Mann's new engine debuts in Munich, Germany
The 31st International Exhibition for Advanced Construction Machinery, Building Material Machinery, Mining Machinery, Construction Vehicles and Equipment was held in Munich, Germany, from April 11th to 17th, 2016. German Mann demonstrated 12-cylinder D2862 LE13x engine and six-cylinder D3876 LE12x engine at the expo. These two engines are based on Mann's latest generation of engines, and performance has been more widely promoted. The displacement is 12.4L and 15.2. L and 24.2L, the maximum power from 294 to 816kW, can be used for heavy construction machinery.
Mann D3876
A particularly outstanding feature of the D3876 LE12x common-rail injection engine is its maximum injection pressure of up to 2500 bar, which is independent of load and engine speed, combined with the turbocharger's variable area turbine to ensure optimal engine dynamics. High injection pressure can produce very efficient fuel use efficiency while reducing emissions without compromising performance. Jürgen Haberland, Head of Mannoff Road Engines, said: "We are very satisfied with the test of the engine's fuel consumption and performance. Our global off-road field test confirmed this."
The six-cylinder D3876 LE12x in-line engine guarantees a maximum peak torque range of 1050 to 1450 rpm for peak torque and a maximum torque of 2700 to 3000 Nm at this time.
In the low speed range, it can also provide sufficient boost pressure and maneuverability for wheel loaders, excavators and mobile cranes, and the engine is still operating in the optimal operating speed range. For applications with higher power requirements, a waste bypass booster with a 12-cylinder D2862 LE13x V engine can produce a maximum torque of 5000 Nm at 1300 rpm. In the absence of an exhaust gas recirculation device, the engine achieves low heat dissipation, which can reduce the size of the radiator.
Mann D2862
All devices are based on the current Tier 4 final/CARB in the United States and the EU Stage IV emission standards. By using a modular exhaust gas aftertreatment device, the engine plant configuration is optimized so that the EU Stage V emission standards are met in the case of the engine body.
Jürgen Haberland, Head of Mannoff Road Engines, also mentioned: “Our compliance with current and future emission standards is based on our many years of experience in exhaust after-treatment systems (intra-group commercial vehicles), as well as in the mass production of industrial engines. Experience has produced a series of engines for construction machinery that meet emission standards and the market demand for low-complexity devices."Mann Engine's SCR catalytic converters, optimized combustion characteristics, and exhaust gas recirculation devices are sufficient to meet US environmental protection. Bureau (EPA)4 and other final emission standards and the EU fourth-phase emission standards. The bulky diesel particulate filter, the associated additional costs, and the oxidation catalytic converter are not required. â€
Therefore, machinery manufacturers do not necessarily need to change the heat balance, mechanical assembly or electronic ignition device in order to effectively meet the EU Stage V emission standards. The basic engine remains unchanged, and Mann only changed the control unit except the SCR catalytic converter and the diesel particulate filter.
In order to meet the EU's fifth-stage statutory particle counting limit before the arrival of 2019, Mann also used a space-saving modular exhaust gas aftertreatment device (AGN). "We have decided to separate the particulate filter from the SCR system instead of putting it together to provide flexibility. Compared to using a bulky, separate integrated solution, this method can be complicated in assembly and has limited installation space available. The situation offers customers greater flexibility,†said Jürgen Haberland. In addition, diesel particulate filters can be directly removed in countries with low emission standards to achieve different product life cycles.
AGN's internal modularity transfers this variability to different D26, D28, and D38 engine families. Solutions for a wide range of series can be configured by simple design means such as extending the SCR catalytic converter or the parallel connection of the two systems.
Not only is the machinery manufacturer impressed with the modular AGN tool group. The end customer also recognizes the low maintenance requirements of the part. Countries with lower diesel fuel quality can use vanadium-based sulfur-insensitive SCR catalytic converters.
In terms of diesel particulates, diesel engine particulate filters with the best size and their specific geometric designs have been optimized by optimizing the internal engine combustion, improving grain isolation and prolonging maintenance isolation periods. Maintenance can be performed in simple steps, without time or special tools.
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