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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Patent
MAN Group | Date: 2015-02-19

Control device of an internal combustion engine, namely, for controlling injectors or gas valves of a fuel supply system of the internal combustion engine, wherein the control device controls each injector for opening the same such that the voltage present at the respective injector changes between different voltage levels in a boost phase of the control as well as in a hold phase of the control, and wherein the control device controls the respective injector in the boost phase such that after reaching a defined boost current level the voltage present at the respective injector changes between a relatively low boost voltage level which is greater than zero volts and a relatively high boost voltage level which is greater than a supply voltage of the control device.


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) .


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: 2017-05-31

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.


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).


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.


Patent
MAN Group | Date: 2016-05-06

A screw machine having a rotor housing portion and an outflow housing portion, screw rotors mounted in the rotor housing portion that form a rotor pair, and a control slide that is likewise mounted in the rotor housing portion, which delimits a working space of the rotor housing portion and which can be shifted parallel to the rotor axes of the screw rotors to change a size of the effective working space. The control slide, when shifted out of the rotor housing portion into the outflow housing portion, is guided by a positively joined guide of the outflow housing portion.


Patent
MAN Group | Date: 2016-06-14

A screw machine, in particular screw compressor, includes a machine housing, screw rotors forming a rotor pair which is mounted in the machine housing, an oil supply system via which bearings and seals of the screw rotors can be supplied with oil for lubricating and/or cooling, wherein the oil supply system has an oil supply and oil feeds, wherein the oil supply system includes a pressure sensor, which detects a pressure in the oil discharge or oil return or a pressure difference between the pressure in the oil discharge or oil return and a pressure in the oil feeds, the oil supply system furthermore includes a control device, which open-loop or closed-loop controls the pressure in the oil feed or the pressure difference dependent on the measurement signal of the pressure sensor.

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