47: Emergency power system for Norway
Page 48 and 49: MTU Brown MTU Brown 0-17-28-62 80%
Page 50 and 51: 95 years ago: Karl Maybach tests th
Page 52 and 53: Finnish Navy minehunters fitted wit
Page 54 and 55: The cylinder liners and the other 1
Page 56 and 57: Interview “We’ve got a sauna on
Page 58 and 59: Energy 1 2 3 4 5 6 7 8 1 7 o'clock
Page 60 and 61: Sven Kunkel (right) was in charge o
Page 62 and 63: An SCR system cleans the exhaust fr
Page 64 and 65: Talking of... What impressed our ed
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