نماینده رسمی MTU در ایران - MTUreport · 2021. 5. 14. · diesel engines and one equipped with an 18V 2000 engine will deliver electric power of 4,750 kW in total

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MTU media received two silver medals at the Best of Corporate Publishing Awards 2015.

Best of Corporate Publishing

2015

MTUreport

The ”country life“ issueMTU engines and gensets are in use in even the remotest villages, in mines and in agriculture

Lights on in LomeiroMTU gensets for remote villages in Bolivia

Commuting Swedish styleA ferry trip through the Stockholm Archipelago

The magazine of the MTU and MTU Onsite Energy brands I Rolls-Royce Power Systems brands Issue 02 I 2015 I www.mtu-report.com

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Dr. Ulrich Dohle is Chairman of the Executive Board of Rolls-Royce Power Systems AG and Chairman of the Board of Management of MTU Friedrichshafen GmbH.

Dear Readers,

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Marine36 Commuting Swedish style

Sailing quietly through the Stockholm Archipelago sounds like a holiday. But for the locals, it is just trip to the shops.

Technology42 Spray-on plaster

Need used parts repaired quickly? The low-pressure cold spray process simply sprays away the damage.

Energy44 For emergencies in an emergency

When things get hot, the San Francisco Fire Department gets the job done with a reliable supply of water when needed, courtesy of MTU.

Engagement48 The racing students

You can find plenty of upcoming engineers at Formula Student. One of them is Bernd Fuchsschwanz. He is involved in the competition himself as well as being a student at MTU Friedrichshafen.

Service52 Keeping it clean

Without suitable filter systems, diesel engines would soon reach their limits in harsh environments.

Technology54 How do we make ... teeth

An engine manufacturer that makes its own gears? We explain how we produce gears for our engines ourselves.

Apropos56 Afterthoughts

Things that have especially impressed our editors.

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The last issue of MTU Report was all about busy metropolitan life. Now the focus is on the country. We tend to think of town and country as opposites, but they are actually co-dependent. The country grows food for city dwellers, and while its wood-lands and forests provide rest and relaxation, they are also an important source of raw material and energy for urban areas. At MTU, we appreciate and recognize the value of both town and country – because in both these environments, MTU engines have important missions to perform.

What we take for granted in daily urban life is not necessarily the norm in a rural district. Traveling through the villages of the Lomeiro region in Bolivia, our reporter learned that the local inhabitants have only recently come to enjoy the luxury of constant running water, electric power and radio reception. Here, it is MTU Onsite Energy gensets that are ensuring a reliable flow of electricity for the very first time. Looking further afield, we also visit a remote coal mine in Siberia, where the biggest haul trucks in the world, built by Belaz, are powered by MTU engines.

Perhaps for some of us the idea of the country is closer to home and conjures up images of farmhouses, meadows and harvests. So our reporter made a trip to the country to accompany a fiery-red beet harvester built by the Holmer company as it was being put through its paces on a test run. This is a big, expensive and rather unusual piece of harvesting machinery whose sophisticated technology helps to make our life sweeter in more ways than one. Turn to page 14 of

MTU Report to find out more about this and many other fascinating countryside topics.

Have an enjoyable read.

With kindest regards,

Ulrich Dohle

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The ”country life“ edition

Energy14 Lights on in Lomeiro

Remote villages in Lomeiro now have running water and even constantly cool drinks for the first time.

C&I20 My land, my beets, my Holmer

A beet harvester can harvest as many as 95,000 beets in an hour. Always there to keep it going is its engine, an MTU Series 1500.

C&I/Energy24 Grow, fell, heat, repeat

Wood gas is becoming increasingly important as a renewable energy. We took a look at how a tree is turned into gas.

Mining30 Titanic tipper

The world's biggest haul truck has to be assembled on site at the mine. We found out a few more facts about this colossus.

34 Town mouse visits country mouseA comic strip telling of the story of when the urban mouse visited his rural cousin.

35 From the oil sump

Keep up with MTU

MTU Report always keeps you informed. Whether you read the printed magazine, the online version at www.mtu-report.com or the monthly newsletter, MTU eReport. In print or electronic form, the latest stories and news about MTU are always available to you wherever you are. And if you want information even faster, you will find short versions of all the stories on our social media channels.

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Rented power for Africa

Jozi Power has been using MTU engines for its containerized genset rental business in Africa since 2007. Traditionally, Jozi Power used third-party packagers to build its gensets into containers. For the first time, a contract was finalized for MTU Onsite Energy to supply five fully assembled container gensets powered by MTU 16V 4000 G63 engines. Each of the gensets will supply 1.7 MW. “For the first time, we are now supplying Jozi Power directly with complete system solutions. The supply of container gensets that we have manufactured ourselves marks another milestone,” said Philipp von Arnim, Team Leader, PowerStations Sales at MTU Onsite Energy. “This is yet another vote of confidence in the systems expertise that MTU Onsite Energy can deliver.”

The rental facilities available from Jozi Power already include an exclusive fleet of MTU engines. The African company's growing fleet is able to rent out more than 50 MW based on Series 1600, 2000 and 4000 drive units. The company keeps stock of power stations to ensure it can provide a rapid response to customer needs. The new rental gensets will operate mainly in mining applications until the consumers are either connected to the national grid or until gensets are no longer required “The gensets usually operate at the end-user’s site for two or three years,” recounted von Arnim. “Jozi normally mobilizes several gensets to its clients, who typically need between 10 and 25 MW of power.” The scenario is different for every project. Some customers might provide no more than an area cleared for installation while others can offer an infrastructure with power connections and fuel tanks. Leslie Dann, managing director of Jozi Power, commented, “Fuel efficiency and 24/7 reliability are of paramount importance in our main market, being the power supplier for remote mines. Our investment in MTU technology stands us in good stead to achieve these goals.” Jozi Power is Africa-focused and has used its MTU-based fleet in mines in South Africa, Namibia, Democratic Republic of the Congo, Sierra Leone and Liberia. Containers are normally transported by road or by sea.

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150 years of maritime search and rescue

At the end of May 2015, the German Maritime Search and Rescue Association (DGzRS) held the official naming ceremony for its latest sea rescue cruiser. The ceremony and accompanying flotilla also marked the association's 150th anniversary. The new member of the search and rescue fleet, which is also a prototype for a new class of vessel in the DGzRS, is fitted with two 16-cylinder MTU Series 2000 engines and the MTU Blue Vision New Generation automation system. The new DGzRS sea rescue cruiser measures 28 m stem to stern, 6.20 m across the beam and has a top speed of 24 kn. The Ernst Meier-Hedde is destined for the Amrum lifeboat station on the western coast of Schleswig-Holstein, where it will look after that section of the German Bight together with the sea rescue cruisers from the neighboring stations. The Weser estuary was closed off especially for the ceremonial flotilla. The new, freshly named sea rescue cruiser took the leading position in the flotilla, in which lifeboats from the UK, Finland, Sweden, Poland, Denmark and the Netherlands took part along with the German Navy frigate Augsburg, the Federal Police launch Bad Bramstedt and the fishery protection vessel Seefalke, all equipped with engines from Friedrichshafen. The 13 vessels in the flotilla that were driven by MTU engines accounted for a combined power output of 80,000 kW. The propulsion units in the new DGzRS cruiser are equipped with a new MTU system that enables them to continue working in extreme weather conditions that cause the ship to list (lean over) heavily. MTU and the DGzRS have worked together since the 1950s. The Maritime Search and Rescue Association currently operates a fleet of around 60 vessels, of which the 17 largest members feature a total of 30 MTU engines.

Looking forward to their new ship: the lifeboat crews of the DGzRS.

Official naming of the new sea rescue cruiser in Bremerhaven.

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In brief:

Osram trusts in MTUA trigeneration gas genset from MTU Onsite Energy has been in service at the lighting manufacturer Osram's plant in Eichstätt since 2015. The system keeps it supplied with electrical power, heat and cooling. In winter, it provides heat for the production halls, and in summer, cools the machine control and laser systems. The gas genset from type 16V 4000 L64 is scheduled for service some 8,000 hours per year.

Emergency power for the bright minds of LuxembourgThe Maison du Nombre building of the University of Luxembourg in Esch-sur-Alzette will house emergency gensets from MTU. Two gensets equipped with 16V 4000 diesel engines and one equipped with an 18V 2000 engine will deliver electric power of 4,750 kW in total. The energy center produces heating and cooling for different buildings. The Maison du Nombre comprises the data center, a cooling center and the institutes of mathematics and computer science.

Assembly in AsiaTen years ago, MTU carried out the groundbreaking ceremony for its diesel engine assembly plant in the Chinese city of Suzhou, near Shanghai. The MTU plant was completed in June 2006 and began assembly of Series 2000 engines for power generation applications. It has now shipped 3,370 engines from Suzhou, mainly destined for Asian customers, and some 131 staff are employed at the location.

British Army uses MTU engines for the first time

MTU is to supply 589 Series 199 diesel engines for use in the new Scout Specialist Vehicle (SV) for the British Army. The contract value is approximately €80 million and will be the first time that MTU engines have been utilized in British Army platforms. The vehicles will be delivered by General Dynamics UK in six variants and will form the backbone of the British Army’s future fleet of armored fighting vehicles. Delivery of the engines will start in 2016, and the last engines will be delivered in 2022.

Dr. Ulrich Dohle, Rolls-Royce Power Systems, Chief Executive Officer, said: "We are delighted that our MTU engine has been trusted for this important project. This order once again proves that when it comes to performance and reliability, the Series 199 engine is a benchmark in its power range."

The 8V 199 TE21 engines each have a power output of 600 kW and are the most powerful engines of the Series.

The future Scout SV armored fighting vehicles of the British Army will be powered by MTU 8V 199 TE21 engines.

Ten of these Rodman catamarans will be powered by MTU Series 2000 engines.

Catamarans off Chinese coastTen new Spanish-built catamarans will have a long distance to cover – almost 11,500 km – for Sonangol, the Chinese-Angolan operator, to be able to call them its own. That is the distance from Rodman, the Spanish shipyard where the catamarans are being built, to China. The crew catamarans are powered by twin MTU 10V 2000 M84 diesel engines, each delivering 1,080 kW. Spanish subsidiary MTU Ibérica is to supply a total of 20 engines for the new vessels, which are to be deployed for crew transport. "Thanks to their reliability and efficiency, Series 2000 marine engines from MTU are highly suitable for use in catamarans," explained Loreto Lueches from MTU Ibérica. “They are very light and compact but deliver exactly the performance needed,” she said.

The Rodman 84 catamaran has space for up to 350 passengers. At 25.5 m long and 9 m wide, it is capable of speeds up to 30 kn, which is equivalent to around 56 km/h. Its most impressive feature is its ability to cover up to 400 mi (643 km) at an average cruising speed of 22 to 24 kn (40 to 44 km/h) without the need for tanking. That is 15 times as long as a marathon, which makes the crew boats true long-distance runners and perfect for the transport of personnel.

Some of the editorial team attended the awards ceremony in Munich and were delighted to receive two silver medals.

MTU media has scooped not one, but two, silver medals at the "Best of Corporate Publishing Award" (BCP Award) in Munich, the Oscars of corporate publishing. The online magazine MTU Report (www.mtu-report.com) impressed the award panel in the category Digital Media – Microsite/Website/B2B. The panel was also impressed by the Rolls-Royce Power Systems AG cross-media communications strategy with the MTU Report magazine (online and print), the MTU eReport customer newsletter and the company's social media activities (LinkedIn, Twitter and YouTube). These collected a silver award in the category Best Crossmedia Solution/Industry. "When you look at the number of submissions – 729 – we're especially proud to have taken second place in two categories," said a delighted Stefan Wortmann, Manager of Communications and Sustainability at Rolls-Royce Power Systems.

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Engines of Series 199 have proven themselves in various armored vehicles, among them the Austrian Ulan and the Spanish Pizarro vehicles, also known as ASCOD (Austrian-Spanish Co-operative Development), on which the Scout SV is based.

"The Series 199 engine has been in service as part of our ASCOD platform for a number of years, in its different versions, providing our customers with first-level mobility and reliability," explains Agustin Gandul, Strategic Purchasing Department, General Dynamics European Land Systems. "Thus, it has been a natural choice to support the Scout SV key requirements, serving as a basis to incorporate not only higher output but also a significant number of other different improvements." MTU's scope of delivery includes the cooling system and two generators with 550 Amperes with each engine.


2015

BCP Award claims to be the largest corporate publishing (CP) award program in Europe. Awards were presented in 28 different categories along with four special awards.

The new Maison du Nombre building.



News In brief:

Basement bargain: MTU at the data centerThree MTU 1600 DS500 diesel gensets support Cavern Technologies' recent 100,000 sq ft expansion with backup power. Settled in a limestone cave 125 ft beneath Lenexa, Kansas, the company has one of the largest data centers in the city region. The system, which is designed for proper load and complex function management, allows a data guarantee of beyond 99.995 percent uptime.

Vacuum dredger keeps estuary clear For the first time, MTU Italia is to supply Series 4000 engines and a Blue Vision New Generation propulsion system for a suction dredger vessel to the Italian shipyard Vittoria. The pumps are capable of excavating 1500 m3 per hour of sediment such as sand and gravel over a distance of 60 m. The suction pipes can be lowered to underwater depths of up to 8 m at an angle of 45°, making the vessel particularly suitable for excavating work in river estuaries where sediment carried by the river settles and creates shoals that impede shipping.

New heavy-duty forkliftLinde Material Handling, a manufac-turer of forklifts and warehouse equip-ment, has for the first time selected MTU engines for its new heavy-duty forklift vehicles. The new HT100Ds-HT180Ds belong to the 10–18 t class. The forklift is powered by an MTU 4R 1000 engine. Linde ran in-house trials pitching the new heavy truck range against comparable forklift trucks. The result: "the MTU-powered forklift accelerates much faster than the others,” enthused Wayne Edmunds, head of R&D for the HT100Ds-HT180Ds series at Linde.

Rolls-Royce Power Systems has invested about 40 million euros in the new testing facilities. There the new more ecological and more efficient next-generation combustion MTU engines up to 2,500 kW will be tested. In the new test stands at plant 1 in Friedrichshafen, there will be further developments on existing engine series, new combustion processes, advanced technologies for electronic regulation and control and, from mid-2016, alternative fuels such as gas are some of the latest developments. For the development

40 million euros for engine development

MTU engines for emergenciesNorway has plans to tap into a new oil field by the end of 2019. The Johan Sverdrup oil field is situated offshore some 155 km to the west of Stavanger in southwest Norway. Oil field operator Statoil is commissioning the construction of a field center with living, process, drilling and production platforms. Five Framo firewater pumps powered by MTU Series 4000 units are to be deployed in the living and production areas.

To be able to handle these gigantic volumes of water, the pumps need fast and powerful support. Each powered by a 2,800 kW MTU engine, the pumps have a throughput of 3,174 m3 per hour. That means that they can take 880 l of seawater per second at 16-bar pressure to the production and living platforms for immediate firefighting. Besides the five firewater pump drives, MTU is also supplying Framo with three 20V 4000 P83 emergency gensets that will provide standby power in the event of a power failure in the living quarters. Their commissioning is scheduled for 2017.

of exhaust aftertreatment systems the gallery a special feature of the new testing facility has been erected above each test stand booth. Cooling machines, heat exchangers, steam generators and various fuel formulations allow a whole spectrum of engine operation scenarios to be simulated. In addition to conventional dynamometers, electrical gensets will also be used to simulate rapid load changes. The electrical power they deliver will also be fed into the factory's own power grid. The first three test stands out of seven went into operation.

The new Development Test Facility in Friedrichshafen is equipped with cutting-edge technology.

Fairplay with IMO III

Built by the Spanish shipyard Astilleros Armon, the new Fairplay tug has a bollard pull of some 90 t and was handed over in the Port of Rotterdam in May 2015. Significantly reduced NOx emissions were recorded in the course of trials and on the voyage between Spain and Holland: 81 percent below the values currently required by IMO Tier II emission regulations.

The 30 m tractor tug features a combined diesel-mechanical and diesel-electric propulsion arrangement. The diesel-electric propulsion system is primarily used when maneuvering in and out of port, with the two main engines cutting in for mechanical propulsion when running at full load. The SCR system minimizes emissions to facilitate environmentally compatible operation in metropolitan areas.

The underground data center.

The Fairplay Towage shipping company launched a new harbor tug featuring diesel gensets certified to IMO Tier III in Rotterdam. Powered by MTU Series 4000 engines featuring an SCR exhaust aftertreatment system, these diesel gensets are some of the first gensets in the world already certified as complying with IMO Tier III emission levels, which come into force in 2016. MTU delivered the two MTU 16V 4000 M63L main propulsion engines, each delivering 2,000 kW, one Series 4000 M23F 16-cylinder diesel genset with 1,520 kW, and the MTU-developed SCR system. The exhaust aftertreatment system featuring selective catalytic reduction technology is combined with the diesel genset.

With trials in the Fairplay tug lasting some 10,000 h, MTU is advancing its series solution for IMO Tier III marine engines.

The platform supporting the living quarters in the Johan Sverdrup oil field.

The 30 m tractor tug features a combined diesel-mechanical and diesel-electric propulsion arrangement.



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Country life means ...This second issue of 2015 is all about country life. Have you ever sat on a beet harvester? Or have you ever considered that the wheels on the world's biggest haul truck are twice as high as a fully grown man on their own? In the town, electricity and running water are taken for granted. But in the villages of the Bolivian hinterland, such luxuries have only recently been made possible by new electricity generators.


Power for out-of-the-way places

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Since 2013, Puquio and other villages in the Lomeiro region have enjoyed not only improved road links but also the long-awaited connection to the power grid.

The village of San Pablo where Pablo Opimi Parapino (59) lives is in the Lomeiro region just seven hours away – a stone's throw by Bolivian standards – from the country's economic powerhouse, the city of Santa Cruz de la Sierra. Nevertheless, the city is an entirely different world for him. To even just begin to understand what that means, one has to realize that the natural-gas rich, 370,000 sqm Santa Cruz district is the largest inland administrative area in South America but, at the same time, is home to fewer than three million people spread across an area larger than Germany. What's more, most of them live in the large urban conglomeration.


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Dr. Haderspock in front of the CRE offices in Santa Cruz de la Sierra.

Social responsibilityThe local electricity supplier, Cooperativa Rural de Electrificación (CRE), which claims to be the world's largest power generation cooperative with over 500,000 members, sees itself confronted by many challenges in that regard. The equipment and power distribution lines

operator immediately put them to the test under continuous duty. The result is clear as far as CRE is concerned: "The MTU gensets are undoubtedly state of the art and so much more efficient than other systems, which is why we operate them continuously," says Dr. Haderspock.

Not only the higher efficiency at medium voltage – 40 percent compared with the 35 to 37 percent offered by most other systems – but also the longer maintenance intervals, proved convincing right from the start. The last critical voices at CRE fell silent after a year in which the plants proved their reliability by operating in difficult conditions, such as high air humidity levels, dust and semi-exposed generator rooms.

In addition, MTU has found a very good local distribution partner in Gerona Power, whose highly qualified staff ensure that the systems will continue to function perfectly in the future too. Besides their efficiency, the MTU gensets were relatively straightforward to adapt to the local operating conditions. "Thanks to the close cooperation between the Bolivian and German colleagues, which was significantly simplified by the advanced integrated remote-diagnostic systems, we were able to find the right settings

Energy

quickly," outlines engineering graduate Abel DomÍnguez, CEO of Gerona Power.

Juan Carlos Mejia Pinto, Manager of Sales, Continuous Gas Latin America, also highlights the importance of a reliable partner in the local market. "We passed on our accumulated know-how in the field of sales, development, service and project management to Gerona Power." There were a number of challenges that the partners had to overcome together: "Bolivia was not just a brand new market for MTU Onsite Energy. This was also the very first time that gas-driven gensets from MTU were successfully installed in South America in parallel mode with other systems. Without Gerona Power as a partner, we would never have gained a foothold in the Bolivian market," emphasized Juan Carlos Mejia Pinto.

In all, four 20V and five 12V 4000 L62 gensets, plus a diesel-fueled 16V Series 4000 system, were installed at five central locations. All of these are connected to the Bolivian natural gas mains and supply the villages in their respective regions with electricity. The villages themselves are not connected to the gas grid and are reliant on gas cylinders for their supplies.

«The MTU gensets are undoubtedly state of the art and so much more efficient than other systems.»

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together with the associated transformer stations have to be adapted to a hot climate with high levels of air humidity. On top of that, out in the country, the power lines are long but serve only a few consumers. In other words, high investment costs are countered only by small revenue streams. The cooperative views the power connections for communities in rural areas above all as a social responsibility: "Only 12 percent of the consumers live in the rural districts of Santa Cruz and provide only 8 percent of the income," explains Dr. Fernando Haderspock, the man in charge of supply to rural areas at CRE. Nevertheless, between 2012 and 2015 – the period of highest investment in the energy supplier's over 50-year history – 20 percent of investment was spent on electrification of the widely dispersed small towns and villages. So in that regard, the acquisition of efficient and reliable plants that would work in parallel with existing systems was all the more important. In Bolivia, reliance is increasingly being placed on natural gas, which is considerably cheaper than diesel.

Efficiency and reliabilityThe first natural-gas-fueled MTU electricity gensets were installed in 2013, and the

Dr. Fernando Haderspock, rural area supply manager at CRE (isolated plants department manager)

The idyllically located San Ramón plant supplies over 16,300 households and businesses in the region.

1 The MTU plants in San Ramón are routinely service every 1,500 hours of duty.

2 Gustavo Mamani (25) of Gerona Power ensures everything runs smoothly.

3 Pablo Opimi Parapino with his chest freezer, the main attraction of his kiosk.



Power in San PabloNone of that has figured into the horizon for Pablo Opimi Parapino. He is just happy that his village now finally has a reliable power supply since it was connected to the San Ramón plant in 2013. His family has seen its quality of life increase dramatically as a result. Shortly after the extension of the power grid came the phone masts of the public telecommunications company, which considerably simplified contact between, in some cases, widely dispersed families. And that meant that although six-year-old Romina, who lives with her grandparents in the small village of San Pablo, was not able to see her mother on Mother's Day, she was at least able to talk to her on the phone. In the rainy season when some of the roads are not even passable by motorbike, the network coverage also facilitates communication in emergencies. Romina's grandparents have recently opened a small kiosk to supplement their income from farming. Their pride and joy is a second-hand chest freezer, which enables them to supply the villagers with cold drinks on hot days. "We can work at night now as well if we need to," says Pablo Opimi Parapino. After all, many of his customers are farmers themselves and so come by mostly in the evening after a long, hard day in the fields.

New quality of lifeA few kilometers away from San Pablo is Puquio, which with a population of 500, is one of the larger settlements within a radius of 100 km. There, the changes are even more far-reaching. In 2014, an electrically driven water pump was installed in the village. With it, the villagers' quality of life took an enormous step forward. They now no longer have to carry buckets to and from a manual pump in the center of the village every day since they have water on tap at home. Something that is such a basic assumption for many, to the extent that they do not even give it a second thought, is understandably the pride and joy of a whole community here.

And Puquio can boast more than that. The village has had a community radio station since 2009, but it has only been able to transmit continuously since 2013. The channel is run by 27-year-old Ignacio Soqueré Motoré. Asked about the biggest advantage for the radio station, he does not have to think for very long: "Now we can stay on air for longer, which means we gain credibility in particular." To keep himself up to date with events, he uses the radio station's admittedly rather slow Internet connection – but at least he can access the latest news that way.The continuous supply of electricity also has

another major advantage, which would be easy to overlook. The consumption of non-rechargeable batteries for radios has dropped considerably. In a country where functioning waste disposal structures in rural areas are extremely sparse or nonexistent, and people are often unaware of how dangerous used batteries can be, that is a very significant development.

Profitable energyThere has also been a joinery workshop in Puquio since 2008. Nicolas Cecari Peña (42) now works there full time. He cannot charge the people from the surrounding villages very much for his work, but he still earns more than he previously did from farming. The big change happened in 2013 when the small business was able to change over from a diesel-fueled generator to the main power grid. "When we had to buy diesel, we were paying 120 dollars a week. Now it costs us between 50 and 100 dollars a month, depending on the amount of work we have," Don Nicolas calculates. And that means more money left over for him and his family.

It gets dark at around half past six in the Lomeiro region. Whether it is in San Pablo, Puquio or one of the other surrounding villages – as darkness falls, the lights go on everywhere as a matter

Romina Daveida (6) is not able to see her mom on Mother's Day but can talk to her on the phone at least.

1 Nicolas Cecari Peña (42) can concentrate fully on his job in the joinery workshop

thanks to the profitable power.

2 Water on tap – not at all something that could be taken for granted in Puquio until just recently.

3 Up-to-date news at last: Puquio's local radio station.

«Now we can stay on air for longer, which means we gain credibility in particular.»

Ignacio Soqueré Motoré (27), radio reporter

Bolivia

MTU Brown0-17-28-62CMYK

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of course. It is Mother's Day in Bolivia, and the villagers meet up in the schools to celebrate the special day with evening performances and dances. The electricity may not have completely changed life here, but it has made it distinctly easier.

Words and Pictures: Radek Czajkowski

To find out more, contact: Juan Carlos Mejia Pinto [email protected]. +49 821 7480 2588


Energy

The flame-red machine is one of the largest agricultural vehicles available.

According Holmer approximately 350 new beet harvesters are required around the world every year. Holmer alone manufactures 130 of these vehicles. So that these vehicles provide the necessary power, they are driven by MTU engines from the 1500 series.

Eduard Richer turns the key slowly. The MTU engine at the heart of the Holmer Terra Dos beet harvester starts to purr. Richer has worked for the agricultural machinery manufacturer Holmer for 20 years – originally as a mechanic and now as a developer. He describes himself as a tinkerer. Richer proudly explains: "If you look at the machines today, there are some parts that I developed together with my colleagues." At the Holmer plant in Eggmühl in the Upper Palatinate region of Bavaria, all 340 employees are like one big family. "Each one of our machines is somebody's baby," explains Andrea Heinrich, the Senior Marketing Manager at Holmer, "because every employee understands which customer will use the beet harvester to perform its tough work. This is how we all build personal relationships." Up to 10 of these giant machines are manufactured each week. A harvester combines approximately 40,000 individual parts, as well as the corresponding bolts. "For me, a Holmer is also something you can be proud of," gushes Andrea Heinrich. "Other people say, my house, my yacht,

my car... I would say, my house, my yacht, my Holmer." At a length of 15 m, a width of 3 m and a height of 4 m, the beet harvester is one of the largest agricultural machines. "But the Terra Dos is still kinder to the ground than a woman wearing stilettos," explains Richer, as protecting the ground is an important topic right now in agriculture.

Quality is crucialToday, Eduard Richer is driving a beet harvester to a field next to the factory for a quality check. And because this can be done even without any beets, the heavy machines can also be tested outside the beet harvest, which runs from September to December. Here, we can already see the beet's green leaves (that are now up to 20 cm long) sprouting out of the ground. But there is still no sign of the beet itself. The beet harvester is now thoroughly tested: This involves shaking, jogging, extending and retracting it, as well as fully testing all the other functions. "We do this with all of our vehicles before they are delivered to the end customer," explains Richer. His colleague, Andrea Heinrich, also confirms that "top quality is very important to us." "We cannot afford for a beet harvester to break down during the harvest, at which time every day counts for the farmers." It is for this reason that Holmer relies on MTU 1500 series engines, which meet the Tier 4 final emission standards. "The emission standard, the service network and the engine settings are very important to us," explains Richer. "During the harvest, the machines must be able to keep running, and a mechanic must be on-site as quickly as possible in the event of an emergency." His colleague, Andrea Heinrich adds: "MTU is a well-established name – you know what you are getting from them."

Eduard Richer on the Terra Dos T4-40 – the very latest software controls the harvester.

My land, my beets,my Holmer

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A former family-run company becomes a global leader

By its own account, Holmer is the global leader for self-propelled beet harvesters. Of the 350 machines that are sold on the global market annually, 130 are manufactured by Holmer. What began as a small village blacksmith quickly became a global success. In 1969, Alfons Holmer founded a mechanical engineering company out of his parents' business. After being approached and supported by regional farmers, in 1974, he developed the first six-row, self-propelled sugar-beet harvester and revolutionized agriculture as a result. Since 2013, Holmer has been part of Exel Industries, a French company.

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Eduard Richer and Andrea Heinrich: "At Holmer, we are all one big family."

We bring together what belongs together – the MTU engine is fitted in the Terra Dos T4.

The MTU 6R 1500 series is specifically equipped for these requirements. "Heavy loads and changing speed ranges are not a problem for the engine," explains Frank Bühl, Head of Sales at MTU Friedrichshafen. "Furthermore, the 1500 series provides its maximum torque at 1300 rpm, which is precisely in the range at which the Terra Dos mostly runs. This also means that fuel costs can be reduced." With an output of 460 kW, the engine provides enough power for tough applications. And Andrea Heinrich is impressed by something else as well: "We finally have an engine that sounds incredible."

And now on to the sugar beetsIn order to harvest sugar beets that weigh up to one and a half kilos, all the driver has to do is choose the correct setting on the Terra Dos. From that point onward, the high-tech vehicle does almost everything automatically. The automatic fold-out system moves the harvester into the harvesting position. To start with, a shaft covered in mallets removes the beet's rough leaf. A knife then cuts the beet at the stem. After this, the vibrating blades lift the beet upward from the ground so that the beet rollers then pass the beets on for cleaning. Here, the beets run along a sieve conveyor, on which clay and mud are removed from the beets. In the silo, the beets are distributed using several augers, until all the available capacity in the silo (45 m³) is used. "On average, our Terra Dos can be used to harvest one hectare of beets per hour," explains Richer. This equates to approximately 95,000 sugar beets and a weight of approximately 70,000 kg. This quantity could make 11,600 kg of sweet granulated sugar, weighing roughly the same as 10 cars. During the harvest, the pressure is taken off the driver as much as possible. If all the settings have been made in the cockpit, the machine does almost everything automatically. Andrea Heinrich knows that "to fight the boredom, some farmers have even fitted a Playstation in the cockpit."

Pure high techThe Terra Dos is used all over the world: Whether they are in Europe, Russia, China or the USA – people everywhere rely on technology developed by Holmer. The manufacturer provides farmers with a pure high-tech product. Thanks to the full-floating front axle, the driver is not shaken about. Moreover, the drivers can make every possible setting themselves – or they can allow the automatic system to take over and simply monitor the process; for example, at which height the beets are topped, how wide the row distances should be, or how much cleaning power should be used. In the past, the driver had to painstakingly get off the machine to adjust certain settings, but everything is now integrated in the company's own software. As a result, previously back-breaking work has now been simplified by pure high-tech equipment.

Words: Yvonne WirthPictures: Stefan Söll, Holmer, ©abcmedia/Fotolia.com

To find out more, contact: Tobias J. Frank, [email protected], Tel. +49 7541 90-7054

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The Terra Dos T4 offers farmers a pure high-tech machine and maximum comfort in the driver's cab.

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... up to one hectare of sugar beets.

This equates to approximately 95,000 sugar beets, ...

That quantity can make 11,600 kg of granulated sugar, ...

... weighing the same as 10 mid-class cars.

... weighing 70,000 kg.

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Don't have a QR code reader? Go to https:// goo.gl/5W9JjN

More on that ...A video about the Holmer Terra Dos T4-40.

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Every year up to 13 million hectares of forest are cleared worldwide. But the trees are not just used to make paper, flooring or furniture. Increasingly, wood gasifiers are used to generate heat and electricity for homes, complete industrial areas, housing estates or public buildings such as swimming pools. But how is a tree in the forest turned into useful wood gas? The chippers required and even the wood gasification plants themselves are driven by MTU engines.

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Tree growing, felling, chipping and combustion is a self-contained car-bon-neutral cycle.


Nearly 15,000 people live in the picturesque Lower Bavarian town of Rohr. As part of a move away from fossil fuels since 2014, a retirement home, several apartment blocks and the

Not that sort of chipsIf the first thing you think of when you hear the word "chips" is food, you are on the wrong track. What we are talking about are the small, usually oblong pieces of wood into which timber is chopped by special cutting tools. To produce the sought-after fuel, the precision chipper waits just outside the forest. There, the large grab arm of a crane loads the pre-cut timber onto the chipper's infeed table. The crunching and whirring machine then draws the timber into its enclosed interior. Then everything happens very quickly. Inside the machine, the trunk meets the chipper drum. Five razor-sharp chipping cutters protrude 4.5 cm out of the chipper drum. The blades chop small lumps out of the trunk from above. "You have to imagine it like splitting a log with an axe," explains Daniel Kürten. The blades continually chop small chips out of the trunk. The large blade protrusion means that the woodchips are exactly the right size for burning in a wood gas plant. The wood gas facility in Rohr requires woodchips with an edge length of 50 to 70 mm. What is special about this machine is that the enclosed chipper drum means that the timber is chopped into very precisely sized chips. A chip sack collects the chipped timber before it is thrown with full force through a grading sieve by the rotation of the chipping rotor in the machine. The grading sieve ensures that the chips are of an even size. "We have very few rejects or oversized chips," recounts Daniel Kürten. "That is why this machine is called a Doppstadt precision chipper." From the grading sieve, the woodchips are carried to the machine discharge spout by an auger conveyor. The black discharge spout visible from the outside ejects the finished woodchips directly into a waiting truck or an adjacent woodchip store. The machine spits out as much as 300 m3 an hour of loosely piled chips in that way. That equates to a cube with side length of 7 m.

All power to the engine"The processing capacity of the wood chipper is also determined by the power of the MTU engine. It is only the wide torque band that makes such a production rate possible," elucidates Daniel Kürten. The driving force for the machine is provided by an MTU Type 6R 1300 engine rated at 390 kW. Above all, the torque characteristics and the high inertia of the chipper drum have to be well matched in order to hold the rotor at its primary operating speed. "The more stable the rotation speed of the chipper drum is, the more evenly sized the woodchips produced are," Kürten expands. At 19 t, the Doppstadt DH 811 is a real heavyweight among chippers and is designed for continuous heavy duty. It is even capable of supplying several heat and power plants at once. The sturdily built machine is made entirely of steel and is extremely tough. "That is also the reason we chose an MTU engine," says Daniel Kürten. "There are very few diesel engines that can really stand up to such continuous loads and still comply with the EU Stage IV emission restrictions."

1 At 19 t, the Doppstadt DH 811 is a real heavyweight among chippers and is designed for continuous heavy duty.

2 The machine produces as much as 300 m3 hour of loosely piled chips.

3 A small crane feeds the chipper with tree trunks the whole time.

Any log with a trunk thickness of up to 80 cm can be turned into woodchips by the precision chipper.

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The care home in the town of Rohr in Lower Bavaria relies on heat from wood energy.

Doppstadt

Founded as an agricultural business in Velbert by Werner Doppstadt in 1965, today the company is still family-owned and a world leader in environmental technology. Doppstadt is actually better known in connection with waste disposal sites than for making wood chippers. Doppstadt equipment is used at recycling facilities to sort and process every imaginable type of material from household, business and industrial waste to organic waste, excavated soil and garden cuttings. Doppstadt supplies its products to over 40 countries all across the globe.

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trading estate have been supplied with wood gas. "We decided on a wood-fired generating plant so as not to be reliant on nuclear energy and fossil fuels. With this plant we can actively contribute to reducing climate change and conserving natural resources and play our part in the energy reforms," explains Heinz Högl, proprietor of the company Högl, who was responsible for implementation of the project in Rohr and operates the CHP module. The scheme is also supported by the German state of Bavaria through

means any timber with a trunk thickness of up to 80 cm, which is about the depth of a standard desktop," explains Daniel Kürten, product manager at Doppstadt.

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Solid turns into gas

Gasification is a chemical and physical process in which part of a solid substance or fluid is converted into gas. This is done by heating and partially takes place in a special deoxygenated atmosphere.

a subsidy from the Biosol program. But before the renewable energy can actually be used, a number of preparatory processes are required.

Wood waste for chipsThe wood gas plant in Rohr only uses wood that would not be used for anything else. So, for example, forestry wastage. To make the available timber into small woodchips that are as evenly sized as possible, machines such as the DH 811 mobile precision chipper made by the German environmental equipment manufacturer Doppstadt are used. The DH 811 minces the tree trunks into the required rectangular chips, shaking and vibrating as it does so. Sections of trunk between 2 and 6 m long are used. The DH 811 also processes the leftover brush that falls on the mossy forest floor during felling or loading. And the chipper makes no distinction between softwoods such as pine and spruce and harder varieties such as beech and oak. "Our chipper swallows anything. That


From chips to gasSo now we have a truck fully loaded with woodchips. But how are those chips turned into heat and electricity for Rohr? The answer is wood gas. It is obtained from the woodchips in a wood gasification plant operated by Holzenergie Wegscheid. "We produce electricity and heat from natural sources," explains Walter Schätzl, managing director of Wegscheid. To do that the company uses woodchips made of spruce, fir, pine, beech or birch. "Our machines do not require any other additional fuels and so do not burn any harmful substances," Schätzl elucidates. A lorry is just driving into the yard. The

used. It cleans the gas dry. The heat produced goes directly into the connected district heating system, and the electricity generated is fed into the grid. "The main factors in our choice of MTU were the high-quality product and the international customer service," says Walter Schätzl. "And so far MTU has always been a reliable partner."

Fossil versus renewableThe Rohr plant achieves a high efficiency level of 32 percent electrical and 50 percent thermal. That equates to as much as 230 kW of heat and 125 kW of electrical energy per hour. And it is not only the production of wood gas that is highly sustainable. "The fuel supply system is very eco-friendly as well, because the cycle of tree growing, felling, chipping and combustion is a self-contained carbon-neutral cycle," said Schätzl. And that can be seen in the sales of wood gasification plants as more and more local district heating systems or industries are investing in renewable energies such as wood gas.

Words: Yvonne Wirth; Pictures: Azurit Gruppe, Dopp-stadt, Holzenergie Wegscheid, ©natros/Fotolia.com

To find out more about wood chippers, contact: Peter [email protected] Tel. +49 51 1546 5310

To find out more about wood gas, contact: Markus [email protected]. +49 821 7480 2625

The best energy yield is obtained from woodchips with a residual moisture of less than 10 percent.

1, 2 The wood gas produced is used to fuel the MTU Series 400 engine.

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A wood gas plant converts woodchips into wood gas. Seen here is the wood gasifier in which the gas is produced.

Nothing new

Wood gas is not a new discovery, by the way. In times of fuel shortages it was used as a vehicle fuel. During and after the World War II, for instance, cars, trucks and even trains were fitted with wood and charcoal gasifiers. Three kilos of beechwood produced about the same amount of energy as a liter of gasoline.

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woodchip order has arrived. As yet, they are still too damp to be burned directly in the plant. "The best energy yield is obtained from woodchips with a residual moisture content of no more than 10 percent," Schätzl continues. Each plant has its own drying boxes or moving-bed dryers on site. This facility consumes around 5,430 m3 of woodchips a year.

Once the residual moisture in the woodchips has been reduced to the required level, they first have to pass through a grading system on their way into the wood gasifier. To obtain the optimum combustion results, the woodchips have to be as homogeneous as possible. To that end, the grading system filters out the chips that are too large or too small. They can then be sold for extra income. Woodchips with an edge length of 50 to 70 mm pass into the supply hopper. "In Rohr there is a constant demand for heat for the hot water supply, for example," points out Heinz Högl. "So that means our machines often run continuously for over 8,000 h a year. A large thermal store provides a continuous supply of heat." The electricity generated is not used by the plant itself but is fed into the local power grid.

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MTU alternative gas engines

MTU is already working with a vast array of alternative gas fuels. They include not only organic gases such as biogas, sewage gas and landfill gas. MTU also develops appropriate solutions for applica-tions such as mineral-oil associated gas, flare gas, mine gas and other alternative gases.

The wood gasifierThe woodchips next travel from the storage hopper into the wood gasifier. "Our gasifiers produce gas with almost no tar content because environmental protection and ultra-reliability are extremely important to us," explains Schätzl. In the wood gasifier, the woodchips are turned into wood gas. The generation of a flame is prevented by deoxygenating the atmosphere. So the woodchips

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smolder, giving off wood gas, which after being drawn off, filtered and cooled, can be combusted in the Series 400 gas engine from MTU Onsite Energy. The engine is connected to a generator for producing electric power. The recovered heat from the engine can also be reused for the drying processes, for example. "By utilizing the kinetic energy and recovered heat, an efficiency of 80 percent is achieved," Schätzl expounds. To prevent the engine from being contaminated, a filter developed specially for the purpose by Wegscheid is


Min

ing The largest haul truck in the world

Titanic tipperThere are certainly no half measures where this monster is concerned. The Belaz 75710 is the largest haul truck in the world – and the first to have a twin-engine system under the hood. It can carry over 450 tonnes – almost 90 tonnes more than the previous largest truck. The first of its kind is now showing its mettle in a Siberian coal mine.

The Belaz 75710 excels in many respects: Its wheels alone are taller than a lorry. Fully laden, it weighs 800 t, the equivalent of 20 lorries.

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Good grounds for giantsThe mammoth, measuring over 20 m front to back and 8 m across, moves powerfully up the switchback climbs. It carries 450 t of rubble in its tipper. Fully laden, it rumbles purposefully toward its destination at 40 km/h. The 75710 is the latest creation to be launched by the Belorussian manufacturer Belaz and has been put through its paces at the Chernigovez coal mine in Siberia for the last few months. But why did Belaz decide to make such a large and powerful vehicle when there are already so many massive mining trucks on the market? "The answer is obvious," says Rainer Pelcz, Key Account Manager for mining vehicles at MTU. "Over time, the ratio between spoil and seam volume of a mine changes. More spoil, i.e., rock that contains no raw material, has to be carried away. If fewer vehicles can do that work, the mine saves on staff and fuel," Pelcz illuminates.

On the subject of saving, the Belaz 75710 is the first vehicle of its kind with a twin-engine system. Its two 16-cylinder MTU Series 4000 diesel engines produce 1,715 kW each. When the truck is loaded, both MTU diesel engines are at work. But when it is empty, one engine can run at idle speed, which saves fuel. The power

«We know that the MTU 16V 4000 C11 engines are enormously tough.» says Vasili Shostak, Head of Commercial Division and

Overseas Marketing Center at Belaz

The Belaz 75710 is now showing its mettle in the Siberian Chernigovez coal mine, close to Kemerowo. When the truck is loaded, both MTU diesel engines are at work; when unloaded, one engine runs at idle speed.

All about the monster Belaz 75710

> Two 16V 4000 C11 MTU engines: 3,430 kW, 18,626 Nm torque

> Top speed: 64 km/h

> Maximum speed when fully laden: 40 km/h at 10% gradient

> Turning circle: 45 m

> Wheel height: 4 m

> Wheelbase: 8 m

> Total height: 8.17 m, length: 20.6 m, width: 9.75 m

Up to 270 m³ of load fit in the tipping trough of the Belaz 75710. It takes just 26 sec. to move the two hydraulic pistons from the horizontal to the tipping position.

generated by the MTU engines is transferred via two generators to four electric motors, which then drive the wheels. And there, too, the Titanic tipper sports a new feature: In order to transport this immense weight, the new Belaz monster has eight wheels instead of the usual four or six seen on most other haul trucks.

Two are better than oneThe drive system of the Belaz 75710 has a special feature: The all-wheel drive incorporates dynamic traction distribution between the truck's two axles. If one of the electric motors should fail, the vehicle can still drive back to base in limp mode and therefore does not create an obstruction for other mine traffic or need to be towed back by a recovery vehicle. What's more, the all-wheel drive and hydraulic steering make sure that the 4 m high (!) tires do not get stuck on rough terrain. Slippery surfaces are therefore easier to negotiate and braking is more efficient.

"We know that the MTU 16V 4000 C11 engines are enormously tough," says Vasili Shostak, Head of Commercial Division and Overseas Marketing Center at Belaz. "We already use them in many other models, which is why we chose these tough and reliable engines for our latest vehicle," he continues. A noticeable outward feature of the Belaz 75710 is the much deeper front end. It allows the two Series 4000 engines to be accommodated in transverse orientation, instead of the direction of travel.

Expansion of sales and serviceBelaz already uses over one hundred 16V 4000 C11 engines in its vehicles, with a payload capacity ranging from 220 to 240 t. This gives the manufacturer a number of advantages, including tried and tested modularization and scale benefits. This means that the same spare parts, equipment (e.g., oil, filter), and hardware and software tools can be used in various types of vehicles.

"Good trucks are essential for mine operators, but they are not enough. A perfectly running infrastructure is also required," says Dennis Gering, MTU Customer Service employee and on site at the Chernigovez mine. "Day-to-day life in the mine is tough, so everything has to be right: from the fuel quality to the large on-site workshop right through to service, spare parts supply, training courses and regular consultation," he continues. MTU has therefore been expanding its global sales and service network substantially for many years.

Incidentally, what were until now the largest haul trucks in the world, the Liebherr T282 with a 363 t payload capacity and the Belaz 75602 (360 t), are also powered by MTU 4000 Series engines.

Words: Melanie StaudacherPictures: Dennis Gering

To find out more, contact: Rainer [email protected] Tel. +49 7541 90-9260

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Country life

In earlier days, when we talked about "life in the country," the idea was one of remoteness – remote houses in remote locations … perhaps a few isolated dwellings hidden away in the midst of a thick forest or far out on the plains, cut off from the many blessings of civilization. Those who lived in the country came to enjoy the luxury of telephones and TVs a lot later than townspeople, and city dwellers and country dwellers rarely came into contact. However, in many parts of the western world today, the countryside no longer fits that picture. Today, the world is truly a global village.

In the western world, few differences remain between town and country. People out in the country work for the same companies as those in the towns, and the two groups come into regular contact everywhere. Equally equipped with modern telecommunications, people in the country are no less well informed than those in the big cities. And where endless stretches of field used to separate one farmhouse from another, provincial villages have grown up. Peasant costumes have disappeared, and rural and urban populations now dress more or less the same.

Today, there only two great dividers remain between town and country: nature and silence. Precisely because they are constantly busy, many people appreciate the countryside as a place of escape. Outside in nature and far removed from the hustle and bustle of urban life, they can unwind, enjoy the peace and quiet, and have no plans at all. Today, the countryside has taken on a different meaning, but it remains a place of refuge for us all.

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Commuting Mar

ineFerries in Stockholm with MTU engines

The Stockholm Archipelago, a vast collection of larger and smaller islands, is a place of refuge and relaxation for jaded city dwellers and a favorite holiday destination for tourists. The transport links between the islands and the Stockholm city center are provided by the ferry companies Strömma and Waxholmsbolaget. Many of the ferries rely on high-speed MTU engines in their daily work. They make sure that children from the smaller islands get to school on time, island supermarkets get their fresh food deliveries and backpackers can explore the unique landscape.

1 The skärgården, as it is known in Swedish, lies to the east of Stockholm. It consists of around 30,000 islands stretching over an area of 1,200 km².

2 The ferry companies of Stockholm carry islanders, second-home owners and tourists from April to December to errands to the local authority, to visit the family or to explore a unique landscape.

Each year, the Waxholmsbolaget ferries transport over 4 million passengers and 7,000 t of goods between the city of Stockholm and the big and small islands of the archipelago.

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Dalarö, Stavsnäs, Grinda, Nacka or Utö might sound like furniture items from IKEA to people from outside Sweden. But rather than three-piece suites or bath mats, they refer to individual members of a vast patchwork of islands known as the Stockholm Archipelago. The skärgården, as it is known in Swedish, lies to the east of Stockholm. It consists of around 30,000 islands stretching over an area of 1,200 km², which is roughly equivalent to the size of London. They were created roughly 10,000 years ago when the massive ice formations melted at the end of the last Ice Age, allowing rock outcrops to emerge from the sea as islands. Today, the large and small islands provide a space for people to live in or escape to as well as forming a picturesque backdrop to the city of Stockholm.

summer months, we do that round twice a day. By now, the ship has traveled 21 times around the world, you could say," relates John Berlin, ship's captain and operator of the restaurant on the Cinderella I. The 1,150 kW MTU engines have powered the ferry from the very beginning and have now clocked over 50,000 hours of duty. In their 25 years of service, they have twice been completely overhauled and re-installed in the Cinderella I in as-new condition. "We had no problems carrying out the eight-week overhauls in the winter months when the ship is not in service because of the ice in the Stockholm Archipelago," explains Henry Ericson, who works as a service manager at Swed Motor, the distributor for MTU engines in Sweden.

A reliable partner Swed Motor has been responsible for distribution, commissioning and maintenance of MTU engines for all applications in Sweden since 2000. Together with its sister companies, MGAB Maskin- och Fartygsservice AB and Ahmans Motorslip, Swed Motor provides the ideal service for Stockholm's ferry operators. Swed Motor is a specialist service provider in the field of engine technology, Ahmans Motorslip is responsible for complete engine overhauls, and MGAB Maskin- och Fartygsservice AB supplies every conceivable spare part from its favorable location right on Stockholm harbor. "The ferry services depend on the reliable operation of their ships in order to ensure the smooth running of the business," explains Swed Motor's sales manager, Anders Olofsson. "If problems occur, it just takes one phone call and one of our engineers is on the spot in no more than an hour – that is the key to our many years of successfully working with our clients."

Marine

MTU propulsion systems meet every requirement7 of the 20 vessels operated by ferry company Waxholmsbolaget also depend on MTU propulsion systems to do their daily duties. "When the ferry Vaxö was refitted with new engines at the end of 2008, we opted for 12V 2000 M61 MTU engines for the first time because they are known for their reliability and can run on Swedish Class 1 diesel. They also comply or undercut the emission requirements, and excellent service is guaranteed with the MTU distributor Swed Motor," recounts former technical director of Waxholmsbolaget, Indrek Pöldma, who now works as a technical consultant for the company. In all, there are now 25 MTU Series 60 and Series 2000 engines in service in the Waxholmsbolaget ferries Saxaren, Vaxö, Värmdö, Viberö, Vånö, Väddö and Skärgården. All of the ships are named after islands in the archipelago. The ferries are recognizable by

their white livery with blue and yellow stripes. Providing respectively 350 and 600 kW of power, the MTU engines deliver the necessary potency to propel the craft quickly between the roughly 300 ferry stages in the Stockholm Archipelago. On some of the ferries, they also provide the electricity for ship's services.

Ferries for all seasons Waxholm is one of the archipelago's largest islands and home to around 5,000 people. The ferry fleet of the operator Waxholmsbolaget, which was established on the island in 1870, carries not only four million passengers a year but also 7,000 tonnes of goods and commodities. Whether it is fresh food for the island supermarkets, post for the islanders or timber for building new holiday homes, the Waxholmsbolaget ferries, and along with them the MTU engines, help to ensure that life on the islands does not resemble isolation.

1 Henry Ericson is service manager at Swed Motor, the distributor of MTU. He takes care that potential engine problems will be fixed quickly.

2 Alexander Kourib looks after the well-being of both the guests and the crew of the Waxholmsbolaget ferries.

3 The reliable MTU engines are have been in service for 25 years in the archipelago of Stockholm.

4 The ferries ensure ongoing public transportation service between the islands and the city center of Stockholm.

Ferry companies rely on MTUSome of the islands, spread over many square kilometres, are profusely planted with greenery

and interlinked by bridges for easy access by car. They offer plenty of space for the inhabitants of Stockholm who prefer a life in the countryside in a timber dwelling to the bustle of the city. Others are smaller,

sparsely vegetated rocky landscapes rising out of the sea with just enough ground to accommodate six of the typical red-and-white wooden houses. Their inhabitants are reliant on water transport – either by their own boats or taking the quickest route by high-speed ferries operated by the public transport system. Many of the lightweight ferries rely on MTU engines in their daily work. They carry islanders to the city on errands to the local authority, help Stockholm's second-home owners escape to the islands at weekends and, in the summer, enable tourists to explore a unique landscape surrounded by sea, sky and seagulls.

MTU engines in service in the archipelago for 25 yearsThe Cinderella I operated by the ferry company Strömma celebrated her 25th birthday on April 17, 2015. And along with her, the two 12-cylinder MTU Series 396 engines that have been in service in the Stockholm Archipelago as long as the Cinderella I. "Our Cinderella I carries roughly 10,000 passengers a year. Her normal route takes about five and a half hours. In the

«When the ferry Vaxö was refitted with new engines at the end of 2008, we opted for 12V 2000 M61 MTU engines for the first time because they are known for their reliability.»

Indrek Pöldma, former technical director of Waxholmsbolaget

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Ber Fassbo has worked for 10 years as captain on the Waxholmsbolaget ferries. Depending on the time of day and distance, he normally has 4 to 5 trips per day.

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Time gain between cruise ships and sightseeingOn board the Värmdö on the way from Stockholm harbor to the Waxholm ferry point, the 37.7 m ferry with a beam of 7.5 m glides swiftly past four gigantic, 10-storey cruise ships bringing tourists from all over the world to the Swedish capital by day. In the evening, these gigantic vessels will leave the harbor for another coastal town. "It's obvious you have to keep well clear of the large cruise liners. It's the small private leisure boats that are more of a problem," says Ber Fossbo, a ferry captain with Waxholmsbolaget. In Sweden you can use a private vessel up to 12 m in length without a license. So for the ferries, extra caution is required in the summer months especially. As the Värmdö sails out of the city limits, Mats Karlströmer, one of the passengers says, "We have a holiday home on Österåker. Between May and November, I travel out once a week from my Stockholm apartment. And I spend the whole of July there." The ferry is now passing the imposing Royal Palace and Stockholm's historical old town on the right and the garish Tivoli Gröna Lund amusement park with its classic roller coasters on the left. He says there are 10 weekend

homes there but nothing else. "I love the peace and quiet there." It takes him three hours to get to the island – first by public transport on the Waxholmsbolaget ferries, then the last little bit in his own boat. He uses the time on the ferry to work. For Mats Karlströmer it is a time gain.

Job satisfactionThe ferry Skärgården was fully refitted within the last 12 months. At the same time, Waxholmsbolaget decided to install four new MTU Series 60 engines. "The engines are very powerful and reliable units in day-to-day operation," says Captain Hans Åden, who has worked on Waxholmsbolaget ferries for 10 years. Previously, he was with the Swedish merchant navy and often away for months at a time. "Working here as a ferry captain in the Stockholm Archipelago is the perfect job for me. I get to travel through this unique landscape every day and still get home to my family virtually every evening," he enthuses. Depending on the route and departure times, the crew sometimes stays overnight in a small port on one of the islands and makes the journey back the next morning. In such cases, they make use of the comfortable crew accommodation on board. "I look after the passengers by day and the crew by night," jokes kiosk attendant Alexander Kourib. When the ship is in the Stockholm harbor being loaded with fresh supplies, his 3-year-old daughter Michelle also joins in before Alexander finishes his shift. "It is never boring for her here," he laughs.

Switching off the daily routine and relaxingFor permanent residents of the islands, the ferries are free. They are issued a season ticket every year and have unrestricted use of the ferry services operated by Strömma and Waxholmsbolaget. Vera Wersen's parents are a

case in point. They recently took up permanent residence on the island of Skärmaräng. When Vera and her friend André Sandström visit them, as they often do at weekends, they use the time to relax. "I often go fishing. I find it is the best way to wind down from a stressful week," André Sandström explains. This weekend he caught a couple of fish. But he is not always so lucky. "Traveling to the island by ferry is the fastest and most comfortable way," believes Vera Wersen. "When the weather is good, we can sunbathe on the deck and sip a cool beer – a great way to start the weekend!"

What about winter?In the winter months from mid-December to the beginning of April, it can get very cold in Stockholm. Temperatures of minus 10 °C for weeks on end are nothing unusual. As the Stockholm Archipelago is frozen over in places with ice several decimeters thick, the only ships in service are the few ice-breaker ferries operated by Waxholmsbolaget. Permanent island-dwellers then have to switch over to bus services, private boats or helicopters. The ferry operators use this time of year to carry out major repairs or maintenance work on the ferries. "Or the ferry companies decide to repower their ships with new engines. And that is where we come into play – preferably together with MTU," sums up Anders Olofsson of Swed Motor with a smile.

Words: Nina Felicitas KunziPictures: Nina Felicitas Kunzi , ©Blick-Reflex.de/©by-studio/Fotolia.com

To find out more, contact: Uwe [email protected]. +49 7541 90-4981

The ferry Cinderella I recently celebrated her 25th birthday and along with her, the two MTU Series 396 engines that have been in service as long as the ferry.

On the weekends Vera Wersen and André Sandström visit Vera’s parents on the small island of Skärmaräng. They use the time onboard to read or to enjoy a cool beer.

Captain Hans Åden loves his profession. Every day, he drives through the amazing landscape of Stockholm’s Archipelago.

The passenger Mats Karlströmer owns a summerhouse on the island of Österåker. In the summertime, he commutes there once a week.

«The engines are very powerful and reliable units in day-to-day operation.»

Hans Åden, Captain on the Waxholmsbolaget ferries



Spray-on plaster

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If, for example, a used crankcase with surface damage is sent in for reconditioning by a client, in the past, it would have been repaired with epoxy resin adhesive among other things. However, that tended to become detached again after a short time. "The low-pressure cold spraying process has the potential to replace the bonding techniques used here," explains Uwe Czerney, design engineer at MTU Reman Technologies in Magdeburg. "It can fill surface damage up to 10 mm deep within a few minutes. And the best thing is, the crankcase itself is hardly heated at all, does not have to dry out and can be further processed immediately afterward. As well as that, the repair lasts significantly longer."

Quickly doneThe damaged area is first cleaned and roughened using a fine-grain blasting abrasive. Then the selected powder, consisting of various ductile metals and an oxide ceramic, is sprayed into the surface damage. "The slightly preheated powder impacts the surface at supersonic speed and is compressed into a solid layer by the impact energy," adds Czerney's colleague Ralf Brandt. So that a flawless surface is obtained again after machining, a slight surplus of powder is sprayed on. Afterward, the surface is machined again just in that area to restore the original shape. The crankcase is gleaming new again.

"Especially with the reconditioning of used engines and components, so-called our reman processes, it means we can offer customers quick and high-quality reconditioning of parts," relates Brandt. "And since all the equipment fits inside a case, it is very portable. So we could carry out repairs on very large components without having to move them several times." The clients react very positively to the contents of the small case too. In the last six months alone, for example, 34 crankcases have been repaired using the process in Magdeburg.

Tested under tough conditionsA field trials engine has been in use for more than 6,000 hours on the high-speed trains running on the East Coast Main Line (ECML) in the UK. "We deliberately prepared the crankcase of this engine with surface damage repairs in order to test out the process," Uwe Czerney explains. "To date, all of the repaired areas have lasted." So with just a little powder, a substantial quality improvement compared with established repair methods has been achieved. Another advantage is that the same area could be re-treated using the same method virtually any number of times. "That would only be possible to a limited degree with other reinstatement processes," said Czerney. Apart from that, the speed with which the component is ready for use again is unbeatable. There is only one limitation, however – the low-pressure cold spray process can only be applied to very limited areas.

Words: Yvonne WirthPictures: Robert Hack, Robert Fuchs

To find out more, contact: Uwe [email protected] Tel. +49 391 1504 6578

Low-pressure cold spraying

Nearly 40 years old

The principle of low-pressure cold spraying was discovered by chance in Russia in the 1980s and patented. The patent was sold and so became accessible to the European and American markets. In 2011, MTU Reman Technologies in Magdeburg acquired its first kit. The first tests followed in the same year. The technique is now an established part of the reman process.

It's a kind of magic – low-pressure cold spraying is a new process used by MTU in the remanufacturing of engine components. Two powders, one spray gun, power and compressed-air connections, and an extraction system are all you need to get started. And in a few minutes, damaged components are restored to their original conditions.

Refilling the two powder containers. The white powder (front) is the blasting abrasive, and the grey powder (back) consists of various ductile metals and an oxide ceramic.

... to compact the powder into a solid layer and to repair the damage.

Quick and easy – the low-pressure cold spraying process is perfectly suited to engine reconditioning applications.

The supersonic speed at which the powder impacts the damaged surface is sufficient on its own ...




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Gensets for emergency water supply

For emergencies in an emergency

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In 1906, San Francisco was struck by a major earthquake. Buildings collapsed, and fire spread across the city. With the water mains out of service, the city was unable to extinguish the flames, which burned out of control for several days. Nearly 80 percent of the city was destroyed.

In the ensuing years, San Francisco's infrastructure was completely rebuilt. The Auxiliary Water Supply System (AWSS) was constructed to pump water directly from San Francisco Bay specifically for fire protection. Completed in 1913, the network is made up of a



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Firefighters at work. If the fresh water system fails, MTU gensets make sure enough water can always be pumped out of San Francisco Bay.


collection of water reservoirs, cisterns, suction connections, fireboats and two pump stations, one of which is in the basement of San Francisco Fire Department's headquarters.

The fire department building's historical features include marble flooring, original windows and doors, as well as mechanical equipment, such as process gauges and valves that date back to the building's original construction in the early 1900s. The headquarters also houses the city's Firefighters Memorial Wall that pays tribute to those who gave their lives to save the lives of others in fires, natural disasters and medical emergencies.

In 1972, the pump station's original steam engines were replaced by four Detroit Diesel 2-Cycle Series 71 engines. During the past four decades, the legendary reliability of the Series 71 has come to the rescue on many occasions, including four major earthquakes that have rocked the city. Thanks to the powerful diesel engines, the AWSS emergency pump stations have a rated pumping capacity of 2,700 gpm.

The legend continuesWhen it was time to repower, the San Francisco Fire Department decided on engines that would continue that legacy of dependability. This fall, four MTU Series 2000 engines will be installed at the pump station. MTU developed this newer, more powerful engine, in part, as a modern successor to those legendary 71s and acquired the entire Detroit Diesel 2-Cycle product line in 2006.

California-based MTU distributor, Valley Power Systems Inc., will provide local support following the installation of the MTU 12V 2000 C12 engines, which are being built at MTU's Aiken, South Carolina, (USA) production facility. With more than 60 years of expertise, Valley will provide the AWSS with turnkey power engineering services, regulatory compliance assistance, and training and technical support, in addition to complete systems integration.

"We have worked closely with all parties involved, including the city of San Francisco and the San Francisco Fire Department, to ensure great care is taken during the course of this project to protect the building's many historical features," said Tom Eastman, service manager, Valley Power Systems North Inc. "In addition to meeting several local, state and federal requirements for air quality, noise compliance and seismic safety, the engines also have the ability to be controlled and monitored remotely."

An important mission"It gives us great pride to provide the power that will help the firefighters who rely on this critical emergency water supply system as they protect the lives of area residents," said Scott Woodruff, director of industrial engine sales, MTU America Inc. "Like the AWSS, MTU has a legacy of reliability. We are honored to have the opportunity to continue that legacy as an important part of the San Francisco public safety infrastructure."

Words: Nicole BurdissPictures: ©iStock.com/shaunl/halbergman, Radoslaw Lecyk/Shutterstock.com, David Wall Photo/Getty Images

To find out more, contact: Paul Sparenberg, [email protected], Tel. +1 24 8560 8184

1 Water works: a house is doused with water pumped out of San Francisco Bay during a firefighting operation.

2 The whole street is clouded in black smoke. But the firefighters must never lose sight of their task.

3 All sources of fire extinguished? A firefighter double-checks the burnt-out apartment.

4 Four MTU 12V 2000 C12 engines will look after the supply of fire-extinguishing water in future emergencies.

A San Francisco Fire Department fire truck.

Energy

Always on call

San Francisco's Auxiliary Water Supply System is designed solely for fire protection. It is capable of covering a city block with water to a depth of 25 ft in one day. If the system's fresh water system fails or is depleted, two emergency pumping stations can supplement the water supply with saltwater from San Francisco Bay.

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«The engines meet the emissions requirements, the federal requirements for seismic safety and also have the ability to be controlled and monitored remotely.» Tom Eastman, Valley

Power Systems North Inc

The long, yellow fire hoses are laid out by a firefighter.

Next-generation sponsorship

The racing students

Once a year, the Hockenheim circuit is devoted to single-seater racers of the build-it-yourself kind. In the Formula Student Germany design competition, university teams from all over the world compete against each other with cars they have designed and built themselves. Among them is Bernd Fuchsschwanz, a student from MTU who’s studying mechanical engineering at the Baden-Württemberg Cooperative State University in Ravensburg, specializing in production systems.

The weather is hot and sunny. In the pit lane, teams are furiously fixing, tinkering and discussing while the first of the cars demonstrate its handling on the skid pad, the figure-of-eight track. At the end of July and the beginning of August, 111 university teams from all over the world battle it out on the Hockenheimring, aiming to convince the judges of the qualities of their internal-

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MTU supports seven teams, is the main sponsor of Formula Student Germany and donates the special prize for the most innovative drivetrain.


1 Interdisciplinary cooperation and teamwork are important in this project. Pictured here are Bernd Fuchsschwanz and his teammate Jeff Sprenger.

2 Teams furiously tinker and fine-tune between the individual competitions. Seen here are Bernd Fuchsschwanz and fellow student Meike Beck.

1, 2 Foreman Albert Feiner and Florian Beck make special components for the racing cars in the specialized production unit at MTU.

3 Phillip Arscott of the Global Formula Racing Team installs the drivetrain, which includes components made by MTU.

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A slideshow about Formula Student. Don't have a QR code reader? Got to http://goo.gl/Jz0xzA

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combustion-engined or electric-powered racing steeds. But speed alone is not enough in this competition. The single-seater racers with top speeds of up to 160 kph also have to score highly in terms of handling, fuel consumption, design cost and marketing. MTU is the main sponsor of the international event and supports several teams.

From Formula Student to careerBernd Fuchsschwanz and his colleagues from the Global Formula Racing Team have been developing, designing and building their entry for this competition for almost a year. As part of a cooperative project spanning two continents between students of the Baden-Württemberg Cooperative State University and the Oregon State University, the team has built two racing cars – one with an internal-combustion engine and one with an electric motor. "For us in Europe, Formula Student Germany marks the start of the racing season. This is when we find out if we have done our jobs well or overlooked important details," relates Bernd Fuchsschwanz, a member of the team who won in the Formula Student Combustion category three years in a row in the section for internal-combustion engine cars. The 22-year-old mechanical engineering student is responsible for supply chain management within the Global Formula Racing Team. That means he makes sure that the necessary components are produced and available in the right place at the right time. "Our team is like a small business. Everyone has their own job that they are personally responsible for managing. For me, the time with the team was invaluable because I learned about so many aspects, discovered my strengths, and where I would like to go in my career," outlines Fuchsschwanz, who is shortly set to graduate with a bachelor's degree and start work at MTU as a production planner.

Next generation of technicians for MTUFuchsschwanz is one of the 88 young people in dual-study placements at MTU in the development, design, analysis, manufacturing and production departments. "We invest a lot in the education of young people who have an interest in technology. Because only by employing the best engineers and technical specialists will we be able to continue offering our customers top-quality products. By taking part in projects such as Formula Student, the young people gain experience that is valuable not only to themselves but also to us as a business," explains Martin Stocker, who is responsible for vocational training and the dual-study courses. As well as the dual-study interns, MTU is currently training another 275 young men and women in technical careers at 14 different locations. To encourage more young people to follow a career in technology, MTU is involved in other projects apart from Formula Student, such as Young Researchers and the Girls' Day.

Words: Alina WelsenPictures: Robert Hack, Tim Botzkowski, ©ama54/Fotolia.com

To find out more, contact: Alina [email protected]. +49 7541 90-6030

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Life-extending filters

Filtering is a balancing act. Like customs agents who safeguard a nation's borders at every checkpoint, filters protect critical engine areas from unwanted particles - harmful contaminants that can cause premature wear and shorten an engine's life. Filter media must be robust – especially under severe duty – and able to reliably remove micron-sized particles without plugging or restricting flow.

For example, consider a Series 4000 mining engine with less than adequate filtration. As the mine's dusty air is drawn into the engine, sand-sized particles infiltrate the turbocharger, prompting a drop in compression and a reduction in engine power. Meanwhile, particles in the fuel are forced through

Keep it clean

and test every ValueSpares filter. Because when it comes to protecting your engine, we think you'll agree, only the best is good enough.

Words: Jason SchraderPictures: Robert Hack, ©iStock.com/hsvrs To find out more, contact: Christian [email protected]. +49 7541 90-5625

As the essential ingredients for diesel engine combustion, fuel and oxygen must be kept impeccably clean to ensure maximum power and torque. And there's only one way to reach that standard in the harsh conditions and remote locations where MTU engines work: outstanding filters.

the high-pressure fuel pump and fuel injectors, bringing contaminants directly into the combustion chamber. Operating under these conditions for even a few hours can cause premature wear to vital injection system components, resulting in higher fuel consumption or worse – engine failure, extensive damage and costly repairs. Over-filtering, on the other hand, can be equally problematic - compromising engine power and performance, and increasing the likelihood of an engine failure, by restricting the supply of oxygen and fuel.

Getting the filtration level right is only half the battle. The other half is ensuring reliable filtration over the long term, which means replacing filters before they wear out. As operating

hours add up, so do the filtered particles that build up within the filter media. Exceed the recommended service interval and you’re asking for trouble. Air and fuel filters can start to clog and restrict the supply of oxygen and fuel.

Whether it's for air, pre-fuel, fuel, engine oil or coolant, the life cycle of a filter is a function of its design, construction and durability. And not all filters are created equal. Providing reliable filtration throughout a predictable service interval requires impeccable design, robust materials and laborious testing – and is exactly what sets ValueSpares genuine filters apart as the only filters tested and approved by MTU for use in MTU engines.

"ValueSpares genuine filters are the result of years of intensive research and development, making them the best possible match for MTU engines and systems," says Adam Wood, director of service business at MTU America. "When you think of the tremendous importance these filters play in engine operation, they are one of the best investments you can make – both economically and for peace of mind."

Pure performanceReliable filtration is especially important when it comes to the lube-oil system. Oil keeps the engine's moving parts lubricated to minimize friction, which exposes it to constant temperature extremes, high-pressure differentials and solid contaminants – elemental wear metals and other debris. Without adequate filtration, these particles can build up and alter the consistency and viscosity of the oil, causing premature wear and compromising the performance of the engine. The consequences of over-filtering are equally treacherous; if the oil flow is restricted and an inferior filter without an appropriately designed bypass valve is used, the engine cannot be properly lubricated, setting the stage for major damage.

ValueSpares spin-on oil filters are built to provide reliable filtration throughout the entire oil change interval. This is due in part to their folded geometric design. Folding the filter paper increases the total surface area devoted to filtration, which boosts their capacity for absorbing and retaining particles. It also minimizes pressure loss and provides added strength. To help extend their longevity, the paper elements are treated to increase their temperature resistance and protect them from water absorption, which helps prevent early deterioration.

One of the filters' most important jobs is handling the unexpected in the field. This, again, is where ValueSpares filters thrive. To maximize safety throughout the service life, a non-corrosive protective housing provides outstanding stability. Chemically resistant elastomer seals protect against leaks that can harm the environment or cause an engine fire. Support tubes provide added strength, maximizing efficiency under differential pressures. To keep oil flowing during cold starts or in the event of a clog, a bypass valve is seamlessly integrated to ensure adequate oil supply during bypass mode.

Never compromiseIt's a treacherous job being an MTU engine. Planet Earth shows no mercy. Luckily, neither do the engineers who design

In a mine, engines are exposed to very harsh ambient conditions. Filters protect critical parts of the engine from undesirable particles.

Folding the paper filter element increases the overall surface area for filtration.

An engine uses various types of filters, such as air filters, fuel pre-filters, fuel filters, engine oil filters and coolant filters.




An engine consists of several hundred components, such as pistons, connecting rods and cylinder heads. Gearwheels are therefore not necessarily the components that first spring to mind. But an engine cannot function without this steel structure with dozens of teeth. Gearwheels that are manufactured by MTU weigh between 50 g and 97 kg. Approximately 25 employees manufacture 30,000 MTU gearwheels every year.

In an engine, gearwheels connect the camshaft and crankshaft to control the valves and transmit the torque for various units, such as fuel and oil pumps, or the alternator. The teeth on a gear mechanism rotate together with the shafts to which they are connected, or rotate on axes. "In other words, the gearwheel is the heart of the engine. It is indispensable as a drive and control element," says Markus Bucher, Head of the Camshaft and Gearing Competence Center at MTU Friedrichshafen, when explaining the role of the gearwheel in the engine. The teeth interlock, and as a result, the rotational movement from one gearwheel is transmitted to another. "The ensemble works like the movement in a clock," explains Bucher. The company's own gearwheel production department manufactures more than 700 different gearwheels – they are also delivered to production locations in Aiken (USA) and Suzhou (China). But how do the teeth reach the wheel evenly?

Blanks arrive "toothless"Gearwheels required in low quantities are manufactured on single machines, whereas gearwheels required in high quantities (such as for engines in the 2000 and 4000 series) are manufactured in series. The blanks are roughly machined on a lathe to begin with, and then the soft machining starts along a 12-meter-long conveyor belt. From this moment on, everything is automated: The gearwheels are only on the belt for a few seconds until the teeth milling machine automatically grips each gearwheel one after the other using, a ring-shaped loader, and mills the teeth into the steel that is still soft. This involves the wheel in the gear hobbing machine rotating so quickly that it cannot be seen by the human eye. During milling, oil is sprayed into the machine, and material is removed from the blank. The hob looks like a snail: Using the hob, it is possible to manufacture teeth numbers, profile offsets and any necessary helix angles by varying the machine settings. The number and dimensions of the milled holes depend on the series. A medium-sized gearwheel has 89 teeth

Manufacturing gearwheels

→How do we make ... teeth?

Still "toothless": Blanks waiting to be processed.

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An MTU employee loads the hard machining line in the gearwheel production department. The machine grinds the gearwheel holes.

Cooling and lubricating oil is used in the deburring cell on the soft machining line. A rotary cutter travels along each edge and deburrs it.

that are 1 cm deep. According to Bucher, "these are more like holes than teeth." Within three minutes, a blank is transformed into a wheel with holes." A rotary cutter then removes any sharp burrs that remain after having milled the teeth," explains Bucher. The soft machining of the gearwheels is then completed in a continuous washing machine: Here, the gearwheels disappear under a hood, and the cooling and lubricating oil is removed. The gearwheels are grasped by a robot hand, arranged in weight and size order, then stacked in a container and passed on to the heat treatment section.

Within a short period of time, a blank is transformed into a wheel with teeth that a layperson may even believe to be finished. However, in this state, the teeth would only last a few hours when in operation as they are subject to enormous strain in the engine. The gearwheels are not made really robust until they are exposed to temperatures over 900 degrees, purposefully enhancing the edges using carbon and quenching the steel in an oil bath. The soft material – which may be altered as a result – is hardened.

Following heat treatment, the precision work is completed on the hard machining line. "The requirements for the gearwheel only allow tolerances of up to a few thousandths of a millimeter. Everything must fit together," says the shift supervisor, Andreas Drach. The gearwheels are then once more placed on a conveyor belt that is approximately 12 meters long. In turn, the gearwheels are processed on a hard turning machine, a gear grinder and a continuous washing machine. After being checked for cracks and finished off with a bearing bushing if necessary, the wheels are ready for packaging. They are then stored in the "supermarket" that directly supplies the consumer.

Words: Caren-Malina ButscherPictures: Robert Hack, Stefan Söll

To find out more, contact: Tobias [email protected] Tel. +49 7541 90-3114

A film about the production of gears: Don't have a QR code reader? Go to http://goo.gl/3J9zZA

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of Things our editors have been impressed by

Afterthoughts

MTU Report The magazine of the MTU and MTU Onsite Energy brands PUBLISHED BY Rolls-Royce Power Systems AG; Publishers representative: Wolfgang Boller EDITOR IN CHIEF Yvonne Wirth, e-mail: [email protected], Tel. +49 7541 90-6535 EDITORS Bryan Mangum, e-mail: [email protected], Caren-Malina Butscher, e-mail: [email protected], Nina Felicitas Kunzi, e-mail: [email protected], Jason Schrader, e-mail: [email protected], Melanie Staudacher, e-mail: [email protected], Alina Welsen, e-mail: [email protected] OTHER AUTHORS Nicole Burdiss, Radek Czajkowski, Silke Rockenstein EDITORS' ADDRESS Rolls-Royce Power Systems AG, Maybachplatz 1, 88045 Friedrichshafen PICTURE CREDITS Cavern Technologies, Fonds Belval, Jozi Power, MTU, Rolls-Royce Power Systems, Scout SV, Statoil, Sven Jachens, van der Kloet, ©guteksk7/©Can Yesil/ ©milamon0/ ©ProMotion/Fotolia.com Design and Production Designmanufaktur|Ries, 88214 Ravensburg LITHOGRAPHY Wagner Medien UG, 88690 Uhldin gen-Mühlhofen PRINTED BY Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, Reproduction only under indication of the source. Please forward a copy. WEBSITE ADDRESS www.mtu-report.com, www.mtu-online.com

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Talking of ...... living in the country

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You can find out more about country life on pages 14 to 35.

A trip into the hinterland Even after more than six years in Bolivia, I am still constantly surprised by how friendly and helpful the people are in rural areas. There is hardly ever an interview when you are not offered a chicha, the homemade maize drink, a tea or biscuits. At the same time, a drive of just 184 kilometers on tarmac and 120 kilometers on an unsurfaced track that is almost impassable for cars in many places separates the small and abandoned-looking villages from the economic powerhouse of Santa Cruz de la Sierra. The differences between the two worlds are so great that you can hardly believe they are only eight hours and not eight days apart.

The article for MTU Report was thus an interesting challenge but also a welcome change from daily (and equally quite eventful) life in the Bolivian uplands. I was able to visit a remote power generation plant for the first time. For such an opportunity, one is willing to accept having to conduct the next interview looking like a bow-legged cowboy after four hours riding pillion on a small motorbike over unsurfaced roads.

Radek Czajkowski savors the homemade maize drink, chicha.

Our editor, Nina Felicitas Kunzi, spent an enjoyable day on the Stockholm Archipelago.

Yvonne Wirth clearly had a great time driving the Holmer beet harvester.

Far away but still right in the middle I find the countryside around Stockholm awe-inspiring. A modern metropolis, the Nordic Sea and a quiet rural life are so closely interlinked that the locals can choose which lifestyle they want to lead. For those who want to live far away yet still be right in the middle of it all, they can reach Stockholm's city center relatively quickly by land or water. As part of my research, I learned that the employees of the MTU distributor Swed Motor can be on site quickly if their customers need their assistance. And I was able to learn firsthand how they do this with such passion. The Swed Motor employees have known their customers for a long time and have built up a friendly working relationship with them over the years. As we moved from ferry to ferry during my research, the captains and ferry operators always welcomed us with a warm handshake, and we exchanged pleasantries before starting our work. When combined with good customer service, I think this results in profitable cooperation. Always with reliabilitiy and friendliness, whether you are far away or right in the middle. Read more on page 36.

Beet that Having grown up in the country, I have driven quite a few vehicles in my time. Forklift trucks, tractors or cars – I have a soft spot for any kind of motor vehicle. So I was greatly looking forward to getting to see a beet harvester at close quarters. When Eduard Richer then offered me the opportunity to actually drive the red monster of a machine from Holmer, I wasn't going to say no. But somehow it was completely different from anything else I had ever driven before. The articulated steering was not so easy to use and presented me with quite a challenge. At first, the rear end of the beet harvester did not want to do what I wanted it to. When I steered in a particular direction, it took a little while for the back end to follow suit. But Eduard reassured me. "The first time is the same for every new driver. That's why we have special driving courses." That put my mind at rest, and the test-drive was successfully completed. As well as the gigantic machine, the friendly and homely atmosphere at Holmer impressed me too. It really is like a great big family.


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نماینده رسمی MTU در ایران - MTUreport · 2021. 5. 14. · diesel engines and one equipped with an 18V 2000 engine will deliver electric power of 4,750 kW in total