ME Engine Training Course - MAN B&W Diesel PDF

ME ENGINE
TRAINING COURSE
MAN B&W Diesel

1. General description
of ME engine
MAN B&W Diesel, Company Presentation ME - Engines
MAN B&W Diesel MAN B&W Diesel
by
Preben Noeies
MAN B&W Diesel

MAN B&W Diesel
06.01 4140/PWN <1> MAN B&W Diesel 06.01 4140/PWN <2>
The Founding of the Company History

In 1843 Hans Heinrich Baumgarten establishes

a mechanical workshop in Copenhagen
In 1846 a partnership is established

with Carl Christian Burmeister and
they establish a company named
Baumgarten & Burmeister
The activities include a mechanical
workshop and a foundry
In 1854 a shipyard is established
In 1861 Hans Heinrich Baumgarten
retires from the company
William Wain joins the company in 1865,

and the name of the company is changed to W. Wain C. C. Burmeister
Burmeister & Wain (B&W)
MAN B&W Diesel 06.01 4140/PWN <3> MAN B&W Diesel 06.01 4140/PWN <4>
Rudolf Diesel 1858 1913

The First Diesel Engine and the Patent Certificate
The First B&W Diesel Engine
The first B&W four-

stroke diesel engine
was delivered in 1904
Engine No. 1
Type: 140
Customer: N. Larsen,
Carriage Manufacturer,
Frederiksberg,
Denmark
1
The First Diesel Engine
Engine Development 1912 - 1952 for Ocean-going Ship Propulsion
1912: Single-acting crosshead four-stroke direct reversible

Type: 8150-X Power: 1,250 IHP M/S Selandia, delivered to the Danish East Asiatic Company in
(Introduced on M/S Selandia) 1912, is the worlds first ocean-going diesel motor ship.
1922: Supercharging by electrically driven blower
1924: Double-acting four-stroke Type: 6840D Power: 6,750 BHP Type: DM 8150-X (2 x 8 cylinder engines)
(Twin engine installation introduced on M/S Gripsholm) Power: 2,500 IHP total
1929: Double-acting two-stroke engine Type: 662-WF-140 Ships speed: 11 knots
Power: 7,000 IHP (Introduced on M/S Amerika)
1932: Single-acting two-stroke engine with exhaust valves
Type: 50-VF-90
1938: Tests with heavy fuel on M/S Transilvania
1952: The worlds first turbocharged two-stroke engine
Type: 674VTBF-160 Power: 7,500 BHP
(Introduced on M/S Dorthe Mrsk)
First Ocean Going Vessel The Worlds First Turbocharged

MAN B&W Diesel
with Fully Reversible Diesel Engines
MAN B&W Diesel
Two-stroke Diesel Engine
M/S Selandia
M/S Dorthe Mrsk, delivered
Main engines: 2 x 1250 IHK
B&W engines type DM8150X to the Danish company A. P.
Mller by Odense Steel
Shipyard in 1952, is the first
ship to be powered by a
turbocharged two-stroke
diesel engine
Engine type: 674VTBF-160

Power: 7,500 BHP @ 115 r/min
MAN B&W Diesel 06.01 4140/PWN <9> MAN B&W Diesel 06.01 4140/PWN < 10 >
Engine Development 1952 - 1980 The History of MAN B&W Diesel

1952: The worlds first turbocharged two-stroke engine In 1758 Eisenhtte St. Antony is established in Oberhausen
Type: 674VTBF-160 Power: 7,500 BHP
(Introduced on M/S Dorthe Mrsk) In 1840 Sander'sche Maschinen Fabrik is established in Augsburg
1967: Introduction of the K-EF range of engines, as well as the

In 1843 Baumgarten establishes a workshop in
large K98FF type (3,800 BHP/cyl. @ 103 RPM)
Copenhagen
1973: Delivery of the first K-GF engine
Gutehoffnungshtte Burmeister & Wain M.A.N.
1976: The first to introduce modern long stroke diesel engines Actienverein (GHH) (1865) Maschinenfabrik
Type: L-GF, with a stroke-bore ratio of 2.5:1 is established in B&W Motor A/S Augsburg-Nrnberg
1978: The first with constant pressure turbo charging of modern 1873 (1974) (1908)
uniflow scavenged diesel engines
In 1921 GHH In 1979/80 B&W Motor A/S is taken over
1979: The first to test a rotating air-spring on exhaust valves in acquired a majority by M.A.N., and M.A.N. B&W Diesel A/S is
service in M.A.N. established
1980: The first to introduce layout flexibility, as well as a specific
In 1986 M.A.N. was merged into GHH and renamed MAN AG
fuel oil consumption below 140 g/BHPh Type: L-GFCA
The divisions were hived off to form individual public limited companies
MAN B&W Diesel 06.01 4140/PWN < 11 > MAN B&W Diesel 06.01 4140/PWN < 12 >
2
Diesel Chronicle MAN B&W Diesel A/S
A Historical Overview Since 1843
1933 The first to introduce uniflow on a two-stroke engine

1952 The first to introduce turbocharging on two-stroke slow speed
diesel engines
1978 The first with constant pressure turbocharging of modern
uniflow engines
1981 The first to demonstrate engine efficiency of more than 50%
corresponding to specific fuel oil consumption figures below
125 g/BHPh
1994 The first to introduce an engine with power above 90,000 bhp
1996 The first to introduce a new generation of compact engines
1998 The first to introduce the Environmentally Friendly prop. system
2000 The first to put an electronically controlled engine into service
MAN B&W Diesel
The MAN Group - 2005 MAN B&W Diesel Group

61,259 employees
Turnover 14,9 billion
PBT 453 million
Industrial Services
Commercial Printing Machines Diesel Engines Turbo Machines Further Industrial Industrial Services Financial Services
Vehicles Holding* MAN Aktiengesellschaft Mnchen
MAN MAN Roland MAN MAN RENK MAN Ferrostaal AG MAN Financial 100%
Nutzfahrzeuge AG Druckmaschinen B&W Diesel AG Turbomaschinen AG Aktiengesellshaft Services GmbH
AG MAN
Technologie AG
MAN DWE GmbH 67% 100% 100%
Schwbische
Httenwerke GmbH S.E.M.T. Pielstick MAN B&W Diesel Ltd MAN B&W Diesel AG MAN B&W Diesel A/S
France England Germany Denmark
Turnover 7,4 billion Turnover 1,6 billion Turnover 1,4 billion Turnover 0,7 billion Turnover 3,2 billion
Locations of MAN B&W Diesel Worldwide Service Network

Great Britain Denmark

Paxman MAN B&W Diesel A/S
Ruston 2173 employees
Mirrlees Blackstone Frederikshavn Two-stroke engines
678 employees Research and development
Four-stroke engines Marine propulsion
Marine propulsion Copenhagen Power generation
Military marine Service
Holeby
Power generation Rostock Spare parts
Rail traction Stockport Licensor
Hamburg
Four-stroke engines
Colchester Complete propulsion package
France GenSets
Pielstick Power generation
709 employees Licensor
Four-stroke engines
Paris Germany
Marine propulsion Augsburg MAN B&W Diesel AG
Military marine
Saint-Nazaire 2474 employees
Power generation
Jouet Four-stroke engines
Rail traction
Service Research & development
Licensor Marine propulsion
Power generation
Service Service Centres 20
Licensor
AuthorisednRepair Shops 55
Licensees 15
Total 6 034
3
Two-Stroke Licensees Two-stroke Licensees
China Croatia Japan

HHM 1980 Uljanik 1954 Mitsui 1926
DMD 1980 Split 1984 Makita 1981
YMD 1989 Hitachi 1951
Kawasaki 1981
Korea Poland Russia

Hyundai 1976 Cegielski 1959 Bryansk 1959
Doosan 1983
STX 1984
Spain Vietnam
IZAR Manises 1941 Vinashin 2004
As at August 2004
MAN B&W Diesel A/S, Copenhagen

Main Office
Warehouse
Production of
Key Components
Factory
Administration
R&D Centre
MAN B&W Diesel A/S,

MAN B&W Diesel A/S, Copenhagen Research Centre
4
Research engine 4T50ME-
4T50ME-X MAN B&W Diesel A/S, Holeby
Engine type 4T50MX

Initial engine output 10,200 BHP
Engine speed 123 r/min
Cylinder diameter 500 mm
Piston stroke 2200 mm
Stroke to bore ratio 4.4 : 1
Firing pressure 180 bar
Mean effective pressure
Mean piston speed 9 m/s
MAN B&W Diesel A/S,

Frederikshavn (ALPHA) Designations
Cross Section
S90 MC-C
Designations Development of the ME-

ME-engine
1991 Start of Intelligent Engine Project

1993 4T50MX equipped with Electronic
Engine Control equipment
1997 4T50MX with 2nd generation control
equipment
1997/98 Design - Production - Installation of
mechanical/hydraulic components for
service test on M/T "Bow Cecil"
1997/98 Design and implementation of governor
functionality, and service test onboard
Shanghai Express
1998/2000 Design - Production - Test - Installation of
Engine Control System on
M/T Bow Cecil
2000 Start of service test on M/T Bow Cecil
2003 First production engine
MAN B&W Diesel 2005.05.01 (4140/PWN) < 29 > MAN B&W Diesel 2005.05.01 4140/PWN < 30 >
5
Reference List
Two-stroke Marine Engines
ME Programme
Vessels with ME engines lined up awaiting delivery.
Type On order/delivered In service
K98ME/ME-C 42 2
S90ME-C 2
K90ME-C 8
K80ME-C 17
L70ME-C 16
S70ME-C 72 7
S65ME-C 3 3
S60ME-C 40 1
S50ME-C 10 7
Stena Arctica ( 7S60ME-C)
Total 210 20
Captain Kostichev ( 7S60ME-C)
Pavel Chernysh ( 7S60ME-C) As at 2004.08.26
Cape Brindisi ( 6S70ME-C)

As at 2005.11.01 Total: 5,860,589 kW
MAN B&W Diesel < 31 > MAN B&W Diesel 2005.05.01 4140/PWN
Hydraulic Cylinder Unit Engine Room of M/T Bow Cecil

ME systems connected for service test
Fuel Booster pump
Engine Room at Bow Cecil 7S50ME-C in M/V Bow Firda

Inspection
onboard
Bow Cecil
after 4137
running
hours as
ME engine
6
The ME Engine
7S50ME-C in M/V Bow Firda Hydraulic Power Supply (HPS)
Generates the power

necessary for fuel oil
injection and exhaust
valve opening
Hydraulic Power Supply
MC ME
The ME Engine
Hydraulic Power Supply (HPS) HPS Hydraulic Power Supply
Before engine start, the hydraulic oil pressure used in the mechanical/hydraulic
mechanical/hydraulic system for
controlling the actuators is generated by electrical driven start
start-up
start-up pumps. After start, the engine
Main components: driven pumps will take over the supply.
Self-cleaning filter with 10-micron filter mesh
Accumulators
Redundancy filter with 25-micron filter mesh Self cleaning
filter 10 Safety and
accumulators block
Start-up
Start up pumps: pumps
x
Start-up
High pressure pumps with supply pressure of 175 bar pumps
Engine driven
Low pressure pumps for filling the exhaust valve push rod axial piston
pumps
with supply pressure of 4 bar
Engine driven axial piston pumps supplying high pressure oil to

The hydraulic power
the Hydraulic Cylinder Unit with oil pressure up to 250 bar supply uses the
engine system oil
Redundancy filter 25
The ME Engine Hydraulic Oil Loop HPS 7S60ME-C

Fuel oil pressure

booster
Exhaust valve actuator Redundancy Filter 25
Fuel 10 bar Hydraulic Self Cleaning Filter 10
cylinder unit
ELFI ELVA
200 bar
Alpha lubricator
Cyl. 1 CCU Cyl. 2 CCU Cyl. 3 CCU Cyl. 4 CCU Cyl. 5 CCU Cyl. 6 CCU
Safety and
Accumulator
block
Fine aut. filter
Main lube
pump
Servo oil
Piston cooling
+ bearings Engine Driven Axial Piston Pumps
Servo oil
return to sump
Chain Wheel and Step-up Gear
From sump Shielding with Drain
Safety and Accumulators Block
Engine driven EL. driven
hydraulic pumps hydraulic pumps
and Alarm Functions
Electrically Driven Start-up Pumps
7
ME Engine, Pump Drive
and Moment Compensator
Large Bore ME - Aft end mounted HPS.

5-8K/L/S60-90MC-C & 7K98ME(-C) 60-98ME-C HPS
Engines with moment Engines without

compensator moment compensator Filter station
Identical
HPS units
Hydraulic pumps
Identical
chain
tightening Step-up gear
arrangement
Chain tightener
wheel
Hydraulic Power Supply

6S70ME-
6S70ME-C Step-up gear
25
Redundancy Filter 25
10
Self Cleaning Filter 10
Gear wheels:
Case hardened
Simple spur wheels
DIN standard
Engine Driven Axial Piston

Shielding with Drain Pumps
and Alarm Functions Chain Wheel and Step-

Step-up Gear
(2510/JRL)
8
Engine driven high pressure pumps Filter unit
Self cleaning filter Redundancy filter

with 10-micron filter with 25-micron
mesh filter mesh
Supplied by Bosch Rexroth
Supplied by Boll&Kirscher
Safety block Start-up pumps

Safety and control

valves
Three types:
Line break valves 2 x 15 kW for 50-60ME-C

2 x 25 kW for 70-80ME-C
2 x 38 kW for 90-98ME-C
Basically the same

block on all 60-
98ME/ME-C
7S50ME-C
7L70ME-C electrical HPS Hydraulic Power Supply
Accumulator
Safety and
accumulator block
3 engine driven axial

Gearbox and chain drive is piston pumps with
flow controlled by
replaced by:
ECS
3 electrically driven pumps Generates hydraulic
230 kW each oil pressure up to
250 bar
Redundancy: Can
operate on two
pumps
Gear Box
9
El-driven Pumps (Viken 1436) Engine Driven Pumps (Viken 1436)
Pump
Suction line
Engine Driven Pump (Viken 1436) Hydraulic Cylinder Units (HCU)

HCUs mounted on common base plate
Feed back,
swash plate
Feed back,
pilot valve
Pilot valve for

swash plate
control
Double walled high

pressure pipe High pressure oil inlet
from the HPS
ME-C Engines
Double Wall Pipe S70ME-C Double Wall Pipe
1. Flange
2. Outer Pipe
3. Inner Pipe
4. Sealing ring
5. Sealing ring
6. Sealing ring
7. Sealing ring
8. Screw
10
ME-C Engines
Double Wall Pipe Hydraulic Cylinder Unit
Final Design of Double Wall Pipe Between HCU Blocks with

Additional Sliding Rings Item 7 and Dirt Sealing Ring Item 8
9
6 7 7 Fuel oil
6 Pressure Booster
1 10
Hydraulic Exhaust
8 Valve Actuator
ELFI
Proportional Valve
4
ELVA
On/Off Valve
5
Distribution Block
Oil Channel in the Distributor Block Hydraulic Cylinder Unit (HCU)

The oil channels

connect the NC-valve,
the Fuel Oil Pressure
Booster, the Exhaust
Valve Actuator and
the Accumulator
No risk of oil
leakage as pipe
connection is
avoided
Manually operated
valve for isolation of
oil to the actuators in
case of need for The HCU is found on the upper gallery
overhauling
One unit in front of each cylinder
running engine
X-ray picture of the Distributor Block
ME Control Valves Hydraulic Cylinder Units

12K98ME-
12K98ME-C
Fuel Oil
MAN B&W ELVA ELFI Exhaust Valve Actuator
FIVA Pressure Booster
FIVA valve Integrated Alpha Lubricator

11
MAN B&W Diesel
K98ME(-C) Hydraulic Cylinder Unit MAN B&W Diesel
K98ME(-C) HCU Distributor Block
ME(-C) HCU Distributor Block

The ME Engine Hydraulic Oil Loop Fuel oil pressure Exhaust valve actuator
booster
Hydraulic
Fuel 10 bar
cylinder unit
FIVA
200 bar
Alpha lubricator
Fine aut. filter

Safety and
accumulator
Main lube
block
pump
Piston cooling Servo oil
+ bearings
Servo oil
return to sump
From sump
Engine-driven EL. driven
MAN B&W Diesel 06.01 4140/PWN < 69 > MAN B&W Diesel 06.01 4140/PWN
S60ME-C Hydraulic Cylinder Unit (HCU)

Fuel Oil Pressure Booster
Exhaust Valve Actuator
FIVA Proportional Valve
Distribution Block
Alpha Lubricator
12
The ME Engine
Alpha Cylinder Lubricator ME Fuel Oil Pressure Booster
Save 0.3 g/bhp cylinder oil MC-C

Inductive proximity switch
for feed-back signal Signal for lubrication ME-C
for control of from controller
piston movement
Actuator piston Suction valve
Fuel plunger
Outlets
for cylinder liner Injection plungers Fuel oil inlet
lube oil injectors
Feed back pressure 8 bar
position sensor
Hydraulic piston
Spacer
for basic
Drain oil
setting of
outlet 200 bar servo
pump Cylinder
stroke lube oil inlet oil supply
Stroke adjusting screw
Saves cylinder lube oil
ME Fuel Injection System Slide-type Fuel Valve

Slide fuel
Suction valve valve Now used
High pressure pipe as standard
Fuel oil inlet

Hydraulic 8 bar
piston Possibility for
retrofit
ELFI Membrane
Proportional accumulator
valve
Conventional fuel valve Slide-type fuel valve

To Sac volume 1690 mm3 Sac volume 0 mm3
drain
High pressure hydraulic oil inlet
M E Exhaust Valve System ME Exhaust Valve

Self-adjusting damper piston

Hydraulic
push rod
Hydraulic nut/measuring cone
Contact less sensor with

Exhaust valve integrated electronics
Exhaust valve Outlet lube oil
Actuator
Inlet lube oil
Damper
Membrane
accumulator
ELVA on-off valve
Air inlet
To drain High pressure hydraulic oil inlet
13
The ME Engine
Exhaust Valve Timing ME Starting Air System
MC-
MC-C design ME-
ME-C design
Pilot air inlet
80 Blow-
Blow-off
70
60
Early closing
50
Late closing NC-
NC-valves
mm
40 Early opening Starting air Connection

distributor for
Late opening
30 ECS
Reference
20
10 Starting valves Starting valves
0
90 110 130 150 170 190 210 230 250 270 290
Dg. C. A.
The NC valve is mounted on the main

starting pipe behind the cylinder cover
MAN B&W Diesel 06.01 4140/PWN < 79 > MAN B&W Diesel 06.01 4140/PWN
Main Operating Panel in ECR - HMI

Interview with the daily operators

- finger touch to trackball -
Inspection onboard
Bow Cecil after 4137
running hours as
ME engine Main Operating Panel - HMI
MAN B&W Diesel 06.01 4140/PWN < 81 > MAN B&W Diesel 2005.05.01 (4140/PWN) < 82 >
ME Tacho System Service Experience

2 redundant set of sensors

A shaft encoder solution has been prepared as an alternative
to the standard mounted tacho ring
Each set measure engine speed
and crankshaft position for
synchronisation of the control
events
Each set consist of four sensors.
Two quadrature sensors measure on
a trigger ring with 360 tooth and two
marker sensors measures on one
tooth a semicircular ring
Trigger segment with a sine-curved tooth-

profile The total trigger ring is build by 8
equal segments
MAN B&W Diesel 2005.05.01 (4140/PWN) < 83 > MAN B&W Diesel 2005.05.01 (4140/PWN) < 84 >
14
Tacho System
Angle Encoder
MAN B&W Diesel 2005.05.01 (4140/PWN) < 85 > MAN B&W Diesel 06.01 4140/PWN < 86 >
Tacho System
Angle Encoder
Angle Encoder 12K98ME Main Operating Panel (MOP)

15
ME Engine Control System Multi Purpose Controller (MPC)
Bridge Bridge
Panel
Plug for ID key
BACK-UP FOR MOP

Multi-
Multi-Purpose Main
Control Room
Controller Operatingg PC
Panel Engine Control Room
Panel
DIP Switches
EICU A EICU B
Engine Interface Control Unit A and B

Local
Operation
Panel
Engine Control Unit A and B
Control Network
ECU A ECU B
Cylinders Control Unit 1 per cylinder

ACU CCU
Engine Room/On Engine Fuses in use are monitored by the alarm system
Auxiliaries Control Unit 1, 2 and 3
Engine Control System

MPC - configuration MPC
The MPCs are software wise configured to

4 different controller functions:
1) Engine Interface Control Unit EICU
2 complete redundant units
Handles the interface to external systems
2) Engine Control Unit ECU

Handles the engine specific control functions (the governor)
3) Cylinder Control Unit CCU

1 for each cylinder unit, redundancy by multiplicity
Handles the cylinder specific functions (fuel injection, exh. Valve, cylinder lubrication and
starting air valves)
4) Auxiliary Control Unit ACU

3 units, redundancy by multiplicity
Handles the auxiliary systems (hydraulic power supply, aux blowers)
S70ME-C Engine Control System

16
The ME Engine
M E SIMULATOR in Copenhagen
Local Operating Panel (LOP)
Local Operating Panel
Local Instrument Panel
The
The Local
Local Operation
Operation Panel
Panel is
is located
located on
on the
the Local Operation Panel
middle
middle gallery
gallery on
on the
the manoeuvring
manoeuvring side
side of
of
the
the engine.
engine.
Normal Transport Conditions

Tank top in a
New building
Floating Crane Collapsed

L60ME-C
Bedplate
17
Holding Down Bolts Installation Aspects

Side chocks, modified design
Previous design New design
Installation Aspects
End chocks
Cast iron
end chock liner
18
19
K98FF (1966) Versus K98MC (1999)
2800 kW per cylinder 5720 kW per cylinder
L60MC-C Landing Crankshaft in Bedplate

L60MC-C Crankshaft in Bedplate

20
Bearings
Crosshead Crankpin Main
AlSn40 White metal
Bearings Service Experience

S50MC-C Main bearing lower shell - 18,000 hours
No remarks excellent condition

Thickness measurement of shell did not reveal indication of significant wear rate
less than 0.01 mm
21
Earthing Device
Spark erosion in main bearings
Bronze: Propeller = +
Potential difference
< 50 mV
V
Main bearing
Current Earthing device
Steel: Hull
= Intermediate shaft
Propeller shaft
22
L60ME-C
A-Frame
Mounted on
Bedplate.
23
Crosshead bearings Crosshead bearings
Crosshead bearings Crosshead bearings

Crosshead bearings
24
25
Test equipment
for Relief Valves
ONLY
Hoerbiger type EVN
and
Mt Halla type HCSG-N
Approved by MAN B&W
Crankcase relief valve

In case of a crankcase
explosion, the pressure
wave will send a large
amount of oil mist to the
engine room.
The oil mist will be moved

around by the ventilation.
If oil mist meets a hot

spot it can be ignited.
Maintenance of the insulation

is important!
Relief valve to prevent flames

to the engine room.
26
Crankcase Explosion Deformed Flame Arrester
Cases of explosions where the cause is known
Year Cause of Explosion Cause of Failure
1995 Bearing in PTO gearbox

1996 Inlet pipe for piston cooling oil falling off Incorrect tightening
1997 Incorrect spring mounted in piston rod stuffing box Unauthorised spare part
1997 Piston rod interference with cylinder frame
1999 Weight on chain tightener falling off Incorrect tightening
1999 Fire outside the engine
2000 Main bearing
2000 Camshaft bearing
2000 Incorrect shaft in camshaft drive Unauthorised spare part
2001 Crankcase failure
2001 Piston crown failure
2001 Main bearing
2001 Crankpin bearing
2002 Inlet pipe for piston cooling oil falling off Incorrect tightening
Cylinder Liner and Frame Configuration

S-MC S-MC-C
Cylinder liner:
Low position of mating surface
cylinder cover/cylinder liner
Slim cylinder liner
Straightforward cooling jacket
Cylinder frame:
Smaller and lighter
Uncooled and straightforward design
27
Filter station
Step-up gear
Hydraulic pumps
2. Order Moment
Compensator shaft
Chain drive for
4 Duplex chain
Pump drive can be arranged on

fore or aft end of the engine
S70ME-
S70ME-C
Vibration Aspects
General terms
Internal forces
Piston
Crosshead
N
P S
S
28
Be sure that the counter

weights are hanging
downwards before
mounting the tools
for retightening of chains.
ME-C Engines
Hydraulic Cylinder Units (HCU) Doubble Wall Pipe
HCUs mounted on common base plate 1. Flange

2. Outer Pipe
3. Inner Pipe
4. Sealing ring
5. Sealing ring
Double walled high 6. Sealing ring

pressure pipe 7. Sealing ring
High pressure oil inlet 8. Screw
from the HPS
29
K98ME(-C) Baseplate ME Fuel Oil Pressure Booster
MC-C ME-C
Suction valve Fuel plunger
Fuel oil inlet

Feed back pressure 8 bar
position sensor
Hydraulic piston
01-10-2003 (2500/KNB)
MAN B&W Diesel < 175 > MAN B&W Diesel 06.01 4140/PWN < 176 >
Hydraulic Cylinder Unit Hydraulic Cylinder Unit

Hydraulic Cylinder Unit

30
Hydraulic Cylinder Unit Hydraulic Cylinder Unit (HCU)

Fuel oil
Pressure Booster Accumulators
pressurized with
Hydraulic Exhaust nitrogen of 105 bar
Valve Actuator
ELFI
Proportional Valve
ELVA
On/Off Valve
Distribution Block
Hydraulic Cylinder Unit (HCU) ME Fuel Injection System

Fuel injection Valve actuation

High pressure pipe Slide fuel
valve
Suction valve
ELFI Proportional Valve
ELVA On/Off Valve

Fuel Pump Fuel oil inlet
8 bar
Hydraulic
piston
Membrane
ELFI accumulator
Proportional
valve
To
drain High pressure hydraulic oil inlet
Accumulator Distribution Block
31
Service Experience 6S90MC-C

1150 running hours

Dosage 1.1 g/bhph
Mobilgard 570
Liner No. 4
12K90MC,
Maria A. Angelicoussis DW5127 Pascagoula 00.09.15
one years operation with Alpha ACC = S% * 0.25 g/bhph
The ME Engine
Alpha Cylinder Lubricator Cylinder Condition
Save 0.3 g/bhp cylinder oil Timing of cylinder oil injection

Inductive proximity switch
for feed-back signal Signal for lubrication Pressure
for control of from controller 25 bar Injection pressure
piston movement Alpha lubricator
Actuator piston
20
Outlets
for cylinder liner
lube oil injectors Injection plungers
15
10
Spacer
for basic Drain oil Oil quill pressure Injection pressure
setting of 5 mechanical lubricator
outlet 200 bar servo
pump Cylinder
lube oil inlet oil supply
stroke Stroke adjusting screw
Saves cylinder lube oil
0
0 10 20 30 40 50 60 70 80 90 ms Time
32
Combustion Chamber Design S-MC-C
Piston with high S-MC-C S-MC

top land
Piston ring further

away from Mating
combustion space surface
Top land
Lower mating
surface between
cylinder cover and
cylinder liner
First piston ring special

patented CPR ring
Combustion Chamber Layout

Combustion chamber engines Piston rings
High 1st piston ring to accommodate CPR

design
Optimal pressure drop over the upper piston
ring reduces the heat load on the second
piston ring significantly
All piston rings Alu-coat
Good performance of the piston

ring pack means high reliability of
the combustion chamber
components and the cylinder
condition
Controlled Pressure Relief (CPR) gaps
MAN B&W Diesel Service

MAN B&W Diesel Alu-Coated Piston Ring MAN B&W Diesel
Genuine spare parts

Genuine spare parts
A-A
Developed at our Alu-Coat
Research Centre
Piston ring with controlled pressure
Reduced running-in relief (CPR piston ring)
time by more than 50%
A A
Thus saving cylinder oil

Reduced differential pressure on
Thickness: about 0.3 mm piston ring No. 2
Reduced temperature on
piston ring No. 2
33
Cylinder Condition
Controlled pressure relief piston ring (CPR) Large bore MC-S engines
90 and 98 bore engines
A
1st ring: Type: CPR, RM14
High
2nd ring: Type: RM5, oblique cut
with Alu-Coat
Low
3rd ring: Type: RM5, oblique cut
with Alu-Coat
Low
4th ring: Type: RM5, oblique cut
with Alu-Coat
F F Low
F
F F
A
3 mm
Combustion Chamber Layout

Production
Piston high top land

Piston and piston rings
Cylinder cover
Oros Piston Piston high top land
Liner diameter: 700 mm

Liner wear: Install:
Measuring point 5 =
ALU Coated Piston Skirt Position in TDC
Piston Rings 0 0.70 mm Standard PC-ring
0,70 1,4 mm Oversize PC-ring
> 1,4 mm No PC- ring Cylinder liner
Piston cleaning ring
Bore polish from topland deposits. Bore polish from topland deposits.
Example of,
polished
liner
surface,
from heavy
deposits on
the piston
topland,
rubbing Example of heavy deposits
on the piston topland, being
against the
polished from rubbing
liner
against the liner running
surface. surface
34
35
Exh. Valve (Viken 1436)
Feed back sensor
Oil inlet to damper
Drain pipes
Slide-type Fuel Valve

Now used
as standard
Possibility for
retrofit

Sac volume 1690 mm3 Sac volume 0 mm3
Slide Fuel Valve Slide-type Fuel Valve

In order to optimise combustion and to achieve a cleaner engine,

we have developed a new generation of fuel valves, the so-called
slide fuel valve.
The main benefits of this design, compared with
the conventional design, are :
Reduced fouling of gas ways
Reduced fouling of piston top land and exhaust gas boiler
Further benefits :
Less smoke formation
Lower NOx emission levels
Lower fuel consumption
The difference between the slide fuel valve and the

conventional type is the reduced (actually non-existent) sac
volume.
SL 02-403
Sac volume 1690 mm3 Sac volume 0 mm3
36
Slide-type Fuel Valve
Fuel Valve, Spring Housing

Malfunction due to incorrect tightening
Fuel Valve
Tightening torque for engines up to 70MC = 60Nm

SL 94-316 For large bore above 70MC = 65Nm
Marks and Stamps on Fuel Valve Nozzle

6L80MC MC and MC-C Type
Marking must, as a minimum, consist of: Name, IMO id No. and nozzle size.
Damaged Piston Crown Name: Manufacturers name/ trade mark
Reason: Fuel valves in bad IMO id No.: A unique identification No. which links the component
with the design specification that was used at the time of
condition manufacture, eg. MAN B&W part No. or licensees drawing
No.
Nozzle size: Diameter of nozzle hole.
Example of marking:
The example shows how to mark a nozzle with hole
diameter 1.5 mm. with Part No. 1261573-1
37
ME Starting Air System Starting Air valve (Viken 1436)
MC-
MC-C design ME-
ME-C design
Pilot air inlet
Blow-
Blow-off
NC-
NC-valves Starting air valve
Starting air Connection
distributor for
ECS
Pilot valve for

Starting valves Starting valves starting air valve
The NC valve is mounted on the main starting

pipe behind the cylinder cover
Auxiliary Systems
MAN B&W Diesel A/S 7S60ME-C

Thank you for Thank you for

your attention your attention
MAN B&W Diesel 06.01 4140/PWN < 227 > MAN B&W Diesel < 228 >
38
The ME Engine
MAN B&W Diesel
You and together
Simple & Safe
Thank you for your attention

Preben Noeies
MAN B&W Diesel 06.01 4140/PWN < 229 >
39
2. ME Concept
MAN B&W Diesel
1) Control system:
- Multi Purpose Controller.
- Main Operating Panel.
- Local Operating Panel.
2) Tacho system.
3) Performance
4) Manoeuvring System
MAN B&W Diesel ME Concept - Tom Ballegaard/4140 2006-01-06 <1>
ME engine
Hydraulic Loop
MAN B&W Diesel
Fuel oil pressure

Exhaust valve actuator
booster
Fuel 10 bar Hydraulic
cylinder unit
ELFI ELVA
200 bar
Alpha lubricator
Safety and
Accumulator
Fine aut. filter blok
Main lube
pump
Servo oil
Piston cooling
+ bearings
Servo oil
return to sump
From sump
MAN B&W Diesel L/73273-7.1/0403 (2600/RL) <2>

MPC & Network
MAN B&W Diesel
The Multi Purpose Controllers are

identical hardware wise.
They have different soft ware
configurations.
2 redundant control networks are

connecting all Multi Purpose Controllers
and both Main Operating Panels.
A backup of the application- and

setup- soft ware are stored on both
Main Operation Panels.
At replacement, the new controller
are automatically configured with
correct soft ware via the control
networks.
1
ME engine
Hydraulic Loop
MAN B&W Diesel
Fuel oil pressure

booster
cylinder unit
ELFI ELVA
200 bar
Alpha lubricator
Safety and
Accumulator
Fine aut. filter blok
Main lube
pump
Servo oil
Piston cooling
+ bearings
Servo oil
return to sump
From sump
MAN B&W Diesel L/73273-7.1/0403 (2600/RL) <2>

Engine Control System Diagram Plate 70317
On Bridge
BRIDGE PANEL
In Engine Control Room

Backup Operation Panel MAIN OPERATION PANEL
MOP A ECR PANEL
MOP B
EICU A EICU B
In Engine Room/On Engine

LOCAL OPERATION
PANEL - LOP
ECU A ECU B
CCU CCU
ACU 1 ACU 2 ACU 3 Cylinder 1 Cylinder n
Sensors
Sensors
Actuators
Act uat ors

Fuel Exhaust
booster valve Fuel Exhaust
position position booster valve
position position
Cylinder 1 Cylinder 1 FIVA FIVA
Cylinder n Cylinder n
AL SAV Valve AL SAV Valve
Cylinder 1 Cylinder 1 Cylinder 1 Cylinder n Cylinder n Cylinder n
AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2
M PUMP 1
M PUMP 2
M PUMP 1
M PUMP 2
M PUMP 3
M PUMP 4
M PUMP 5
Marker Sensor
AUXILIARY AUXILIARY
BLOWER 3 BLOWER 4
Angle Encoders
AUXILIARY
BLOWER 5
When referring to this page, please quote Operation Plate 70317, Edition 0003
MAN B&W Diesel A/S
Multi Purpose Controller - MPC
MAN B&W Diesel
Battery for internal clock

LED indicator
Plug for ID key
DIP Switches
Fuses in use are monitored by the alarm system

Power plug
LED information Code

MAN B&W Diesel
The LED gives information, either as constant light of flashing.

A flashing LED is a coded message from the controller.The code consists of 2 digits:
1. digit are given by red flashes on yellow background
2. digit are given by green flashes on yellow background
The 2 digits are seperated by a 1 sec. yellow pulse.
LED indication code

MAN B&W Diesel
2
Multi Purpose Controller (MPC)
MAN B&W Diesel
Multi Purpose Controller (MPC)

MAN B&W Diesel
Multi Purpose Controller
Supporting bracket for cables
Amplifier
MPCs Nordic Brasilia 6S70ME-C

MAN B&W Diesel
3
MPC configuration
MAN B&W Diesel
The MPCs are software wise configured to

4 different controller functions:
1) Engine Interface Conrol Unit EICU
Handles the interface to external systems
2) Engine Control Unit ECU

2 complete redundant units (except with 4 or more engine driven pumps)
Handles the engine specific control functions (the govenor)
3) Cylinder Control Unit CCU

1 for each cylinder unit, redundancy by multiplicity
Handles the cylinder specific functions (fuel injection, exh. Valve, cylinder lubrication and
starting air valves)
4) Auxilliary Control Unit ACU

3 units, redundancy by multiplicity
Handles the auxilliary systems (hydraulic power supply, aux blowers)
MAN B&W Diesel ME Concept - Tom Ballegaard/4140 2006-01-06 < 10 >
Engine Interface Control Unit EICU

MAN B&W Diesel
Interface to remote control systems:

Safety system
Alarm system
Telegraph system
Power management system
Operator inputs:
Control station selection - Bridge, Engine control room or Local control
Standby / Finished with engine
Speed set point Filter between handle and govenor:

Slow down
Shaft generator
Controlling accelaration
Load control
Barred speed range
Speed Setpoint
MAN B&W Diesel
4
Engine Control Unit ECU
MAN B&W Diesel
Start / stop logic

Prepare start (MOP or handle)
Repeated start, (total 3 attempts, reset by setting the handle in STOP)
Start blocking
Slow turning
Manual air run
Engine speed control and limiters

The gov
Calculations of fuel index
enor
Limiters (start, max fuel all and individual, torque, scav.air, hydraulic press.)
Feed forward (pitch, PTO power)
Engine running mode control

Emission mode
Economy mode
Fuel Limiters
MAN B&W Diesel
Cylinder Control Unit CCU

MAN B&W Diesel
Fuel injection control

Proportional valve
Feedback of plunger position only used for monitoring

FIVA
Exhaust valve control
ON / OFF valve
VALVE
Feedback signal for exh. Valve position, used in determination of valve timing
Cylinder lubrication
ON / OFF valve controling the alpha lubricator
Feedrate controlled in the ECU
Starting air valve control (timing of solenoid valve)

ON / OFF valve
5
CCU
MAN B&W Diesel
Fiva valve, Fuel & exhaust
Fuel plunger pos. feedback
Exh. Spindle pos. feedback
Cylinder lubrication
Starting air valve
One CCU for every cylinder

unit
Auxiliary Control Unit - ACU

MAN B&W Diesel
Control of Hydraulic Power Supply:

Engine driven pumps
Start-up pumps
Valves and pressure gauges
Individual control of aux blower:

Sequential start by different start delays
Engine contol blower / stop is decided in ECU

Auxiliary Blowers
MAN B&W Diesel
Aux blower No. 1 is controlled by ACU 1
6
Hydraulic Pumps
MAN B&W Diesel
El-pump 1 controlled by ACU 1
El-pump 2 controlled by ACU 2
Eng.driven pump 1 controlled by ACU 1,

- Pressure controlled / follow mode


Eng.driven pump 4 controlled by ECU 1,

- On-OFF
Eng.driven pump 5 controlled by ECU 2,

- On-OFF
ME Starting Air System

MAN B&W Diesel
MC-
MC-C design ME-
ME-C design
Pilot air inlet
Blow-
Blow-off
NC-
NC-valves
Starting
Starting air Connection
Connection
distributor for
ECS
Starting valves Starting valves
MAN B&W Diesel < 20 >
Starting air-
and pilot air valve
MAN B&W Diesel
Starting air valve
Pilot air valve
7
Control Panels
MAN B&W Diesel
Bridge Control system is

connected to EICU
Engine Control Room Panel is

connected to EICU
Local Operating Panel LOP is

connected to ECU
Main Operation Panel (MOP)

MAN B&W Diesel
Main Operating Panel MOP

MAN B&W Diesel
8
Main Operating Panel MOP
MAN B&W Diesel

with telegraph
MAN B&W Diesel

Without telegraph
MAN B&W Diesel
9
Tacho System
MAN B&W Diesel
There are 2 redundant tacho systems.
System A
System B
Standard is:
angle encoders with one
reference sensor on the flywheel
(A-system)
Option is sensors at the flywheel
Tacho system
MAN B&W Diesel
MMA
Q1A
Q2A
MMB
Q1B
System A (powered from ECU A)
Q2B
MMA = Marker Master A
MSA = Marker Slave A
Q1A = Quadratur 1A
Q2A = Quadratur 2A
MSA
System B (powered from ECU B)

MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadratur 1B
Q2B = Quadratur 2B
Trigger ring MSB
pos. 1
Semi-circular
marking ring
pos. 2
ME Tacho-system
MAN B&W Diesel
MAN B&W Diesel 04-ME

04-11- Concept - 2500/KNB
11-2003 Tom Ballegaard/4140 2006-01-06 < 30 >
10
ME Tacho-system
MAN B&W Diesel
MAN B&W Diesel 04ME

04-
-11- Concept
11-2003 - Tom Ballegaard/4140
2500/KNB 2006-01-06 < 31 >
Angle encoder 12K98ME

MAN B&W Diesel
ME Tacho-system
MAN B&W Diesel
2 redundant set of sensors.

Each set measure engine speed
and crankshaft position for
synkronisation of the control
events.
Each set consist of four sensors.
Two quadrature sensors measure on
a trigger ring with 360 tooth and two
marker sensors measures on one
tooth a semicircular ring.
Triggersegment with a sine-curved tooth-

profile The total trigger ring is build by 8
equal segments.
MAN B&W Diesel ME Concept -

2200/OZS/030212 Tom Ballegaard/4140 2006-01-06 < 33 >
11
Tacho sensors
Nordic Brasilia 6S70ME-C
MAN B&W Diesel
Tacho sensors, replacement

MAN B&W Diesel
Sensing distance to the highest point on the trigger / marker ring: 1.0 mm
The highest point is marked [T]
Highest point
Quadratur sensor
MAN B&W Diesel
Status LED
Ahead turning towards the dot
12
Performance curves
MAN B&W Diesel
By changing the exh. Valve timing, the Pcomp can be

adjusted, and then the Pmax can be kept constant in a
bigger range.
The maximum pressure jump is the same as for MC

engine because the combustion chambers are
identical.
Exhaust valve timing

MAN B&W Diesel
Exhaust valve movement
80
70
60
Early closing
50
Late closing
mm
40 Early opening
Late opening
30
Reference
20
10
0
90 110 130 150 170 190 210 230 250 270 290
Dg. C. A.
MAN B&W Diesel < 38 >
Pneumatic system
MAN B&W Diesel
2 valves for redundancy

No. 30 connected to ECU A
No. 32 connected to ECU B
13
MAN B&W Diesel A/S S70ME-C Project Guide
100 r/min
90
bar
80 20
Engine speed
70 18
MEP
16
14
bar(abs)
Mean effective pressure 150 12
140
Cyl. Pressure
130
Maximum pressure
120
bar(abs)
110 4
100
Compression pressure
90 3
P-scav
deg.C
Scavenge air pressure 450 2

Exh. Gas Temp.
400
Exhaust gas temperature 350 1

inlet to turbocharger
300
Exhaust gas temperature

outlet from turbocharger 250
g/kWh
180
SFOC
170
Specific fuel oil

consumption 160
150
50% 75% 100% Load
1555 2333 3110 kW/cyl
178 25 61-7.0
Fig. 1.04: Performance curves
430 100 500 198 34 48
1.06
3. Hydraulic Power Supply
MAN B&W Diesel
1) System
2) Filter unit
3) Startup pumps
4) Engine driven pumps

Drive system
Pump principle
5) Valve block
MAN B&W Diesel Hydraulic power supply - Tom Ballegaard/4140 2006-01-23 <1>
The ME Engine
Hydraulic Oil Loop
MAN B&W Diesel
Fuel oil pressure

booster
cylinder unit
ELFI ELVA
200 bar
Alpha lubricator
Safety and
Fine aut. filter Accumulator
blok
Main lube
pump
Servo oil
Piston cooling
+ bearings
Servo oil
return to sump
From sump ISO 4406: 13/16

NAS Code: 7 hydraulic pumps hydraulic pumps
MAN B&W Diesel L/73273-7.1/0403 (2600/RL) 2006-01-23 <2>
Separat hydraulic system

MAN B&W Diesel
1
Filter Unit, Schematic
MAN B&W Diesel
Old plants = 10 Older plants are equipped with a by-

New plants = 6 pass valve which opens at 0.8 bar
25 after the filter
Filter unit
MAN B&W Diesel
Single filter unit
Filter unit
MAN B&W Diesel
Filtering process Back flushing process

2
Backflushing line to Lub. Oil tank
MAN B&W Diesel
The purifier suction pipes have the same

diameters but a different lenght.
The purifier will suck primarily from the sump
tank.
The oil level in the 2 tanks will remain more or
less equal due to the interconnection.
When servo oil is back-flushed from the filter,
the oil level in the servo oil tank will increase,
and the purifier will suck from this tank until the
level in the 2 tanks are equalized again. Then
the suction will take place from the sump tank
again.
Start up pumps, fixed

MAN B&W Diesel
P2
P1
Start up pumps, fixed

MAN B&W Diesel
Automatic mode:
Stopped at Finish With Engine.
Master pump running at engine
standby. (both pumps are running
during pressure build up).
Stopped via a timer at a specified
engine RPM
Manual mode:
Controlled by the operator via the
Main Operating Panel
3
El-driven pumps
MAN B&W Diesel
MAN B&W Diesel Hydraulic power supply - Tom Ballegaard/4140 2006-01-23 < 10 >
Engine driven pumps

MAN B&W Diesel
P2
P1
Sensors for suction pressure.

Low pressure = shut down
Engine driven pumps

MAN B&W Diesel
Automatic mode:
The pressure set point is depending on the engine load.
The pumps have two running modes, 1 in pressure control mode [Ctrl]
(selected via the MOP screen), 2 in follow mode [Folw].
The [Ctrl] pump is running 50% and compensates immediately for deviations
between actual pressure and set point. Over time the [Folw] pumps will take
over the compensation while the [Ctrl] pump goes back to 50 %.
In case the pressure controlling pump faces a failure, one of the other pumps
will take over pressure control.
Manual mode:
The pressure set point is set by the operator
4
Engine driven pumps
MAN B&W Diesel
In case of control failure of a pump, the swash plate will be forced to

maximum capacity in AHEAD direction.
Pump No. 1 is controlled by ACU 1, pump 2 by ACU 2, and pump 3 by ACU 3.
Pump Nos. 1, 2, and 3 have their own sensor for system pressure,
connected to their controlling ACU
Pump Nos. 4 and 5 are controlled by a binary signal, either max capacity
AHEAD or ASTERN. No. 4 is controlled from ECU A, and No. 5 from
ECU B.
All pumps have sensors for suction pressure. If the pressure is to low,
or all sensors are failing, a SHUT DOWN will be activated.
Leak detection
MAN B&W Diesel
Shut down level
Alarm level
Leak detection
MAN B&W Diesel
Box for hydraulic pumps
Drainpipe
Sensor LS 1235 & JS 1236, vibrating fork type.

LS 1235 = Alarm LS 1236 = Cancelable Shut Down
5
Engine driven pumps
MAN B&W Diesel
Alarm level Shut down level

Sensors for suction pressure. Low pressure = shut down
Engine driven pumps
MAN B&W Diesel
Alarm level Shut down level

Sensors for suction pressure. Low pressure = shut down
7S50ME-C Gear Box for HPS

MAN B&W Diesel
Output wheel
Intermediate wheel.
Connections wheel
Gearwheel on crankshaft
Two rows of gears, one is spare.
Spacer..
Gear ratio - 12:1
MAN B&W Diesel 2006-01-23 < 17 >

MAN B&W Diesel
MAN B&W Diesel L/73898-1.0/0303 (2600/RL) 2006-01-23 < 18 >
6
Chain tightener
MAN B&W Diesel
Pressure:
70ME: 1500 bar
98ME: 2200 bar

MAN B&W Diesel
Hydraulic Pump
Step Up Gear
Chain wheel for

4 Duplex chain
MAN B&W Diesel 2006-01-23 < 20 >
Pump shaft principle

MAN B&W Diesel
Gear end
High friction disc

Pump end
MAN B&W Diesel 2006-01-23 < 21 >
7
12K98ME(-C) HPS
MAN B&W Diesel
Design of Hydraulic Power Supply (HPS)
Mounting of HPS
Structure of HPS and Framebox
Design of components
MAN B&W Diesel 2500/KNB November 2003. 2006-01-23 < 22 >
K98ME(-C) Pump drive

MAN B&W Diesel
MAN B&W Diesel 2510/ERA Nov. 2003. 2006-01-23 < 23 >
ME(-C) Hydraulic Power Supply

MAN B&W Diesel
MAN B&W Diesel 05-02-2004 (2500/KNB) < 24 >
8
K98ME(-C) HPS
MAN B&W Diesel
8-12K98ME/C
MAN B&W Diesel 2510/ERA Nov. 2003. < 25 >
10-12K98ME/ME-C new design

MAN B&W Diesel
5 x 500 ccm pumps
Fore side Aft side
MAN B&W Diesel 2006-01-23 < 26 >
8-9K98ME/ME-C new design

MAN B&W Diesel
4 x 500 ccm pumps
Fore side Aft side
MAN B&W Diesel 2006-01-23 < 27 >
9
Axial piston pumps, principals
MAN B&W Diesel
Axial piston pumps, principals

MAN B&W Diesel
A: Swash plate D: Pressure side

B: Cylinder block R: Suction side
C: Distibutor valve h: Stroke
: Swash plate angle
Animation.lnk
Axial piston pump

MAN B&W Diesel
10
Axial piston pump
MAN B&W Diesel
Engine driven pumps,

MAN B&W Diesel
Pump
Sensor for suction pressure
Suction line
Engine driven pumps,

MAN B&W Diesel
Feed back, swash plate
Feed back, pilot valve
Pilot valve for swash

plate control
11
Engine driven pump,
mechanical indication
MAN B&W Diesel
Engine driven pump 750 ccm

MAN B&W Diesel
Engine driven pump

dismantling
MAN B&W Diesel
2.
1.
Weight:
500 ccm pump: 185 kg
750 ccm pump: 460 kg
12
Valve block
MAN B&W Diesel
To hydraulic cylinder unit (HCU) P2 pressure
311 Safety valve.

10 12 cyl. 90 98 bore
have 2 valves, one on
each valve block
Safety system for leaking

high pressure inner pipe
LPS From filter unit
K98ME/-C new design

MAN B&W Diesel
Modulated Accumulator block
Divided into fore and aft section
Double wall substituted by flexible hoses
Pump mounted N2_Accumulator

(Pump depent)
MAN B&W Diesel 2006-01-23 < 38 >
K98ME/-C new design

MAN B&W Diesel
Modulated Accumulator block
Top mounted Fore section
Top mounted Aft section
MAN B&W Diesel 2006-01-23 < 39 >
13
Valve block, Fore, new design
MAN B&W Diesel
Fore section
Adaption flange
(Engine depent)
Primary block,
(Basic for all engines 60-98ME/-C)
Inlet block
(Pump-depent: 2 or 3 ports)
MAN B&W Diesel 2006-01-23 < 40 >
Valve block, Aft, new design

MAN B&W Diesel
Aft section
Adaption flange
(Engine depent)
Slave block, (Basic for all engines with

middle chain drive 80-98ME/-C)
Inlet block
(Pump-depent: 2 or 3 ports)
MAN B&W Diesel 2006-01-23 < 41 >
14
4. Hydraulic Cylinder Unit
MAN B&W Diesel
1) Distributor block
2) Komponents:
FIVA
Accumulators
Cylinder lubricator
3) Highpressure pipes
MAN B&W Diesel Hydraulic Cylinder Unit - Tom Ballegard/4140 2006-01-19 <1>

HCU
MAN B&W Diesel

HCU
MAN B&W Diesel
1
ME(-C) Hydraulic Cylinder Unit
MAN B&W Diesel
MAN B&W Diesel 05-02-2004 (2500/KNB)
ME(-C) Hydraulic cylinder Unit

MAN B&W Diesel
(FIVA)
MAN B&W Diesel 03-11-2003 (2500/KNB)
FIVA
MAN B&W Diesel
FIVA
Degree Crank angle
-20 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
Injection start (0)
Injection End (20)
Exhaust valve open (110)
Exhaust valve Close (270)
Approximate timing of events to be carried out by the FIVA valve

On an ME- engine the timing of injection is variable and this is just an example.
2
Accumulator
MAN B&W Diesel
1. Assemble without the

diaphragm. Make the mark
1.
2. Assemble with the diaphragm.

Tighten until the ofset D06-216
2.
is achieved
Accumulator
Nitrogen check
MAN B&W Diesel
Cylinder lubricator system

MAN B&W Diesel
3
Cylinder lubricator system
MAN B&W Diesel
MAN B&W Diesel Hydraulic Cylinder Unit - Tom Ballegard/4140 2006-01-19 < 10 >
Alpha Lubricator for ME-

ME-Engine
MAN B&W Diesel
Cylinder lub. Inductive proximity sensor

oil inlet for feed-back signal to
control of piston movement
Signal for
lubrication from
controller
Level sensor for
cylinder oil in lubricator
Outlets for
cylinder liner Injection plunger
lub. oil
injectors
Spacer for
basic setting of
pump
stroke
Drain 200 bar system oil supply
Non-return valve Stroke oil
adjusting outlet Actuator
screw piston
Sealingring
MAN B&W Diesel Hydraulic Cylinder

3331377/20041021 Unit (2200/OZS)
- Tom Ballegard/4140 2006-01-19 < 11 >
Cylinder Lubricator
MAN B&W Diesel
HCU Distributorblock
Cylinder lubricator
4
Cylinder Liners
MAN B&W Diesel
Injection nozzle
Injection nozzle
with non-return Cylinder liner
valve
MAN B&W Diesel 3331050/20031212 (CBO/4100)
Cylinder Lubrication Demands

MAN B&W Diesel
The purpose of the cylinder lubrication is as follows: (SL 05-455/HRJ)

1. To create a hydrodynamic oil film seperating the piston rings from the liner,
The oil amount needed to create an oil film is more or less independent of the fuel oil being used.
The optimum is kept safely down to a feedrate of 0.55 g/kWh.
2. To clean the piston rings, lands and ring grooves,
This relies on the detergency properties of the cylinder oil.

All approved cylinder oils fulfil the requirements, even at a feed rate as low as 0.55 g/kWh.
3. To control corrosion, i.e. control the neutralisation af sulphuric acid.
The combustion process creates highly corrosive sulphuric acids depending on the sulphur in the fuel.
It has therefore been of paramount importance to design the combustion chamber and the cylinder oil
so as to create the optimum balance of corrosion.
Adaptive Cylinder oil Control

ACC (Service Letter SL05-455)
MAN B&W Diesel
The ACC system feeds the oil proportionately to the engine load (which is proportional
to the fuel oil being burnt), and to the sulphur content in the fuel.
By dosing the amount of cylinder oil and, thereby, the amount of alkaline additives
proportionately to the total sulphur amount beeing burnt in the combustion chamber, a
constant low corrosion level can be achieved.
The experience gained so far from a large number of vessels operating at a feed
rate factor of 0.34 g/kWh x S% has been very positive.
Long term tests with first 0.29 g/kWh x S%and later 0.26 g/kWh x S% have been
succesful, indicating that an optimum lubrication level is witin the following algoritm:
F x S%
where F is in the range of 0.26 to 0.34 g/kWh
5
Adaptive Cylinder oil Control
ACC (Service Letter SL05-455)
MAN B&W Diesel
Auxiliaries:
Cylinder Lubricators
MAN B&W Diesel
Sulphur % Minimum feed rate

(0 5 %) Feed rate factor F (0.5 2.0 g/kWh)
(0.25 1.5)
Adjustment of cylinder oil

lubrication
MAN B&W Diesel
6
Adjustment of cylinder oil
lubrication
MAN B&W Diesel
ME Lubrication Back Up Signal S903-0031
In case of CCU failure (and the CCU can not be changed immediately), activation of the ME lubricator
can be achieved as follows.
Note: In case of CCU failure, the engine is running at Slow Down mode.
A temporary cable from ECU A or B plug J52 is connected to solenoid valve on the lubricator of the fail-
ing CCU.
See figure 1. The activation signal from J52 on ECUA/B is random.
Fig. 1
LUBRICATOR
ACTIVATION
BACK UP
SOLENOID
VALVE
LUBRICATOR
IN/OUT
24VDC
OVDC
GND
v_IN
0 1 2 3 4 5 6 7 8 9
ME lubricator
J52
+ECU A/B
C
D
B
+ECU A/B
1x2x0,75 mm
/ /
2
WLUB_BACK UP
=SOLENOID VALVE
A1
A2
S9030031C01
SOLENOID
VALVE
LUBRICATOR
When referring to this page, please quote S-Instruction S903 Edition 0031 Page 1
MAN B&W Diesel A/S
Emergency cylinder lubrication
MAN B&W Diesel
9 In case of CCU failure, where the

CCU cannot be changed
immediately, the cylinder lubrication
can be achieved by a temporary
cable from one of the ECU units,
plug 52, to the solenoid valve on
the lubricator on the unit in
question.
9 The lubrication will be with random
timing.
Emergency cylinder lubrication

MAN B&W Diesel

MAN B&W Diesel L70ME
HCU Distributer block
Double wall pipe

Double wall pipe
7
HCU - Valves
MAN B&W Diesel
Instructions
Valve No.
MAN B&W Diesel

Hydraulic Cylinder Units (HCU)
HCUs mounted on an common base plate.
Double wall
high pressure
pipe
High pressure oil inlet
from the HPS
MAN B&W Diesel
Hydraulic Cylinder Units

MAN B&W Diesel
8
HCU return oil pipes
MAN B&W Diesel
Double bottom
base plate for HCU.
Return oil from the
HCUs is collected
here and via the
vertical pipes led
back to the
crankcase.
Return pipes from

HCU
ME-C Engines
Doubble Wall Pipe
MAN B&W Diesel
1. Flange
2. Outer Pipe
3. Inner Pipe
4. Sealing ring
5. Sealing ring
6. Sealing ring
7. Sealing ring
8. Screw
MAN B&W Diesel 0902 (2600/RL)
Tool for high pressure doublepipe

MAN B&W Diesel
9
Two-Stroke Diesel Engines.
MAN B&W Diesel
MAN B&W Diesel 2500/KNB April 2003.

MAN B&W Diesel
MAN B&W Diesel 2500/KNB April 2003.

MAN B&W Diesel
MAN B&W Diesel 2500/KNB

Hydraulic April 2003.
Cylinder Unit - Tom Ballegard/4140 2006-01-19 < 30 >
10
Hydraulic Cylinder Unit (HCU)
Leakage
MAN B&W Diesel
Fuel oil pressure

booster Exhaust valve actuator
Hydraulic
cylinder unit
Safety and
Accumulator
ELFI ELVA
Block
Unit 1 Unit 2 Unit 3 Unit 4 Unit 5 Unit 6 Valve 315

Leakage
MAN B&W Diesel
HCU
Leakage check between 2 HCUs:

Relieve pressure from the double pipe system by opening valve 315 on the Safety and Accu block.
Close valve 430 on the 2 HCUs to isolate the outer double wall pipe in between.
Drain the pressure in the outer double wall pipe by opening valve 431. Close it again after draining.
Mount a pressure gauge on minimesh coupling 435.
Close valve 315, and build up pressure in the inner pipe with the start-up pumps.
If the gauge shows pressure, congratulations, you have found the leaking double wall pipe. If
not, try the next pipe!
1
Leakage
MAN B&W Diesel
HCU
Leakage check between 2 HCUs:

Relieve pressure from the double pipe system by opening valve 315 on the Safety and Accu block.
Close valve 430 on the 2 HCUs to isolate the outer double wall pipe in between.
Drain the pressure in the outer double wall pipe by opening valve 431. Close it again after draining.
Mount a pressure gauge on minimesh coupling 435.
Close valve 315, and build up pressure in the inner pipe with the start-up pumps.
If the gauge shows pressure, congratulations, you have found the leaking double wall pipe. If
not, try the next pipe!
2
Therefore, we have revised our Guiding Cylinder Oil Feed Rates (see enclosures 1-3)
for the purpose of optimising the cylinder lube oil consumption (CLOC).
Cylinder lubrication demands
The purpose of cylinder lubrication is as follows:
1. to create a hydrodynamic oil film separating the piston rings from the liner,
2. to clean the piston rings, ring lands and ring grooves,
3. to control corrosion, i.e. control the neutralisation of sulphuric acid.
Re 1: The oil amount needed to create an oil film is more or less indepen-
dent of the fuel oil being used. Measurements of the oil film have also
revealed that when the feed rate for optimum oil film is reached, no
further increase of the oil film is obtained from an increase of the feed
rate. This optimum is kept safely down to a feed rate of 0.55 g/kWh.
Re 2: Cleaning of piston rings, ring lands and grooves is essential, and relies
on the detergency properties of the cylinder oil. All approved cylinder
oils fulfil the requirements, even at a feed rate as low as 0.55 g/kWh.
Re 3: The combustion process creates highly corrosive sulphuric acids
depending on the sulphur in the fuel. It has therefore been of
paramount importance to design the combustion chamber and the
cylinder lube oil so as to create the optimum balance of corrosion.
Cylinder lubrication dosage
The optimal corrosion control is achieved by a combination of the cooling water design
of the cylinder liner, the sulphur content in the fuel, the cylinder lube oil alkalinity, and
our new lubrication principle, the ACC algorithm system (Adaptive Cylinder oil Control).
The ACC system feeds the oil proportionately to the load (which is proportional to the
fuel oil amount being burnt) and to the sulphur content in the fuel. By dosing the amount
of oil and, thereby, the amount of alkaline additives proportionately to the total sulphur
amount being burnt in the combustion chamber, a constant and controlled low corrosion
level can be achieved.
The experience gained so far from a large number of vessels operating at a feed rate
factor of 0.34 g/kWh x S% has been very positive.
However, long term tests with, first 0.29 g/kWh x S% and later 0.26 g/kWh x S%
have been successful, indicating that an optimum lubrication level is within the below
algorithm:
F x S%, where F is in the range of 0.26 to 0.34 g/kWh
3
ACC algorithm with a BN 70 cylinder oil:

1.70
1.60
1.50
h
1.40 /k W
.3 4]g
1.30 0
26-
Absolute dosage (g/kWh)
1.20 = [0.
1.10 r eF
he
1.00 %,w
S
0.90 , Fx
70
0.80 Average dosage: 0.8 g/kWh BN
0.70
0.60
Average sulphur worldwide

0.50
0.40
0.30
0.20
0.10
0.00
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
Sulphur %
On the world market, the average sulphur content in fuels for large two-stroke engines
is 2.7%. This would result in an average cylinder oil dosage of around 0.8 g/kWh.
The 0.8 g/kWh multiplied with the yearly production of kWh can be directly used in the
calculation of the yearly cylinder oil consumption.
The ACC principle, with the algorithm F x S% where F is in the range of 0.26-0.34
g/kWh, satisfies the need for neutralising additives. However, due to the physical need
for a certain amount of oil to create a hydrodynamic oil film, the present lower limit is set
in the range of 0.60-0.70 g/kWh, which according to the above diagram will be reached
with around 2% sulphur.
Running on fuels with a varying sulphur content
Although fuel sulphur levels above 4% are rather rare, running on high-sulphur fuels has
accounted for a major part of cylinder wear in the past. Therefore, increasing the oil
dosage according to the ACC algorithm is necessary, and very beneficial economically,
to prevent the excessive wear associated with such fuels.
However, on low-sulphur fuels, below 2% sulphur content, the engine will, according to
the above diagram, be overdosed with alkaline additives. This may lead to cylinder
condition problems and, in severe cases, to scuffing.
4
Overdosing with alkaline additives has two negative effects, which may both lead to
the so-called bore-polish phenomenon:
A surplus of alkaline additives has a strong tendency to accumulate

on the piston top land, and may grow in thickness to an extent where
it interferes with the cylinder liner running surface, in spite of the PC
ring (piston cleaning ring). This is most pronounced in the middle and
lower part of the liner (where the liner is exposed the least to heat)
and in the exhaust side (where the PC-ring is less effective). The
result of this negative effect is called mechanical bore-polish.
The other negative effect of overdosing with alkaline additives may be

that corrosion (so-called cold-corrosion) is suppressed completely,
thereby, limiting the necessary refreshment (open graphite
structure) of the liner surface. The result of this is called chemical
bore-polish. In other words, corrosion should be controlled rather than
prevented.
The occurrence of the above negative effects is time-dependent. This means that a
surplus of alkaline additives can be accepted for a certain period, depending on the
severity of the overdosing.
For example: when running on a fuel with 1% sulphur and using a normal BN 70
cylinder oil, theoretically, a dosage in the range of 0.26 to 0.34 g/kWh is called for
according to the ACC algorithm. However, in order to fulfil the lower limit set at 0.60-
0.70 g/kWh for hydrodynamic reasons, the amount of additives applied is consequently
higher than needed. Such overdosing of alkaline additives should be limited to one or
two weeks, and to temporary running on low-sulphur fuels in restricted areas.
If low-sulphur fuels are used predominantly, we advise using a low-BN cylinder oil,
either a BN 40 or BN 50 oil.
The diagram overleaf shows the algorithm using a BN 40 cylinder oil versus a normal
BN 70 cylinder oil.
5
ACC algorithm with BN 40 versus BN 70 cylinder oils

h
1,70 W
/k
1,60 ]g
34
1,50 -0.
26
1,40 [ 0. h
kW
1,30 0
x
4]g/
/4 .3
Absolute dosages (g/kWh)
70 6 -0
1,20 = 0.2
F
F =[
1,10 e
h er ere
h
1,00 ,w ,w
0,90 S %
x S%
x ,F
0,80 ,F N70
40 B
0,70 BN
0,60
0,50
0,40
0,30
0,20
0,10
0,00
0 1 2 3 4 5
Sulphur %
Experience has shown that satisfactory running on fuels containing almost no sulphur
(gas oil, kerosene, etc.) can be obtained using a low-BN cylinder oil.
If a BN 40 cylinder oil is used, the ACC algorithm should be:
F x 70/40 x S%, where F is in the range of 0.26-0.34 g/kWh
If low-sulphur fuels are bunkered regularly, in-between normal or high-sulphur fuels, a

two-tank system should be considered, offering the possibility of changing between low-
BN and normal-BN cylinder oils.
Questions or comments regarding this SL should be directed to our Dept. 2300.
Yours faithfully
MAN B&W Diesel A/S
Carl-Erik Egeberg Ole Grne
Encl.
Encl. 1 for SL05-455/HRJ
Guiding Cylinder Oil Feed Rates

S/L/K-MC/MC-C/ME/ME-C, Mk 6 and higher, with Alpha ACC lubrication system
Standard BN 70 cylinder oil BN 40 cylinder oil
0.26-0.34 g/kWh x S% 0.26-0.34 g/kWh x 70/40 x S%

Basic setting
0.19-0.25 g/bhph x S% 0.19-0.25 g/bhph x 70/40 x S%
0.60-0.70 g/kWh
Minimum feed rate
0.45-0.50 g/bhph
Maximum feed rate 1.7 g/kWh

during normal service 1.25 g/bhph
Proportional to engine load
Part-load control
Below 25% load, proportional to MEP (Mean Effective Pressure)
Alu-coated or First 5 hours: 1.7 g/kWh
hard-coated From 5 to 250 hours: 1.5 g/kWh
Feed piston rings: From 250 to 500 hours: 1.2 g/kWh
Running-in rate: First 15 hours: 1.7 g/kWh
new or Non-coated: From 15 to 250 hours: 1.5 g/kWh
reconditioned From 250 to 500 hours: 1.2 g/kWh
liners and
Alu-coated or
new piston
hard-coated Stepwise increase to max. load over 5 hours
rings Engine piston rings:
load:
Non-coated: Stepwise increase to max. load over 15 hours
Alu-coated or hard-
Running-in new rings in
coated piston rings : No load restrictions
already run-in and well
Non-coated rings : Stepwise increase to max. load over 5 hours
running liners:
Feed rate : Basic setting +25% for 24 hrs.
During starting, manoeuvring and load changes, the feed rate

Manoeuvring and load
should be increased by 25% and kept at this level for hour after
change situations.
the load has stabilised.
Frequent scavenge port inspections of piston rings and cylinder

liners are very important for maintaining a safe cylinder condition.
Lubrication of cylinders
If irregularities are seen, adjustments of the lube oil rate should be
that show abnormal
considered.
conditions:
In case of scuffing, sticking piston rings or high liner temperature
fluctuations, the feed rate should be raised by 25-50%.
HRJ/JCB
September 2005
Adjusting Alpha Lub. using ACC, BN 40 Cylinder Oil
ACC factor g/kWh x S%

HMI
0,26 0,27 0,29 0,30 0,31 0,33 0,34 g/kWh
setting
Sulphur content %
0 0 0 0 0 0 0 0,61 56
1,4 1,3 1,2 1,2 1,1 1,1 1,0 0,61 56
1,5 1,4 1,3 1,3 1,2 1,1 1,1 0,65 60
1,6 1,5 1,4 1,4 1,3 1,3 1,2 0,71 66
1,7 1,6 1,5 1,5 1,4 1,4 1,3 0,77 71
1,8 1,8 1,7 1,6 1,5 1,5 1,4 0,83 77
2,0 1,9 1,8 1,7 1,6 1,6 1,5 0,89 82
2,1 2,0 1,9 1,8 1,7 1,7 1,6 0,95 88
2,2 2,1 2,0 1,9 1,8 1,8 1,7 1,01 93
2,4 2,3 2,1 2,0 2,0 1,9 1,8 1,07 98
2,5 2,4 2,3 2,2 2,1 2,0 1,9 1,13 104
2,6 2,5 2,4 2,3 2,2 2,1 2,0 1,19 109
2,8 2,6 2,5 2,4 2,3 2,2 2,1 1,25 115
2,9 2,8 2,6 2,5 2,4 2,3 2,2 1,31 120
3,0 2,9 2,7 2,6 2,5 2,4 2,3 1,37 126
3,2 3,0 2,9 2,7 2,6 2,5 2,4 1,43 131
3,3 3,1 3,0 2,8 2,7 2,6 2,5 1,49 137
3,4 3,3 3,1 3,0 2,8 2,7 2,6 1,55 142
3,6 3,4 3,2 3,1 2,9 2,8 2,7 1,61 148
3,7 3,5 3,3 3,2 3,0 2,9 2,9 1,73 160
3,8 3,6 3,4 3,2 3,1 3,0 2,9 1,70 156
HRJ/JCB
September 2005
Adjusting Alpha Lub. using ACC, BN 70 Cylinder Oil
ACC factor g/kWh x S%

HMI
0,26 0,27 0,29 0,30 0,31 0,33 0,34 g/kWh
setting
Sulphur content %
0,0 0,0 0,0 0,0 0,0 0,0 0,0 0,60 56
0,5 0,5 0,5 0,5 0,5 0,5 0,5 0,60 56
1,0 1,0 1,0 1,0 1,0 1,0 1,0 0,60 56
1,1 1,1 1,1 1,1 1,1 1,1 1,1 0,60 56
1,2 1,2 1,2 1,2 1,2 1,2 1,2 0,60 56
1,4 1,4 1,3 1,3 1,3 1,3 1,3 0,60 56
1,6 1,6 1,4 1,4 1,4 1,4 1,4 0,60 56
1,8 1,8 1,6 1,6 1,5 1,5 1,5 0,60 56
2,0 2,0 1,8 1,8 1,6 1,6 1,6 0,60 56
2,2 2,2 2,0 1,9 1,8 1,7 1,7 0,60 56
2,4 2,3 2,1 2,0 2,0 1,9 1,8 0,60 56
2,5 2,4 2,3 2,2 2,1 2,0 1,9 0,65 59
2,6 2,5 2,4 2,3 2,2 2,1 2,0 0,68 63
2,8 2,6 2,5 2,4 2,3 2,2 2,1 0,71 66
2,9 2,8 2,6 2,5 2,4 2,3 2,2 0,75 69
3,0 2,9 2,7 2,6 2,5 2,4 2,3 0,78 72
3,2 3,0 2,9 2,7 2,6 2,5 2,4 0,82 75
3,3 3,1 3,0 2,8 2,7 2,6 2,5 0,85 78
3,4 3,3 3,1 3,0 2,8 2,7 2,6 0,88 81
3,6 3,4 3,2 3,1 2,9 2,8 2,7 0,92 84
3,7 3,5 3,3 3,2 3,0 2,9 2,8 0,95 88
3,8 3,6 3,5 3,3 3,2 3,0 2,9 0,99 91
3,9 3,8 3,6 3,4 3,3 3,1 3,0 1,02 94
4,1 3,9 3,7 3,5 3,4 3,2 3,1 1,05 97
4,2 4,0 3,8 3,6 3,5 3,3 3,2 1,10 100
4,3 4,1 3,9 3,8 3,6 3,4 3,3 1,12 103
4,5 4,3 4,0 3,9 3,7 3,5 3,4 1,16 106
4,4 4,2 4,0 3,8 3,6 3,5 1,19 109
4,5 4,3 4,1 3,9 3,8 3,6 1,22 113
4,4 4,2 4,0 3,9 3,7 1,26 116
4,5 4,3 4,1 4,0 3,8 1,29 119
4,4 4,2 4,1 3,9 1,33 122
4,5 4,3 4,2 4,0 1,36 125
4,5 4,3 4,1 1,39 128
4,4 4,2 1,43 131
4,5 4,3 1,46 134
4,4 1,50 138
4,5 1,53 141
HRJ/JCB
September 2005
5. Fuel System
MAN B&W Diesel
1) Fuel oil pressure

booster
2) Adjustments
MAN B&W Diesel 2006-01-26 <1>
ME Fuel Oil Pressure Booster

MAN B&W Diesel
S50MC-
S50MC-C S50ME-
S50ME-C
Suction Valve Fuel Plunger
Fuel oil
oil inlet
pressure 8 bar
Feed back
Position sensor
Hydraulic actuator
7S50ME-
7S50ME-C
MAN B&W Diesel 2006-01-26 <2>
98ME(-C) Fuel Oil Pressure Booster

MAN B&W Diesel
MAN B&W Diesel 01-10-2003 (2500/KNB) 2006-01-26 <3>
1
Fuel Injection System
MAN B&W Diesel
High pressure pipe

Suction valve Slide Fuel
valve
Fuel plunger
Fuel oil inlet
8 bar
Hydraulic piston
Membrane
ELFI / FIVA accumulator
Proportional
Valve
7S50ME-
7S50ME-C
To drain High pressure hydraulic oil - inlet
MAN B&W Diesel 2006-01-26 <4>
Fuel Oil Injection

MAN B&W Diesel
Phase 1
1. The pistons move to the bottom position.
2. The fuel inlet is open.
3. Hydraulic oil leaves the hydraulic oil ELFI
chamber via the ELFI valve. Valve
4. The accumulators are supplied by the

Hydraulic Power Supply. The pressurised
hydraulic oil is held back by the closed ELFI
valve.
Unpressurised fuel oil

Pressurised fuel oil
Unpressurised hydraulic oil
Pressurised hydraulic oil
MAN B&W Diesel 2006-01-26 <5>
Fuel Oil Injection

MAN B&W Diesel
Phase 2
5. The ELFI valve is activated upwards, closing
the return flow and opening for the flow of
pressurised hydraulic oil. The oil passes
through the ELFI valve and fills the hydraulic
chamber.
6. The high pressure forces the pistons ELFI
upwards.
Valve
7. The fuel oil inlet is closed.
8. The pressure on the fuel oil rises and
exceeds the force of the spring in the
cylinders fuel injection valve.
Unpressurised fuel oil

Pressurised fuel oil
MAN B&W Diesel 2006-01-26 <6>
2
Fuel index adjusment
MAN B&W Diesel
Index offset at 100 % load
Index offset at 0 % load
Individual Chief limiter
MAN B&W Diesel 2006-01-26 <7>
Adjustment of maximum pressure

MAN B&W Diesel
Timing of fuel injection

(corresponding to VIT
adjustment on the MC
engine)
MAN B&W Diesel 2006-01-26 <8>

L70ME
MAN B&W Diesel
Hydraulic pushrod
Exh. Valve actuator
Double wall pipe
MAN B&W Diesel Fuel oil pressure booster - Tom Ballegaard/4140 2006-01-26 <9>
3
Fuel Oil Pressure Booster, S70ME
MAN B&W Diesel
MAN B&W Diesel Fuel oil pressure booster - Tom Ballegaard/4140 2006-01-26 < 10 >
Suction Valve, S70ME

MAN B&W Diesel

Maintenance manual, S70ME
MAN B&W Diesel
Fuel pump:
Pump housing nuts, tightening torque: 1000 Nm
Pump housing, weight: 160 kg
Top cover studs, screwing in torque: 270 Nm
Fuel pump complete, weight: 322 kg
Hydraulic plunger, weight: 38 kg
Top cover:
Top cover nuts, tightening torque: 410 Nm
Outlet seat, max grinding diameter: 26 mm
Top cover, weight: 124 kg
Suction valve:
Suction valve, tightening torque: 460 Nm
4
Fuel Oil Pressure Booster, K98ME
MAN B&W Diesel
Suction Valve, K98ME

MAN B&W Diesel
MAN B&W Diesel 2006-01-26 < 14 >

Maintenance manual, K98ME
MAN B&W Diesel
Fuel pump:
Hydraulic pressure mounting: 2200 bar
Hydraulic pressure dismantling: 2000 2400 bar
Booster housing, weight: 260 kg
Booster complete, weight: 700 kg
Hydraulic plunger, weight: 70 kg
Top cover:
Fuel plunger weight: 35 kg
Top cover, weight: 260 kg
Suction valve:
Suction valve, tightening torque: 1165 Nm
MAN B&W Diesel 2006-01-26 < 15 >
5
6. Exhaust System
B&W MAIN OFFICE COPENHAGEN ME EXHAUST VALVE
MAN B&W Diesel 2006.01.16 (4140 / PWN) <1> MAN B&W Diesel <2>
MAN B&W Diesel 2006.01.16 (4140 / PWN) <3> MAN B&W Diesel 2006.01.16 (4140 / PWN) <4>
1
Hydraulic
push rod
Exhaust valve Exhaust valve

Actuator spindle
High pressure
hydraulic oil
inlet
ELVA on-off
valve Membrane
accumulator
To drain
MAN B&W Diesel 2006.01.16 (4140 / PWN) <9> MAN B&W Diesel 2006.01.16 (4140 / PWN) < 10 >
The ME Engine
ME Exhaust Valve & Actuator Exhaust Valve Timing
mm Early opening Reference Early closing

80 Late opening Late closing
70
60
50
40
30
20
10
0
90 110 130 150 170 190 210 230 250 270 290
Dg. C. A.
MAN B&W Diesel 2006.01.16 (4140 / PWN) < 11 > MAN B&W Diesel 2006.01.16 (4140 / PWN) < 12 >
2
Hydraulic Cylinder Units (HCU) Hydraulic Cylinder Unit
HCUs mounted on an common base plate.
Fuel oil
Pressure Booster
Hydraulic Exhaust
Valve Actuator
ELFI
Proportional Valve
ELVA
On/Off Valve
Double wall high
pressure pipe
High pressure oil inlet Distribution Block

from the HPS
HCU Two-Stroke Medium Bore

ME Engine, Design Concept
HCU Unit 60ME-C.

Hydraulic pushrod
Fuel Pump
Exh. Valve actuator

Elva
Elfi
ELVA valve Alpha Lubricator
Double wall pipe Plug Valve
Common supply of HP Oil
Actuator for Exhaust Valve Exhaust Valve Actuator

The ELVA valve which drives the actuator Mounted on top of the distributor block.
on the exhaust side has two positions,
open or shut. Hydraulic push rod for opening/closing
Actuator the exhaust valve
When it is opened with a binary signal from the
engine control system, the hydraulic oil is
forced in and pushes the pistons upwards,thus
opening the engines exhaust valve via the ELVA Two-stage piston.
hydraulic push rod. Second stage
The pressure is permanently maintained

First stage
until the ELVA valve is activated to block
the pressure when the required exhaust phase
is completed.
The exhaust valve is returned to its closed High pressure oil inlet
position by the force from the air spring.

3
S70me-c ME Exhaust Valve
S50MC-C S50ME-C
Exhaust Actuator
Top cover Air spring size
for closing the
Minimesh exhaust valve
reduced Hydraulic damper for
Actuator house
fixed valve stroke
introduced
Actuator Piston
New valve spindle
1. Step
design introduced
2.Step
Exh. Valve
Feed back sensor
Oil inlet to damper
Drain pipes
ME Exhaust Valve
Self-adjusting damper piston
Hydraulic nut/measuring cone
Contact less sensor with

integrated electronics
Outlet lube oil
Inlet lube oil

Damper
Air inlet
4
Safety Valve
Safety Valve:
Adjustment of opening
pressure: 21 bar

ME Exhaust valve
S50MC-C S50ME-C
Air spring
size for
closing the
exhaust valve Hydraulic damper for
reduced. fixed valve stroke
introduced.
New valve spindle

introduced.
5
Exh. Valve Exhaust Valve Top
Spindle Rotation Check

Rod for checking spindle rotation
Reaches contact with the air

piston by activation.
Note!
The rod must only be activated
for shorter periods
6
Tightening of Damper on
Exhaust Valve Spindle
Hydraulic Jack
& Support
Damper
Air Piston
Spindle
7
Dismantling of High Pressure Pipe Hydraulic Cylinder Unit (HCU)

Valve actuation
Be sure that the
area around the
working space is
completely clean
before and during
dismantling of the ELVA On/Off Valve
hydraulic system. Exhaust Valve Actuator
Shut off the oil supply.
Close valve 420

and
open valve 421
Distribution Block
Hydraulic Cylinder Unit (HCU) Dismantling of High Pressure Pipe

Fuel injection Valve actuation
ELFI Proportional Valve

Fuel Pump Close the valve 531 for
ELVA On/Off Valve the actuator oil supply
and
the valve 536
for damper oil supply.
Accumulator
Distribution Block
8
Dismantling of High Pressure Pipe Overhaul of High Pressure Pipe
Overhaul of High Pressure Pipe Mounting of High Pressure Pipe

Open the valve 531 for

the actuator oil supply
and
the valve 536 for
damper oil supply.
Mounting of High Pressure Pipe Exh. Valve Sealing Air / Oil Dosage Unit
Close valve 421

and
open valve 420
9
Sealing Oil system.
Exhaust Valve Sealing Oil Dosage Unit Exhaust Valve Sealing Oil Dosage Unit
1. Vertical cross section, pressure low 2. Horizontal cross section, pressure low. Needle connected to output.
Spring tension
4 5 bar
10
Exhaust Valve Sealing Oil Dosage Unit Exhaust Valve Sealing Oil Dosage Unit
4. Pressure decreasing. Needle charge not released yet.

3. Pressure high. Needle connected to input and charged with oil.
Spring tension Spring tension

4 5 bar 4 5 bar
10 15 bar 10 15 bar
oil pressure. oil pressure.
Exhaust Valve Sealing Oil Dosage Unit

5. Pressure low. Needle connected to output, charge delivered.
Spring tension
4 5 bar
Grinding set-up
for
exhaust spindle.
11
Small dent marks on the

seating are acceptable
and need NOT to be
K98MC/ME
ground away if they dont
make blow-by.
Small dent marks on the spindle seating are acceptable and

need NOT to be ground away if they dont make blow-by.
MC EXHAUST VALVE
Bottom piece for engine types: K/L/S-MC/-C/-S

1983 - 1992:
26 - 50 MC Cooled Alloy 50
60 - 90 MC Cooled Stellite 6
1992 1997:
26 - 50 MC Cooled Alloy 50
60 - 90 MC Semi-cooled hard. steel
1997 - 2000:
26 - 42 MC Cooled hard.steel
46 - 98 MC Semi-cooled hard. steel
2000 :
26 - 42 MC Cooled W-seat
46 - 98 MC Semi-cooled W-seat
MAN B&W Diesel 2006.01.16 (4140 / PWN) < 71 > MAN B&W Diesel 2005.05.25 4140/PWN < 72 >
12
Exhaust Valve Spindle &
Bottom Piece 98MC/MC-C 26MC
MAN B&W Diesel MC EXHAUST VALVE MAN B&W Diesel
Chamber seat W-seat The longer lifetime on the seat area is achieved
with the new geometry of the W-seat, which
retains the temperature reducing features of the
chamber seat and combines them with the
benefit of the two narrow concentric contact
areas.
The effect is that all carbon particles which are
trapped between the spindle and bottom piece
are crushed and squeezed out and therefore
eliminated without giving rise to any appreciable
risk dents.
The spindle and seat are fit for further use

provided that :
There is contact along the entire inner
circumference of the seat.
There are no blow-by tracks across the inner 16,000 h between overhauls
part of the seats.
60-100,000 h lifetime for spindle
> 30,000 h lifetime for bottom piece
MAN B&W Diesel 2005.05.25 4140/PWN < 73 > MAN B&W Diesel 2005.05.25 4140/PWN < 74 >
13
If water leaks from

between valve seat
and cylinder cover
the upper sealing ring
must be changed.
If water leaks from

one or both holes
the lower sealing ring
must be changed.
MAN B&W Diesel 2005.05.25 4140/PWN < 79 > MAN B&W Diesel 2006.01.16 (4140 / PWN) < 80 >
Bottom Piece
Design
Exhaust Valve - References of W-seats

Small/medium bore running for more than 36000
hours without any grinding
and only very small dent marks
New seal for
bottom piece Hole for indication of cooling
lower groove water leakage from the
lowermost sealing ring or gas
leakage from the combustion
chamber
U-type sealing ring

(Teflon with a spring
back-up)
Connect compressed air to the

air spring to keep the exhaust
valve closed during mounting
Bottom Piece W-Seat

U-Type Sealing Ring:

Heat the sealing ring in 100C hot
water for at least five minutes
before mounting
14
MAN B&W Diesel MAN B&W Diesel MC EXHAUST VALVE
Valve spindle for engine types: K/L/S-MC/-C/-S
1983 - 1992:
26 - 50 MC Alloy 50
60 - 90 MC Stellite 6
Cr (0.25 mm) 1992 2002:

HVOF (0.15 mm) Nimonic
26 - 50 MC Alloy 50
S50MC / 60 - 98 MC Nimonic
SNCrW
2002 - :
26 - 50 MC DuraSpindle
S50MC / 60 - 98 MC Nimonic
1983 1996: Cr stem coating

Alloy 50 Stellite 6
1996 - : HVOF stem coating

(INCO 625 on request)
Exhaust Valve Nimonic Spindle

Formation of dent marks is an

inevitable consequence of service on
heavy fuel oil.
Dent marks may appear harmful, but

will in general have no influence on HVOF-coating
the performance of the exhaust valve
seat.
If indications of blow-by are found,

then the seat must be ground.
Vane wheel for gas

driven spindle rotation
Base Material: Nimonic 80A
Design Features
HVOF: High Velocity Oxy-Fuel Process
Coating applied on the

exhaust valve stem only
Highly wear-resistant mixture
of metal carbide and super alloy
Thermally sprayed coating
Thickness: about 0.25 mm
This process is performed by:

MAN B&W Copenhagen
MAN B&W Singapore
MAN B&W Hamburg
15
Exhaust Valve Nimonic Spindle
Formation of dent marks is an

inevitable consequence of service HVOF-coating
on
heavy fuel oil.
Dent marks may appear harmful, but

will in general have no influence on Vane wheel for gas
driven spindle rotation
the performance of the exhaust
valve
seat.
If indications of blow-by are found,

then the seat must be ground.
Base Material: Nimonic 80A
MC EXHAUST VALVE
Valve spindle stem sealing ring
HVOF - ring
Cr - ring
MAN B&W Diesel A/S

Rolled exhaust valve spindles MC EXHAUST VALVE
DuraValve
Welding and rolling preparation of DuraSpindle
Welded Ni-base alloy

10 t
Inconel 718 / Rene220
16
Exhaust valve Rolling equipment MC EXHAUST VALVE
Rolled seat area of 50MC DuraSpindle
Background
The roller is pressed against a rotating spindle at a
pressure of 10 tons. The combination of the deformation
and the subsequent heating in the oven imparts a
hardness to the interial which has not been seen before.
MC EXHAUST VALVE MC EXHAUST VALVE

Section of rolled and heat treated 35 MC DuraSpindle seat

Nimonic spindle &
chamber seat, S60MC,
25.500 service hrs
DuraSpindle &
chamber seat, S60MC,
33.900 service hrs
Hardness distribution of section

MC EXHAUST VALVE
Nimonic spindle & W-seat,

S60MC, 25.500 service hrs
DuraSpindle & W-seat,

S60MC,33.900 service hrs
17
Exhaust Valve Bottom Piece

K98MC, K98MC-C
Original design Modified design
New tool for handling

(instead of bolt assembly)
2 pcs.
Increased diameter
0.15 taper
Hardened Decreased
W-seat diameter
18
19
Design Features
HVOF: High Velocity Oxy-Fuel Process
Coating applied on the

exhaust valve stem only
Highly wear-resistant
mixture of metal carbide
and super alloy
Thermally sprayed coating
Thickness: about 0.25 mm
This process is performed by:

MAN B&W Copenhagen
MAN B&W Singapore
MAN B&W Hamburg
SPECIAL RUNNING CONDITIONS

IF
running with
an open
exhaust valve
THEN.
Mount pressure gauge at

minimess point 455
Check that the HCU is
pressure free.
1. Close valve 420

421
2. Open valve 421
SPECIAL RUNNING CONDITIONS SPECIAL RUNNING CONDITIONS

Connect the mini-mesh

hose between top
flange on actuator
point 540 and point 425
at the hydraulic block
1. Open valve 420

421
2. Close valve 421
20
98ME Special Running 98ME Special Running
Close valve 531

Shut off oil to damper
Close valve 420
Open valve 421

Mount pressure gauge at minimess point 455
Check that the HCU is pressure free.

Disconnect air supply to air cylinder
Drain off air pressure from

air cylinder with a mandrel
Remove plug screw and mount
tools to keep exhaust valve open

Open damper oil supply
Reconnect air supply Mount pressure gauge at minimess point 455

under air piston
Check that the HCU is pressure free.
21
Remove the tools which kept the Open damper oil supply, valve 531
exhaust valve open and mount

Disconnect air supply to air cylinder
Reconnect air supply
the plug screw.
under air piston
Open valve 420

Drain off air pressure from
air cylinder with a mandrel
Close valve 421
MAN B&W Diesel A/S

MAN B&W Diesel
Thank you for

your attention
Preben Noeies
MAN B&W Diesel 2006.01.16 (4140 / PWN) < 129 >
22
7. MOP Displays
MAN B&W Diesel
Going through all screens:

Alarms
Engine:
Auxiliaries
Maintenance
Admin
MAN B&W Diesel MOP displays - Tom Ballegaard/4140 2006-01-05 <1>
Engine:
Operation
MAN B&W Diesel
Access Level
MAN B&W Diesel
1
Engine:
Status
MAN B&W Diesel
Engine:
Process Information
MAN B&W Diesel Running Mode
Engine:
Process Information
MAN B&W Diesel Speed Control
2
Engine:
Cylinder Load
MAN B&W Diesel
Engine:
Cylinder Pressure
MAN B&W Diesel
Auxiliaries:
Hydraulic System
MAN B&W Diesel
3
Auxiliaries:
Scavenge Air
MAN B&W Diesel
MAN B&W Diesel MOP displays - Tom Ballegaard/4140 2006-01-05 < 10 >
Auxiliaries:
Cylinder Lubricators
MAN B&W Diesel
Maintenance:
System View, I/O Test
MAN B&W Diesel
4
Maintenance:
MAN B&W Diesel ECU-A
Maintenance:
MAN B&W Diesel ECU-A, Channel-35
Maintenance
Invalidated Inputs
MAN B&W Diesel
5
Maintenance
Network Status
MAN B&W Diesel
Admin.:
Version
MAN B&W Diesel
Admin.:
Set Time
MAN B&W Diesel
6
Alarms:
Alarm List
MAN B&W Diesel
Alarms:
Alarm List
MAN B&W Diesel
Alarms:
Event Log
MAN B&W Diesel
7
Alarms:
Manual Cut-Out List
MAN B&W Diesel
Alarms:
Channel List
MAN B&W Diesel
8
8. PMI
MAN B&W Diesel
MAN B&W Diesel PMI system - Tom Ballegaard / 4140 2006-02-19 <1>
PMI system
MAN B&W Diesel
PT diagram
MAN B&W Diesel
1
PT diagram - zoomed
MAN B&W Diesel
PV diagram
MAN B&W Diesel
Balanced plot, Pmax - Pcomp

MAN B&W Diesel
2
Balanced plot, Pi
MAN B&W Diesel
Calculated values
MAN B&W Diesel

ME Engine Training Course - MAN B&W Diesel PDF

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ME ENGINE

MAN B&W Diesel

MAN B&W Diesel

The Founding of the Company History

In 1843 Hans Heinrich Baumgarten establishes

In 1846 a partnership is established

William Wain joins the company in 1865,

Rudolf Diesel 1858 1913

The first B&W four-

1912: Single-acting crosshead four-stroke direct reversible

First Ocean Going Vessel The Worlds First Turbocharged

Engine type: 674VTBF-160

Engine Development 1952 - 1980 The History of MAN B&W Diesel

1967: Introduction of the K-EF range of engines, as well as the

1933 The first to introduce uniflow on a two-stroke engine

The MAN Group - 2005 MAN B&W Diesel Group

Locations of MAN B&W Diesel Worldwide Service Network

Great Britain Denmark

China Croatia Japan

Korea Poland Russia

MAN B&W Diesel A/S, Copenhagen

MAN B&W Diesel A/S,

Engine type 4T50MX

MAN B&W Diesel A/S,

Designations Development of the ME-

1991 Start of Intelligent Engine Project

Cape Brindisi ( 6S70ME-C)

Hydraulic Cylinder Unit Engine Room of M/T Bow Cecil

ME systems connected for service test

Fuel Booster pump

Engine Room at Bow Cecil 7S50ME-C in M/V Bow Firda

Generates the power

Hydraulic Power Supply

Self-cleaning filter with 10-micron filter mesh

Engine driven axial piston pumps supplying high pressure oil to

The ME Engine Hydraulic Oil Loop HPS 7S60ME-C

Fuel oil pressure

Large Bore ME - Aft end mounted HPS.

Engines with moment Engines without

Hydraulic Power Supply

Engine Driven Axial Piston

and Alarm Functions Chain Wheel and Step-

Self cleaning filter Redundancy filter

Supplied by Bosch Rexroth

Safety block Start-up pumps

Safety and control

Line break valves 2 x 15 kW for 50-60ME-C

Basically the same

3 engine driven axial

Engine Driven Pump (Viken 1436) Hydraulic Cylinder Units (HCU)

HCUs mounted on common base plate

Pilot valve for

Double walled high

Final Design of Double Wall Pipe Between HCU Blocks with

Oil Channel in the Distributor Block Hydraulic Cylinder Unit (HCU)

The oil channels

ME Control Valves Hydraulic Cylinder Units

FIVA valve Integrated Alpha Lubricator

ME(-C) HCU Distributor Block

Fine aut. filter

S60ME-C Hydraulic Cylinder Unit (HCU)

Fuel Oil Pressure Booster

Exhaust Valve Actuator