Munich, Germany
Munich, Germany

Man Group plc is a British alternative investment management business. It provides a range of funds for institutional and private investors globally. The company manages about US$72.3 billion and employs over 1,200 people in 14 locations worldwide.Man’s headquarters are at Riverbank House in London, where it is listed on the London Stock Exchange. It also has offices in the Bahamas, Chicago, Dubai, Dublin, Guernsey, Hong Kong, Luxembourg, Miami, Milan, Montevideo, New York, Pfäffikon, Rotterdam, Singapore, Sydney, Tokyo, and Toronto. Wikipedia.

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The invention relates to an internal combustion engine (10), comprising at least one cylinder (11), wherein the or each cylinder comprises a main combustion chamber (14) for burning fuel in the cylinder (11), wherein an assembly (15) serving to supply and/or ignite fuel is installed on a cylinder head (12) of each cylinder between gas exhaust valves (13) of the cylinder in such a way that the assembly (15) is inserted into a cut-out (19) in the cylinder head (12) of the cylinder and is sealed to said cut-out, wherein a segment (20) of the assembly (15) that is inserted into the cut-out (19) in the cylinder head (12) of the cylinder (11) has an oval contour in the cross-section, and wherein a bounding surface (21) of said segment (20) of the assembly, which bounding surface lies in the sealing region, is contoured in such a way that said bounding surface is continuously convexly curved outward in the peripheral direction.


Patent
MAN Group | Date: 2017-04-05

Disclosed is an exhaust-gas after-treatment device (10) for an internal combustion engine, in particular for a ships diesel internal combustion engine that is operated with heavy oil, said device comprising: a housing (11) through which exhaust gas flows; exhaust-gas purification chambers (13, 14, 15) formed in the housing (11), which chambers hold catalysts (16, 17, 18) and/or particulate filters in order to purify the exhaust gas; and muffler chambers (19, 20, 21, 22, 23, 24) formed in the housing (11), which chambers have a defined depth for muffling sound in the flow direction. The exhaust-gas purification chambers (13, 14, 15) and the muffler chambers (19, 20, 21, 22, 23, 24) are arranged spatially in series and parallel to one another on the flow side.


The invention relates to a method for operating a system (1) consisting of a plurality of internal combustion engines (2, 3), the internal combustion engines (2, 3) being coupled such that drive outputs provided by said internal combustion engines (2, 3) are drawn off by at least one common load (4), a downstream individual exhaust gas aftertreatment device (11, 12), in which the exhaust gas of a particular internal combustion engine undergoes an individual exhaust gas aftertreatment, being positioned downstream of each internal combustion engine (2, 3), or a common exhaust gas aftertreatment device, in which the exhaust gas of the internal combustion engines in question undergoes a common exhaust gas aftertreatment, being positioned downstream of a plurality of internal combustion engines; and wherein in order to regenerate an exhaust gas aftertreatment device, the drive output of at least one first internal combustion engine is reduced, the temperature of the exhaust gas of the or of each first internal combustion engine is increased, and the drive output of at least one second internal combustion engine is increased such that the drive output reduction at the or each first internal combustion engine is at least partially compensated for.


Patent
MAN Group | Date: 2017-05-31

The invention relates to a catalyst unit (10), in particular a SCR catalyst unit for an SCR exhaust gas catalyst of a marine diesel internal combustion engine, comprising a ceramic catalyst body (11) which is flown through by exhaust gas and which has a substantially cuboid-shaped contour with a substantially rectangular inflow side (13) and a substantially rectangular outflow side (14), a metallic housing (12) that encloses in some sections the catalyst body (11), and at least one bearing mat which is positioned in a gap (18) formed between the catalyst body (11) and the housing (12). According to the invention, the borders or edges (19) of the catalyst body (11), which delimit the inflow side (13) and the outflow side (14), have in each case dimensions of between 210 mm and 280 mm, wherein the gap (18) between the catalyst body (11) and the metallic housing (12), when seen perpendicularly to the throughflow direction (15) of the catalyst body (11), has a dimension that is determined according to the following relationship: sp*5, s being the dimension of the gap in mm and p the dimensionless amount of the density of the or each bearing mat expressed in kg/m2.


The invention relates to a catalyst unit (10) for an exhaust gas catalyst, comprising a ceramic catalyst body (12) which is flown through by exhaust gas, and a metallic housing (13) which encloses the catalyst body (12) at least in some sections when seen perpendicularly to the throughflow direction (11) thereof, wherein at least one bearing mat (15) is positioned between the catalyst body (12) and the housing (13) when seen perpendicularly to the throughflow direction of the catalyst body (12), and wherein the catalyst body (12) is retained perpendicularly to the throughflow direction thereof in the housing (13) via a force-closed press fit with the intermediate arrangement of the or each bearing mat (15), namely in such a way that, when seen in the throughflow direction (11) of the catalyst body (12), the press fit between the housing and the catalyst body is formed exclusively at defined axial positions, the housing (13) having groove-like depressions (16) at the defined axial positions for reducing in some sections the inner cross-section (17) of the housing (13), and the press fit between the housing (13) and the catalyst body (12) being formed exclusively in the region of the groove-like depressions (16).


Patent
MAN Group | Date: 2017-02-15

The invention relates to a device (1) comprising at least one welding cam (2-2) for attaching ballistic protection elements (10) and additional add-on parts (11) to an object (5). In order to be able to attach a ballistic protection element (10) and an add-on part (11) to the same welding cam (2-2) with different torques, a welding cam (2-2) having a threaded bore (3) and an external thread (4) is proposed. In this case, the ballistic protection element (10) is screwed on with a first predefinable torque by means of a clamping nut (7; 7) which can be screwed onto the external thread (4) of the welding cam (2-2). For this purpose, the clamping nut (7; 7) has a through-bore with an internal thread (8). Through this through-bore, the corresponding add-on part (11) can be connected to the threaded bore (3) of the welding cam (2-2). Since the add-on part (11) bears against the clamping nut (7; 7) and not against the ballistic protection element (10), the add-on part (11) can be attached to the welding cam (2-2) with a second torque conforming to standards, without damaging the ballistic protection element (10).


An internal combustion engine includes: plural cylinders, a first exhaust gas turbocharger having a high-pressure turbine and a high-pressure compressor, a second exhaust gas turbocharger having a low-pressure turbine and a low-pressure compressor, and an SCR catalytic converter positioned between the high-pressure turbine and the low-pressure turbine, via which exhaust gas leaving the high-pressure turbine is conducted upstream of the low-pressure turbine. The low-pressure compressor is assigned a power take-in, via which the low-pressure compressor can be driven when as a consequence of a relatively large exhaust gas temperature drop at the SCR catalytic converter via the low-pressure turbine an adequate amount of energy required to supply the cylinders of the internal combustion engine with a desired quantity of charge air can no longer be provided.


The invention relates to an exhaust gas post treatment system for an internal combustion engine, in particular for a heavy fuel oil-powered marine diesel internal combustion engine, comprising an SCR catalyst (13), which uses ammonia as a reducing agent for the denitration of the exhaust gas, and having a device (15, 15a, 15b) positioned upstream of the SCR catalyst (13) as seen from a flow direction of the exhaust gas, by way of which ammonia or an ammonia precursor substance, which in the exhaust gas is converted to ammonia, can be introduced into the exhaust gas upstream of the SCR catalyst (13). Downstream of the SCR catalyst (13) and optionally, of a turbocharger, an exhaust gas scrubber (16) is positioned, by way of which excess ammonia, which is contained in the exhaust gas leaving the SCR catalyst (13), together with sulfur oxides, which are likewise contained in the exhaust gas leaving the SCR catalyst (13), can be scrubbed out of the exhaust gas forming ammonium salts while maintaining a pH value of approximately 6. For the control thereof, a bypass (20) around the SCR catalyst (13) can be provided as a wastegate, or comprising an additional SCR catalyst (21) .


Grant
Agency: European Commission | Branch: H2020 | Program: IA | Phase: MG-4.1-2014 | Award Amount: 25.11M | Year: 2015

The project HERCULES-2 is targeting at a fuel-flexible large marine engine, optimally adaptive to its operating environment. The objectives of the HERCULES-2 project are associated to 4 areas of engine integrated R&D: Improving fuel flexibility for seamless switching between different fuel types, including non-conventional fuels. Formulating new materials to support high temperature component applications. Developing adaptive control methodologies to retain performance over the powerplant lifetime. Achieving near-zero emissions, via combined integrated aftertreatment of exhaust gases. The HERCULES-2 is the next phase of the R&D programme HERCULES on large engine technologies, which was initiated in 2004 as a joint vision by the two major European engine manufacturer groups MAN and WARTSILA. Three consecutive projects namely HERCULES - A, -B, -C spanned the years 2004-2014. These three projects produced exceptional results and received worldwide acclaim. The targets of HERCULES-2 build upon and surpass the targets of the previous HERCULES projects, going beyond the limits set by the regulatory authorities. By combining cutting-edge technologies, the Project overall aims at significant fuel consumption and emission reduction targets using integrated solutions, which can quickly mature into commercially available products. Focusing on the applications, the project includes several full-scale prototypes and shipboard demonstrators. The project HERCULES-2 comprises 4 R&D Work Package Groups (WPG): - WPG I: Fuel flexible engine - WPG II: New Materials (Applications in engines) - WPG III: Adaptive Powerplant for Lifetime Performance - WPG IV: Near-Zero Emissions Engine The consortium comprises 32 partners of which 30% are Industrial and 70% are Universities / Research Institutes. The Budget share is 63% Industry and 37% Universities. The HERCULES-2 proposal covers with authority and in full the Work Programme scope B1 of MG.4.1-2014.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: LCE-17-2015 | Award Amount: 9.63M | Year: 2016

The share of renewable energy is growing rapidly driven by the objective to reduce greenhouse gas emissions. The amount of electric power which can be supplied to the grid depends on the time of the day and weather conditions. A conventional fleet of thermal power plants is required to compensate for these fluctuations before large scale energy storage technologies will be mature and economically viable. All power market projections expect this to be the case for the next 50 years at least. For a strong expansion of renewables, this fleet has to operate flexibly at competitive cost. Current power plants cannot fill this role immediately without impeding their efficiency and engine lifetime through increased wear and damage induced by the higher number of (shorter) operating/loading cycles. New technologies need to be introduced to balance demand peaks with renewable output fluctuations at minimal fuel consumption and emissions without negative effects on cycling operation. The FLEXTURBINE partners have developed a medium to long term technology roadmap addressing future and existing power plants. The FLEXTURBINE project presented hereafter is the first step in such technology roadmap and consists of: (1) new solutions for extended operating ranges to predict and control flutter, (2) improved sealing and bearing designs to increase turbine lifetime and efficiency by reducing degradation/damages, and (3) an improved lifecycle management through better control and prediction of critical parts to improve competitive costs by more flexible service intervals and planned downtime, and by reducing unplanned outages. In all areas, individual technologies will be developed from TRL 3 to TRL 4-6. FLEXTURBINE brings together the main European turbine manufacturers, renowned research institutes and universities. It involves plant and transmission system operators to include user feedback and to prepare the take-up of the FLEXTURBINE technologies in power plants world-wide.

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