Mitsubishi UE Engine Updates. New UEC LSH-Eco Series and Service Results

Messrs. *** Mitsubishi User s Seminar in Athens Mitsubishi UE Engine Updates CONFIDENTIA L New UEC LSH-Eco Series and Service Results 16th June 2016 Masahiko Okabe

Contents 1. Overview of Mitsubishi UE engine 2. Introduction of UEC50LSH-Eco 3. Technical features of UEC50LSH-Eco 4. Service experiences of UEC50LSH-Eco - Verification on shop test and sea trial - Verification in-service vessel 5. Compliance with IMO-NOx Tier III regulation 6. Conclusion 1

New UE Engine Line-Up e.g. 3

Production Records latest LSE & LSH series As of May.,2016 Engine type Ordered Delivered 1st set in service UEC60LSE 28 18 UEC45LSE 234 195 2008. 6 (2014.10 Upgrade) 2008.12 (2014.3 Upgrade) UEC35LSE 4 1 2014. 6 UEC33LSE 13 3 2014.12 UEC50LSH 21 1 2015. 9 Number of order and manufacturing of latest series are increasing steadily. 4

Development concept of UEC50LSH-Eco-C2 Researched and analyzed thorough market needs. The UEC50LSH-Eco-C2 is one of the best engine satisfying worldwide needs. 6

Development concept of UEC50LSH-Eco-C2 1. Lower daily fuel oil & cylinder lubricating oil consumption 2. Wide rating field 3. Compact engine size 4. Reliable structure 6UEC50LSH-Eco-C2 7

Lower SFOC and high performance Improved trade-off relationship between SFOC and NOx by optimized fuel injection rate Reduced mechanical loss by optimized configuration of running parts Engine type 6UEC50LSE 6UEC50LSH -Eco-B1 -Eco-C2 Bore mm 500 500 Stroke mm 2,050 2,300 Stroke / Bore - 4.1 4.6 Rated output kw 10,500 10,680 Engine speed min -1 124 108 BMEP bar 20.0 21.9 Piston speed m/s 8.50 8.28 SFOC under IMO-NOx regulation Tier2 With 5% tolerance g/kwh 167 164 8

Wide rating field Cover various ships by its wide rating field Contribute to flexible planning for shipyards 9

ENGINE OUTPUT (kw) Rating Field 11000 6UEC50LSH-Eco-C2 10500 10000 6S50ME-B9.5 6G50ME-C9.5 MR_8100 kw 89 min-1 9500 9000 8500 8000 7500 7000 6500 6000 75 80 85 90 95 100 105 110 115 120 ENGINE SPEED (min -1 ) 10

FUEL OIL CONSUMPTION (g/kwh) Comparison of SFOC Curve 174 6UEC50LSH-Eco-C2 6UEC50LSH-Eco-C2 (including FOC of electric HPS) 172 6UEC50LSH-Eco-C2 (with VTI turocharger) 170 6S50ME-B9.5 6G50ME-C9.5 168 166 164 162 160 158 156 MR: 8,1000kW 89 min -1 154 45 50 55 60 65 70 75 80 85 90 95 100 105 LOAD (%) SFOC of UEC50LSH-Eco-C2 is lower than competitor s engines at all load. 11

Compact engine size Various analysis and past technical know-how are used to achieve compact and light design against longer piston stroke. UEC50LSH-Eco engine was designed so as to be replaced easily by same footprint and compact outline. 12

Principle Structure New concept Eco system SFOC reduction by new ECO system 3 FOVs per cylinder More uniform combustion Zero-sac FOV Higher reliability by reduction of HC Higher reliability For Exhaust valve Piston Piston ring Cylinder liner Bedplate & Column High stiffness and light weight A-ECL system Reduction of running cost by lower cylinder oil consumption Proven design by existing LSE-series Main bearing & Crankpin bearing Improved fatigue strength by aluminum metal New design for 50LSH 14

Main structure Stiffness and weight of these structures were optimized by FEM and EHD analysis. Cylinder jacket is highly stiff and light weight by optimized shape FEM model Highly stiff single wall structures are applied to bedplate and column Less deformation of bedplate thanks to twin stay tie bolt on top of bearing girder EHD* result of main bearing *EHD : Elastohydrodynamic Lubrication 15

Combustion chamber The strength and heat condition of combustion chamber were analyzed by FEM and Heat analysis. Nimonic exhaust valve(standard) New heat-resistant material type is available. Piston is bore cooling type with high top land Temperature is controlled by bypass line of jacket cooling water Cylinder liner is non bore cooling type Well-proven A-ECL* system *A-ECL : Advanced Electronically Controlled Lubricating system 16

Latest design concept against low temperature corrosion Optimized cylinder liner temperature by adjustable cooling system and insulation bandage depends on engine rating. Optimized position and number of lubricating point on cylinder liner. Improved lubricating efficiency by applying Cr-Ce piston ring and plateau honing cylinder liner. New recommendation for operation - To increase JCW outlet temperature from 85 deg C to 90 deg C. - To use BN100 for cyl. lub. oil for S>1.5% 17

Cylinder liner Insulation bandage is applied at upper part to keep appropriate temperature against slow steaming operation. Stainless steel PTFE 18

Loop cooling for JCW close close Uniflow cooling (Higher rating) Loop cooling (De-rating engine) Loop cooling can control liner temperature to avoid low temperature corrosion. Optimum specification can be applied for every engine in the rating map. 19

Fuel injection pressure Main valve lift Fuel injection rate control to Fuel injection pump Pilot oil High pressure hydraulic oil Concept of fuel injection mode Main solenoid valve 1 2 Main valve Pilot oil High pressure hydraulic oil Fuel injection rate is controlled by differences of main valve s opening timing Crank angle from control signal (deg) Fuel injection rate control improves trade-off relationship of NOx emission and FOC. 20

World-first 6UEC50LSH-Eco-C2 engine Engine builder: Kobe Diesel CO.,LTD. Engine completion: Feb. 13 th, 2015 Shop test: March 3 rd, 2015 Sea trial: July 27 th - 28 th, 2015 In-service: Sept. 8 th, 2015 Total running hour: Approx.4,000h (As of May, 2016) 22

SFOC be (g/kwh) T/C speed Nt (rpm) T/C Turbine inlet temp. Tv( ) Scav. air temp. T/C Turbine outlet temp. Tn( ) Ps(Mpa) Cyl. Max. prees. Pmax(Mpa) Cyl. Press. Pc(Mpa) Performance result 450 400 350 300 250 200 0.35 0.30 0.25 0.20 0.15 0.10 0.05 170 160 150 Pmax Pc Tv Tn Ps Nt be 50% 75% 85% 100% 70 75 80 85 90 95 20 19 18 17 16 15 14 13 12 11 10 20 10 3 18 16 14 12 10 :Plan Confirmed to meet expected performance. NOx emission is within Tier2 regulation Engine Speed (rpm) Corrected to ISO condition 24

Sufficient reliability was confirmed due to lower mean & fluctuating stress for every points. Mean stress [MPa] Fluctuating stress[mpa] at 100% load -58.8 ±16.7 3.92 ±2.94 Column 0.0 ±8.83 4.90 ±13.7 Bed plate 30.4 ±43.1 6.86 ±3.92-71.6 ±18.6-64.7 ±17.7 4.90 ±3.92 25

Temperature measurement result of combustion chamber 363 At 100%Load (6,870kW x 94 min -1 ) 309 332 618 236 219 in Temperatures are within design limit for every points. 26

Cylinder oil feed rate at (CMCR):q A100 [g/kwh ] Cylinder lubricating oil feed rate 1.5 Sulfur content 3.5% BN100 1.8 1.6 1.4 1.2 1.0 0.8 0.6 0.4 Sulfur content of using fuel: 2.06 ~ 3.38% Actual feed rate conberted to CMCR 0 500 1000 1500 2000 2500 3000 3500 4000 4500 Running hour[h] The cylinder lubricating oil feed rate has been reduced successfully according to the guideline of UE engine. 28

Inspection Result of Piston, Ring, & Liner (TRH: 3,091hrs) TOP Cr-Ceramic Honing mesh is still left around TDC position 2nd Cr-Ceramic 3rd Cr-Ceramic Plateau honing Running surface of all cylinder liners are in good condition. No low temperature corrosion was observed because honing mesh is still left around TDC position. 29

Piston Ring Wear Rate TOP Ring Wear rate of all piston rings is significantly low. Iron content in cylinder drain oil is also stably low. 30

Compliance with IMO-NOx Tier III regulation Mitsubishi UE engines can comply with IMO-NOx TierIII regulation with EGR or SCR. UEC50LSH-Eco is completed application design of LP-EGR system.

Conclusion of New UEC50LSH-Eco Developed to meet worldwide needs and will contribute to ship owners, ship operators and shipyards to cut operating costs and installation cost. Performance and reliability are already proven. Experience of excellent operating condition of inservice engine will be fed back to new buildings. Ready for complying with IMO-NOx Tier III regulation. 34

Thanks for your attention. Your confidence is our goal! 35