Home-grown for price-sensitive Chinese market
David Tinsley explains how China’s increasing technological capabilities are being leveraged to develop and manufacture home-grown engines using localised components and tailored to and priced for the domestic market, complementing volume production of foreign-designed marine diesels.
CSIC Diesel Power Co was founded in 2008, with a strategy aimed at becoming the leading Chinese 'self-owned' brand in the home market. This aim will be set in train through the imminent release of a new 210mm-bore medium-speed marine diesel. The in-line CS21 series is targeted at the propulsion needs of the country’s considerable population of smaller vessels, such as those engaged in coastwise and inland waterway trade, and at marine genset applications.
With a nominal output of 220kW per cylinder, the CS21 will be available in six- to nine-cylinder in-line configuration spanning the power band from 1,200 to 2,070kW. The six-cylinder prototype has accumulated substantial running hours on the test bench and has been certified by the China Classification Society (CCS). It is anticipated that the design will provide a template for further engine models in an expanding CSIC Diesel portfolio.
The development project has been instigated and is steered by Shanghai Marine Diesel Engine Research Institute (SMDERI), in collaboration with the German consultancy FEV. SMDERI is under the direct jurisdiction of the China Shipbuilding Industry Corporation (CSIC), of which CSIC Diesel is also a subsidiary, and has nearly 50 years’ experience in medium-speed marine diesel R&D. Aachen-headquartered FEV is a specialist in engine design and development and a supplier of advanced test and instrumentation systems, and its global network includes a new technical centre in Dalian, China.
At this year’s CIMAC Congress in Shanghai, a paper, entitled Development of the new medium speed marine diesel engine CS21’, prepared by SMDERI and FEV, confirmed that test results with the prototype showed that engine development targets had been met for a design conceived with prime considerations of high reliability, ease of maintenance, competitive prospective cost, efficient consumption and low emissions at all load points.
The CS21 employs an electronically-controlled, high-pressure (1,800bar) common-rail fuel injection system, and uses advanced single-stage turbocharging and the Miller cycle to achieve the requisite combination of low NOx emissions and competitive fuel consumption. The CS21 has also been designed to be economic to produce since it represents a big step forward technologically in the targeted domestic applications, and buyers will only countenance outlays at below the prevailing international engine price per kW. To ensure low manufacturing costs, component sourcing will be from Chinese suppliers to the greatest possible extent. The prototype six-cylinder model is fitted with an ABB 100-series turbocharger.
CS Diesel Power Co literature indicates that the product development plan foresees two further medium-speed designs, the 170mm-bore CS17/26 and the 270mm-bore CS27/39, covering power needs between 600kW-940kW and 1,800kW-3,140kW, respectively.
Engine speed 900 or 1,000rpm
Rated output, 6S21/32 1,320kW
Rated output, 8S21/32 1,760kW
BMEP @900rpm 26.3 bar
BMEP @1,000rpm 23.8 bar
Piston speed @900rpm 9.6m/s
Piston speed @1,000rpm 10.67m/s
Specific fuel oil consumption (SFOC) 185g/kWh
Specific lube oil consumption(SLOC) 0.9kg/kWh
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