MAN B&W 0205-0100-0001

Warning
It is important that all MAN Diesel & Turbo engines are operated within
the given specifications and performance tolerances specified in the
engines‘ Technical Files and are maintained according to the MAN
Diesel & Turbo maintenance instructions, in order to comply with given
emission regulations.

In accordance with Chapter I of the code of Federal Regulations, Part

94, Subpart C, §94.211, NOTICE is hereby given, that Chapter I of the
Code of Federal Regulations, Part 94, Subpart K, §94.1004 requires
that the emissions related maintenance of the diesel engine, shall be
performed as specified in MAN Diesel & Turbo instructions, including,
but not limited to, the instructions to that effect included in the
Technical File.
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Preface

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MAN B&W

Technical Documentation

MAN B&W ME-C-GI

All data provided in this document is non-binding. This data serves informa-
tional purposes only and is especially not guaranteed in any way. Depending
on the subsequent specific individual projects, the relevant data may be sub-
ject to changes and will be assessed and determined individually for each
Preface

project. This will depend on the particular characteristics of each individual

project, especially specific site and operational conditions.

Original instructions
1 (2)
 MAN B&W

MAN Diesel & Turbo

DK-2450 Copenhagen SV
Phone +45 3385 1100
Fax +45 3385 1030
info-cph@[Link]
[Link]
Preface

Copyright © MAN Diesel & Turbo

All rights reserved, including reprinting, copying (Xerox/microfiche) and translation.

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MAN B&W

Chapter Warning ... .................................................................. 0205-0100-0001

Chapter 02 Table of Content and Introduction

Introduction .... ............................................................. 0220-0100-0001
Preface Chapter .... ...................................................... 0240-0100-0002

Chapter 05 Safety
Safety ... ..................................................................... 0540-0100-0002
Safety Precautions ... .................................................. 0545-0100-0009

Chapter 07 General Description

General Description .... ................................................. 0740-0100-0002
Software License ... .................................................... 0745-0150-0002
Designations ... ........................................................... 0745-0500-0001
Cross Section ... ......................................................... 0745-0800-0002

Chapter 10 Structural Parts

Structural Parts ... ....................................................... 1040-0100-0002

Chapter 14 Driving Gear

Driving Gear ... ............................................................ 1440-0100-0002

Chapter 18 Vibration Control

Vibration Control ... ..................................................... 1840-0100-0001

Chapter 22 Cylinder Unit

Cylinder Unit ... ........................................................... 2240-0100-0002
Cylinder Condition .... ................................................... 2245-0100-0005
Inspection of Nimonic Exhaust Valve Spindles .... ......... 2245-0200-0004
Inspection through Scavenge Ports .... ......................... 2255-0100-0004
Factors Influencing Cylinder Wear ... ........................... 2255-0105-0003
Cylinder Oil Feed Rate During Running-in .... ................ 2255-0125-0004
Cylinder Condition Report ... ....................................... 2255-0130-0003
Calculation of Condensate Amount ... ......................... 2255-0135-0002
Running-in Load ... ...................................................... 2255-0140-0003
Overview Of Piston Rings .... ........................................ 2255-0145-0001
Liner Condition .... ........................................................ 2255-0150-0001

Chapter 25 Bearings
Bearings ... .................................................................. 2540-0100-0002
Bearings ... .................................................................. 2545-0100-0004
Alignment of Main Bearings .... ..................................... 2545-0110-0002
Main Bearing, Thick Shell Design ... ............................ 2555-0100-0003
Main Bearing, Thin Shell Design ... .............................. 2555-0105-0004
Table of contents

Crosshead Bearing ... ................................................. 2555-0110-0004

Crankpin Bearing ... .................................................... 2555-0115-0002
Main Bearing Assemblies ... ........................................ 2555-0120-0002
Guide Shoes and Strips ... .......................................... 2555-0125-0005
Thrust Bearing Assembly ... ........................................ 2555-0130-0003
Bearing Wear Monitor ... ............................................. 2555-0136-0002
Propeller Shaft Earthing Device ... ............................... 2555-0137-0002

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 MAN B&W

Inspection of Bearings - Recording Observations ... .... 2555-0140-0003

Acceptance Criteria for Tin-Aluminium Bearings with 2555-0150-0004
overlayer ... .................................................................
Report: Crankshaft Deflections - (Autolog) .... ............... 2555-0175-0004
Cranksh Deflection, Limits .... ....................................... 2555-0180-0007
Check Measurements ... ............................................. 2555-0185-0002

Chapter 30 Lubricating Oil System

Lubricating Oil System ... ............................................ 3040-0100-0001
Cylinder Lubrication ... ................................................ 3045-0110-0009
Circulating Oil and Oil System ... ................................. 3045-0120-0002
Maintenance of Circulating Oil System ... .................... 3045-0130-0005
Turbocharger Lubrication ... ........................................ 3045-0140-0002
Circulatiing Oil System - Outside Engine (Engines with 3055-0115-0002
Uni-Lube System) ... ...................................................
Circulatiing Oil System - Inside Engine ... ..................... 3055-0125-0003
Flushing of Main Lubricating Oil System - Location of 3055-0130-0003
Chackbag and Blank Flanges .... ..................................
Cleaning System - Stuffing Box Drain Oil (Option) .... .... 3055-0135-0002
Turbocharger Lubrating Oil Pipes ... ............................ 3055-0155-0002

Chapter 34 Compressed Air System

Compressed Air System ... ......................................... 3440-0100-0002
Starting Air System ... ................................................. 3455-0100-0002

Chapter 42 Fuel System

Fuel System ... ............................................................ 4240-0100-0002
Fuel Oil .... .................................................................... 4245-0100-0004
Pressurised Fuel Oil System ... .................................... 4245-0110-0004
Fuel Treatment .... ........................................................ 4245-0120-0004
Residual Fuel Standards ... .......................................... 4255-0100-0003
Fuel Oil System ... ....................................................... 4255-0105-0004
Fuel Pipes on Engine .... ............................................... 4255-0110-0002
Fuel Oil Centrifuges - Mode of Operation ... ................. 4255-0115-0003
Centrifuge Flow Rate and Separation Temperature - 4255-0120-0002
Preheating ... ...............................................................
Preheating of Heavy Fuel Oil (Prior to Injection) .... ........ 4255-0125-0002
Sealing Oil System ... .................................................. 4255-0130-0001

Chapter 45 Hydraulics
Hydraulics ... ............................................................... 4540-0100-0002
Hydraulic System ME Engine ... .................................. 4545-0150-0003
Table of contents

EL Driven HPS, FIVA (3061145-2) ... ........................... 4555-0125-0001

EL Driven HPS, FIVA (3061145-2) ... ........................... 4555-0125-0002
Combined HPS, Common LPS, FIVA (take home 4555-0135-0001
pump) (3061154-7) ... .................................................
Combined HPS, Separat LPS, FIVA (take home pump) 4555-0140-0001
(3061155-9) ... ............................................................
Gear Driven HPS, Common LPS ME Engine Version 5, 4555-0146-0002
Rexroth pumps ... .......................................................

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MAN B&W

Gear Driven HPS, Common LPS ME Engine Version 5, 4555-0147-0002

Eaton Pumps ... ..........................................................
Leak Detection in Hydraulic System ... ........................ 4555-0150-0001
Throttle Valve on Fuel Oil Pressure Booster ... ............. 4555-0155-0002
Drainholes in HCU Block ... ......................................... 4555-0160-0001
Level Switch on ME Cylinder Lubricator ... .................. 4555-0165-0001
Hydraulic Control Oil System (Separate LPS) ... ........... 4555-0170-0001
Piping ... ...................................................................... 4555-0171-0002

Chapter 47 Electronics
Electronics ... .............................................................. 4740-0100-0002

Chapter 50 Cooling Water System

Cooling Water ... ......................................................... 5040-0100-0001
Cooling Water System, Data ... ................................... 5045-0100-0004
Cooling Water Treatment ... ........................................ 5045-0200-0002
Seawater Cooling System (Main and Auxiliary Engines) 5055-0100-0003
Jacket Cooling Water System ... ................................. 5055-0105-0003
Central Cooling System .... ........................................... 5055-0110-0003
Preheating of Jacket Cooling Water ... ........................ 5055-0115-0002
Load Dependent Cylinder Liner – Cooling Water Sys- 5055-0120-0001
tem ... .........................................................................

Chapter 54 Exhaust Gas and Scavenge Air System

Exhaust Gas and Scavenge Air System ... ................... 5440-0100-0001
Scavenge Air Drain Pipes ... ........................................ 5455-0100-0001
Scavenge Air Spaces, Fire Extinguishing Systems ... ... 5455-0105-0001
Dry Cleaning of Turbocharger - Turbine side ... ........... 5455-0110-0003
Wet Cleaning of Turbocharger - Turbine side ... .......... 5455-0115-0002
Air Cooler Cleaning System - Option ... ....................... 5455-0120-0001

Chapter 63 Performance
Performance ... ........................................................... 6340-0100-0002
Testbed Adjustments ... .............................................. 6345-0100-0001
IMO NOx Components ... ............................................ 6345-0200-0003
Observations during Operation .... ................................ 6345-0300-0002
Evaluation of Records ... ............................................. 6345-0310-0003
Cleaning Turbochargers and Air Coolers ... ................. 6345-0320-0003
Measuring Instruments .... ............................................ 6345-0330-0002
Pressure Measurements and Engine Power Calcula- 6345-0340-0002
tions .... ........................................................................
Correction of Perforemance Parameters ... ................. 6345-0350-0002
Table of contents

Turbocharger Efficiency .... ........................................... 6345-0360-0002

Estimation of the Effective Engine Power without Indi- 6345-0370-0002
cator Diagrams ... .......................................................
Load Diagram for Propulsion alone ... ......................... 6355-0100-0002
Load Diagram for Propulsion and Main Engine Driven 6355-0105-0001
Generator ... ................................................................
Performance Observations .... ...................................... 6355-0110-0001

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Readings relating to Thermodynamic Conditions .... ..... 6355-0115-0001

Synopsis Diagrams for Engine .... ................................. 6355-0120-0002
Synopsis Diagrams for Engine - Pmax ... ..................... 6355-0125-0002
Synopsis Diagrams for Engine - Pe ... ......................... 6355-0130-0002
Synopsis Diagrams for Turbocharger ... ...................... 6355-0135-0002
Synopsis Diagrams for Turbocharger Compressor and 6355-0140-0002
Turbine - Psav .... .........................................................
Synopsis Diagrams for Air Cooler ... ............................ 6355-0145-0002
Specific Fuel Oil Consumption .... ................................. 6355-0150-0002
Normal Indicator Diagram ... ........................................ 6355-0155-0001
Correction to ISO Reference Ambient Conditions - 6355-0180-0003
Maximum Combustion Pressure ... .............................
Correction to ISO Reference Ambient - Compession 6355-0205-0001
Pressure ... .................................................................
Calculation of Turbocharger Efficiency .... ..................... 6355-0210-0001
Power Estimation ... .................................................... 6355-0215-0002
Turbocharger Compressor Wheel Diameter and Slip 6355-0220-0002
Factor ... .....................................................................

Chapter 66 Operation
Operation .... ................................................................ 6640-0100-0002
Checks during Standstill Periods .... ............................. 6645-0100-0003
Preparation for Starting ... ........................................... 6645-0110-0004
Starting-up .... .............................................................. 6645-0120-0002
Loading .... ................................................................... 6645-0130-0002
Running ... .................................................................. 6645-0140-0003
Preparations PRIOR to Arival in Port ... ........................ 6645-0150-0002
Stopping ... ................................................................. 6645-0160-0002
Operation AFTER Arrival in Port .... ............................... 6645-0170-0002
Engine Control System, 50 - 108 ME/ME-C Engines . . 6645-0180-0003
Trouble Shooting ... ..................................................... 6645-0182-0001
MOP Description .... ..................................................... 6645-0190-0007
Alarm Handling on MOP .... .......................................... 6645-0240-0007
Engine Operation ... .................................................... 6645-0250-0006
Auxilliaries ... ............................................................... 6645-0260-0007
Maintenance ... ........................................................... 6645-0270-0006
Admin ... ..................................................................... 6645-0280-0005
Fire in Scavenge Air Box ... ......................................... 6645-0290-0001
Ignition in Crankcase .... ............................................... 6645-0300-0002
Turbocharger Surging - Stalling .... ............................... 6645-0310-0001
Table of contents

Running with Cylinders or Turbochargers out of Opera- 6645-0320-0003

tion ... .........................................................................
Lubrication Back Up Signal - Special running ... .......... 6645-0321-0002
Running with Cracked Cylinder Cover Studs/Staybolts 6645-0330-0001
Sequence Diagram - FPP Plant .... ............................... 6655-0115-0002
Sequence Diagram - CPP Plant ... .............................. 6655-0120-0002
MOP Overview ... ........................................................ 6655-0125-0004

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MAN B&W

MOP Alarm List .... ....................................................... 6655-0130-0007

MOP Event Log ... ....................................................... 6655-0135-0006
MOP Manual Cut-Out List ... ....................................... 6655-0140-0006
MOP Channel List ... ................................................... 6655-0145-0007
MOP Operation .... ....................................................... 6655-0150-0005
MOP Status ... ............................................................ 6655-0155-0003
MOP Process Information ... ....................................... 6655-0160-0005
MOP Process Adjustment ... ....................................... 6655-0161-0003
MOP Chief Limiters ... ................................................. 6655-0162-0003
MOP Hydraulic System ... ........................................... 6655-0175-0005
MOP Scavenge Air .... .................................................. 6655-0180-0006
MOP Cylinder Lubricators ... ....................................... 6655-0185-0005
MOP System View - I/O Test ... ................................... 6655-0190-0006
MOP Invalidated Inputs ... ........................................... 6655-0195-0006
MOP Network Status ... .............................................. 6655-0200-0006
MOP Function Test ... ................................................. 6655-0203-0003
MOP Troubleshooting ... ............................................. 6655-0204-0003
MOP Set Time ... ........................................................ 6655-0205-0006
MOP Version .... ........................................................... 6655-0210-0006
MOP Language .... ....................................................... 6655-0211-0001
Cutting Cylinder out of Action .... .................................. 6655-0215-0002
Cutting Turbocharger out of Action ... ......................... 6655-0220-0003
Turbocharger Surging ... ............................................. 6655-0225-0003
Components for Hydraulic Systems – Hydraulic Cylin- 6655-0235-0001
der Unit .... ...................................................................
Components for Hydraulic Systems – Accumulator 6655-0240-0001
Block ... ......................................................................

Chapter 70 Control System

Control System ... ....................................................... 7040-0100-0001
Guidance Value Automation ... .................................... 7045-0100-0008
Instrumentation ... ....................................................... 7045-0200-0004
Engine Control System Diagram .... .............................. 7055-0150-0003
Diagram Manoevering System ... ................................. 7055-0155-0003

Chapter 76 Tools
Tools .... ....................................................................... 7640-0100-0002

Chapter 79 Spare Parts

Spare Parts .... ............................................................. 7940-0100-0002

Chapter 82 Installation
Table of contents

Installation .... ............................................................... 8240-0100-0002

Chapter 85 Delivery
Delivery ... ................................................................... 8540-0100-0002

Chapter 88 Service Info

Service Info ... ............................................................. 8840-0100-0002

Chapter 91 Subsupplier's Info

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Supplier's Info ... ......................................................... 9140-0100-0002

Table of contents

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MAN B&W

Preface Introduction .... ............................................................. 0220-0100-0001

Table of Content and Introduction

Preface Chapter Preface Chapter .... ...................................................... 0240-0100-0002

Table of contents

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 MAN B&W 0220-0100-0001

Introduction

Introduction
MAN Diesel & Turbo | PrimeServ

The MAN Diesel & Turbo Group offers worldwide round-the-clock service, 365
days a year. Apart from the MAN Diesel & Turbo service headquarters in Augs-
burg, Copenhagen, Frederikshavn, Holeby, Stockport, St. Nazaire, Turbocharger
and service centres on all continents provide comprehensive and continuous sup-
port. The long service life associated with MAN Diesel & Turbo engines dictates a
spare parts programme that ensures components are available for engines in
operation for decades. Based on high-capacity machines, MAN Diesel & Turbo
service production facilities are able to comply with special customer requests with
the utmost precision and flexibility.

24-hour hotline number:

+49 1801 15 15 15

[Link]

The manual

The purpose of this manual is to provide general guidance regarding the operation
and maintenance, of a standard version of a MAN Diesel & Turbo product e.g. a
main engine, auxilliary engine or propeller as well as to describe the design fea-
tures of such a product. This manual is of guidance only and if any doubt should
arise regarding any data stated in this manual then the engine builder’s documen-
tation should be reffered to and/or MAN Diesel & Turbo contacted.

Deviations from a MAN Diesel & Turbo product may be found in a specific plant. If
so such deviations should be noted when ordering spare parts.

Reliable and economical operation of the MAN Diesel & Turbo product is condi-
tional upon its correct operation and maintenance in accordance with MAN Diesel
& Turbo’s instructions and recommendations/guides. Consequently, it is essential
that the engine room personnel are fully acquainted with the content of this man-
ual.

Furthermore, to ensure optimum efficiency, reliability and lifetime of the product

and its components, only original spare parts should be used when replacing parts
of the engine.
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Preface

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 0220-0100-0001 MAN B&W

The manual structure

Introduction

This manual is divided in to several chapters. Each chapter covering the complete
documentation for its relevant content.

Each chapter is made up from several document types e.g. 1065-0100-0001. The
documentation type number is the third and fourth digit.

Examples of document types are as follows.

15 - Preface

45 - Description

55 - Drawings

65 - Maintenance Workcard

70-90 - Spare part plates.

The following 5-8 digits are the Identification (ID) number of the document in the
relevant chapter of a certain document type.

The last 4 digits form the edition number.

Example:
2272-0420-0028

22 72 0420 0028
Chapter Document Type ID Number Edition

Data designations

Designations in a Workcard starting with a “T” or “F” refer to the information given
on the data sheets inserted in the beginning of the relevant Workcard.

Referring to this manual

When contacting MAN Diesel & Turbo referring to this instruction manual, please
include title, edition no., and, if relevant, page no.
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Example:
Preface

Piston - 2265-0401-0028 - Page 2

For a specific engine, also specify the name of the vessel, IMO number, engine
number and engine builder.

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 MAN B&W 0220-0100-0001

Example:

Introduction
Bow Firda - 9250751 - 052024 - MAN Diesel & Turbo - 2272-0420-0028

Ordering of Spareparts

When ordering/requesting spare parts for any product by MAN Diesel & Turbo,
add the following information to ensure delivery of correct parts for the specific
engine: Document ID, Part Number, Quantity and Description. Notice that a part
number can also be a Sensor code identification number (e.g. PT 8501) as descri-
bed in chapter 70 – Control System.

Example: Bow Firda - 9250751 - 052024 - MAN Diesel & Turbo -

2272-0420-0028-017 - 8 pcs - (Piston ring no. 1)

NB! Item no. “000” orders the complete assembly as displayed on the plate.

Service Letters

In order to ensure up-to-date manuals on operation and maintenance, MAN Diesel

& Turbo and its licensees, regularly send out Service Letters, containing first-hand
information regarding accumulated service experience.

Service Letters can either deal with specific product types or contain general
instructions and recommendations for all products in a product range, and are
used as a reference when we prepare up-dated instruction manual editions.

Therefore, since new Service Letters could be of great importance to the operation
of the plant, we recommend that the engine staff file them to supplement the rele-
vant chapters of this manual or add them to chapter 88 - Service Info.

Internet services

MAN Diesel & Turbo is always working on new and better ways to provide up-to-
date information and documentation for its customers. Visit our homepage for fur-
ther details about the current services offered and how to access these.

Additional Information

Further details may be found in:

▪ Sub-supplier manuals
▪ Plant Installation drawings
▪ Shop trial report
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0220-0100-0001

▪ Sea trial report

▪ EIAPP Technical File
Preface

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 0220-0100-0001 MAN B&W

Copyrights
Introduction

This manual is subject to copyright protection. The manual must not, wheter in
whole or in part, be copied, reproduced, made public, or in any other way made
available to any third party, without the prior written consent of MAN Diesel &
Turbo.

Responsible publisher

MAN Diesel & Turbo

Teglholmsgade 41

DK-2450 Copenhagen

Denmark

Homepage: [Link]

Telephone: +45 33 85 11 00

Telefax: +45 33 85 10 30

CVR. No.: 31 61 17 92

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Preface

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 MAN B&W 0240-0100-0002

Table of Content

Table of Content & Introduction

This chapter of the instruction book is intended to provide the user with a table of
where the various instructions are located.

Introduction

In addition this chapter is intended to provide the user with a guide of how to use
the instruction book as well as a description of the logical structure of the instruc-
tion book.
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Preface

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MAN B&W

Preface Chapter Safety ... ..................................................................... 0540-0100-0002

Safety
Description Safety Precautions ... .................................................. 0545-0100-0009

Table of contents

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 MAN B&W 0540-0100-0002

Safety

Safety
This chapter of the instruction book is intended to provide the user with relevant
details of all the safety precautions which must be observed during operation and
maintenance of the engine in order to obtain safe and reliable conditions.
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 MAN B&W 0545-0100-0009

1 General

Safety Precautions
Correct operation and maintenance, which is the aim of this book, are crucial
points for obtaining optimum safety in the engine room. The general measures
mentioned here should therefore be routine practice for the entire engine crew.

2 Engine Room Staff

Operation and Maintenance of MAN B&W engines is to be carried out exclusively

by qualified professional personnel.

Minimum personal safety equipment

requirements:

1. Safety shoes.
2. Hearing protection.
3. Boiler suit or other similar
protective wear.

3 Special Dangers

Numerous situations may lead to risks of serious injuries to the body.

The following recommendations must always be observed:
• Keep clear of the space below a crane with load.
• Before opening of cocks, always observe which way liquids, gases or
flames will move, and keep clear.
• Dismantling of parts may also cause the release of springs.
• Do not stand near turbochargers in case of any abnormal running.
• Do not stand near crankcase doors or relief valves - nor in corridors near
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doors to the engine room - if an alarm for oil mist, high lube oil
0545-0100-0009

temperature, no piston cooling oil flow, or scavenge box fire is set off.
Description

See also Description 6645.

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 0545-0100-0009 MAN B&W

4 Turning Gear
Safety Precautions

Before engaging the turning gear, ensure that the starting air supply is shut off, the
main starting and slow turning valves are blocked, and that the indicator cocks are
open.

When the turning gear is engaged, check that the indicator lamp “Turning gear in”
has switched on.

The turning gear remote control is a critical device and should always be kept in
optimal working condition. Any fault in the device or cable must be rectified before
use.

When operating the turning gear it is important to note the following:

The turning gear must be operated by the remote control and only by the person
working on the engine.

Warnings must be given before each turning. Operation of the turning gear from
the switchboard must not take place while maintenance work is in progress inside
the engine.

Block the switch or place a “Do not touch” sign.

5 Entering the Crankcase or Cylinder

Always ensure that the turning gear is engaged and the brake is active,
to prevent external forces or unbalance of the crankshaft from turning
the crankshaft.

Check that the starting air supply to the engine and the starting air distributor is
shut off and that the main starting valve is locked.

In case of oil mist alarm, precautions must be taken before opening the doors to
the crankcase (see description 6645-0300). Before entering, ventilate the crank-
case for about 30 minutes after stopping the engine.

Work inside the crankcase requires the use of fall protection harness and arrestor
equipment.
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0545-0100-0009
Description

Work inside the crankcase is as minimum a two-man job, and good communica-
tion must be maintained at all times.

The turning gear must always be operated exclusively by the person(s) who enters
the crankcase or cylinders.

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 MAN B&W 0545-0100-0009

6 Cleanliness

Safety Precautions
The engine and engine room should always be kept clean and tidy.

Oily rags must never be left around the engine room spaces as they are highly
flamable and slippery.

Remove any oil spill at once.

If there is a risk of grit or sand blowing into the engine room, stop the ventilation
and close the ventilating ducts, skylights and engine room doors.

Welding or other work that causes spreading of grit and/or swarf must not be car-
ried out near the engine unless it is closed or protected and the turbocharger air
intake filters are covered.

The exterior of the engine should be kept clean, and the paintwork maintained, so
that leakages can be easily detected.

7 Fire

Keep the areas around the relief valves free of oil, grease, etc. to
prevent the risk of fire caused by the emitted hot air/gas if the relief
valves open.

Do not weld or use naked lights in the engine room until it has been ascertained
that no explosive gases, vapour or liquids are present.

If the crankcase is opened before the engine has cooled down, welding and the
use of naked flames will result in the risk of explosions and fire. The same applies
to inspection of oil tanks and of the spaces below the floor.

Attention is furthermore drawn to the danger of fire when using paint and solvents
with a low flash point. Porous insulating material, soaked with oil from leakages, is
easily inflammable and should be renewed. See also description 6645-0290,
6645-0300 and ‘Sealing Materials’ in this chapter

8 Order/Tidiness
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0545-0100-0009
Description

Hand tools should be securely fastened and placed on easily accessible tool pan-
els. Special tools should be fastened in the engine room, close to the area to be
used.

Do not place engine parts on engine galleries while the engine is running.

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 0545-0100-0009 MAN B&W

Do not leave major objects unfastened, and keep floor and passages clear at all
Safety Precautions

times.

9 Spares

Large spare parts should, as far as possible, be placed near the area to be used,
well secured, and accessible by crane.

All spares should be protected against corrosion and mechanical damage. The
stock should be checked at intervals and replenished in good time.

10 Lighting

Ample working light should be permanently installed at appropriate places in the

engine room spaces, and portable working light should be obtainable everywhere.
24v safety lamps must be available for use inside the engine.

11 Harmful Materials

Always follow the manufacturer's specific instructions, i.e. the material safety data
sheet.

Use protective gloves, goggles, breathing mask and any other recommended pro-
tective gear, as stated in the material safety data sheet.

While handling harmful materials it is important to secure proper ventilation and

shielding if needed.

In the event of leaks or spillage, spread binding agents immediately. Disposal of

the binding agents, according to the material safety data sheet.

12 Lifting Precautions

Plan lifting of engine components through all steps of the lifting procedure.

Use tackles between engine room crane and components, when lifting loads
below 500 kg.

Make sure lifting attachments are tightened into full contact with the component to
be lifted.

Only use designated lifting points, see Instruction Manual for guidance.
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0545-0100-0009

Never exceed the lowest Safe Working Load (SWL) of the lifting equipment in the
Description

lifting chain.

Keep lifting equipment clear of sharp edges.

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 MAN B&W 0545-0100-0009

Make sure to attach the load correctly on the crane hook.

Safety Precautions
Always keep clear of the space below a crane carrying a load.

13 Working Air

Use of working air requires safety goggles and gloves.

Avoid blowing pressurised air directly at any part of the body especially exposed
skin.

14 Sealing Materials

Use gloves made of neopren or PVC when removing O-rings and other rubber/
plastic-based sealing materials which have been subjected to abnormally high
temperatures.

First aid measures in the event of skin contact:

▪ Rinse with plenty of water
▪ Remove all contaminated clothing
▪ Consult a doctor
▪ Dispose of all material and gloves in accordance with laws and regulations.

15 Hot Surfaces

Beware of hot surfaces and always use gloves.

16 Alarms

It is important that all alarms lead to prompt investigation and remedy of the error.
No alarm is insignificant. The most serious alarms are equipped with slow-down
and/or shut-down functions. It is therefore important that all engine operation per-
sonnel are familiar with and well trained in the use and importance of the alarm
system.
2013-11-19 - en

0545-0100-0009
Description

5 (8)
 0545-0100-0009 MAN B&W

17 Subsuppliers and external equipment

Safety Precautions

Please check the special instructions concerning subsupplier delivery and external
equipment for specific warnings!

18 Safety notes

This warning is used when an operation, procedure, or use may cause

personal injury or loss of life.

This warning is used when an operation, procedure, or use may cause

a latently dangerous state of personal injury or loss of life.

This warning is used when an operation, procedure, or use may cause

damage to or destruction of equipment and a slight or serious injury.

This warning is used when an operation, procedure, or use may cause

damage to or destruction of equipment.

2013-11-19 - en
0545-0100-0009
Description

6 (8)
 MAN B&W 0545-0100-0009

19 Safety Precautions at Maintenance

Safety Precautions
Before carrying out maintenance work stop and block the engine according to the
safety precautions given on the specific Work Card.
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0545-0100-0009
Description

7 (8)
 0545-0100-0009 MAN B&W

20 Data Sheet Signs

Safety Precautions

Data sheets may include warning signs for special dangers that could arrise in
connection with the maintenance procedures.

Warning signs Mandatory action signs

General warning General mandatory

sign action sign

Explosive material Wear ear protec-

tion

Drop (fall) Wear eye protec-

tion

Slippery surface Wear safety foot-

wear

Electricity Wear protective

gloves

Overhead load Wear face shield

Hot surface Wear head protec-

tion

Crushing Wear mask

Overhead obstacle Wear respitory

protection

Flammable Wear safety har-

ness

Crushing of hands Disconnect before

carrying out main-
tenance
2013-11-19 - en
0545-0100-0009

Pressurized cylin-
der
Description

Pressurized device

8 (8)
MAN B&W

Preface Chapter General Description .... ................................................. 0740-0100-0002

General Description
Description Software License ... .................................................... 0745-0150-0002
Designations ... ........................................................... 0745-0500-0001
Cross Section ... ......................................................... 0745-0800-0002

Table of contents

1 (1)
 MAN B&W 0740-0100-0002

General Description

General Description
This chapter of the instruction book is intended to provide the user with informa-
tion regarding the software license which applies to this instruction book. In addi-
tion various naming conventions (designations) used in the instruction book are
explained.
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0740-0100-0002
Preface

1 (1)
 MAN B&W 0745-0150-0002

Standard Conditions of Software Licence

Software License
Software supplied by MAN Diesel & Turbo separately or included as a part of any
system or embedded in any device is licensed by MAN Diesel & Turbo A/S (“MAN
Diesel & Turbo”) subject to the customer’s acceptance of the following standard
conditions of licence.

TAKING THE SOFTWARE IN USE WILL INDICATE THE CUSTOMER’S ACCEPT-

ANCE OF THESE CONDITIONS.

1 Right of Ownership

Software is delivered under a non-exclusive and non-transferable user’s licence

from MAN Diesel & Turbo against a once-for-all fee. MAN Diesel & Turbo and its
software suppliers retain the right of ownership to the software.

If the engine plant - for which the software is acquired - is transferred to a third
party the customer has the right to assign the licence to this third party, provided
that the third party agrees to the terms of this licence agreement and provided that
the customer does not retain any copies of the software.

2 Copyright

The customer must not copy the software or any part thereof. Furthermore the
customer is not allowed to make the software available to a third party or to
reverse engineer, decompile or disassemble the software.

3 Support

If required by the customer MAN Diesel & Turbo shall provide technical support for
installation and training in use of the software against separate payment.

4 Updating

The non-exclusive user’s licence does not include any updating of the software. If
and to the extent MAN Diesel & Turbo updates the programs or develops new ver-
sions, such updates or new versions shall be made available to the customer
against separate payment.

5 Warranty & Liability

MAN Diesel & Turbo warrants that the software and data media containing the
software are free of defects in material and workmanship at the time of delivery. If
2012-09-20 - en

0745-0150-0002

the software and data media are found to be defective and are returned to MAN
Description

Diesel & Turbo within 90 days from the date of delivery, they will be replaced free
of charge.

1 (2)
 0745-0150-0002 MAN B&W

Except as stated above, MAN Diesel & Turbo disclaims liability for breach of condi-
Software License

tions or warranties, either expressed or implied, with respect to the software and
data media, including warranties of suitability and applicability for a particular pur-
pose.

MAN Diesel & Turbo’s liability for damages to the customer for any cause whatso-
ever, regardless of the form of any claim or action, shall not exceed the total
licence fee paid by the customer for the license to use this software under this
license agreement. MAN Diesel & Turbo shall in no event be liable for any dam-
ages resulting from loss of data, profi ts or use of equipment, or for any special,
incidental consequential damages arising out of or in connection with the use or
performance of the software.

The limitations in liability stipulated above in this clause 0 shall also apply to MAN
Diesel & Turbo’s software suppliers.

6 Law

MAN Diesel & Turbo’s tenders and contracts with customers regarding delivery of
data and programs, including the present licence agreement, shall be interpreted
according to Danish Law.

2012-09-20 - en
0745-0150-0002
Description

2 (2)
 2012-09-21 - en

MAN B&W

Description Designations
0745-0500-0001
0745-0500-0001

1 (1)
 2012-09-21 - en

MAN B&W

Description Cross Section

0745-0800-0002
0745-0800-0002

1 (1)
MAN B&W

Preface Chapter Structural Parts ... ....................................................... 1040-0100-0002

Structural Parts
Table of contents

1 (1)
 MAN B&W 1040-0100-0002

General

Structural Parts
Engine Seating
Section: 10XX-01YY
Regarding the engine seating for the specific engine, see the supplier’s special
instructions.
Holding down bolts
Section: 10XX-02YY
The bedplate is secured to the bottom of the ship by means of holding down
bolts.
Staybolts
Section: 10XX-03YY
The bedplate, framebox and the cylinder frame are tightened together to form one
unit by means of staybolts.
Bedplate
Section: 10XX-04YY
The bedplate is made in one section. The bedplate consists of two welded, longi-
tudinal girders and a number of cross girders which support the main bearings.
Each main bearing has one main bearing cap which are secured by studs and
nuts, designed for tightening with hydraulic tools.
See also Description 2545-0100 and Chapter 25 “Bearings”.

The bedplate is fitted with an axial vibration damper. For the design and function-
ing of the axial vibration damper, see also Chapter 18 “Vibration Control”.
Framebox
Section: 10XX-06YY
A framebox is bolted to the top of the bedplate. The framebox is made in one
piece. Together, the bedplate and the framebox constitute the crankcase of the
engine.

The framebox is fitted with steelplate doors for access to the crossheads and to
the main and crankpin bearings.

For each cylinder, the framebox is equipped with a slotted pipe in which the piston
cooling oil outlet pipe is fitted to the crosshead shoe is able to travel. From the
slotted pipe the cooling oil is, through an outlet pipe, led to the oil tray of the bed-
plate.

Equipment for local checking of the cooling oil temperature and flow, and for tem-
perature and flow alarms, is installed in conjunction with the outlet pipe. See also
Description 7045-0100.
Relief Valves
On the exhaust side of the engine a number of spring loaded relief valves are fitted,
which will open in the event of excessive pressure in the crankcase/ chain casing,
for instance as a result of the ignition of oil mist.
2012-09-25 - en

1040-0100-0002

Keep the areas around the relief valves free of oil, grease, etc.
to prevent the risk of fire caused by hot air/gas emitted in the
Preface

event that the relief valves open.

1 (4)
 1040-0100-0002 MAN B&W

Regarding how to:

Structural Parts

• avoid evaporation of the lubricating oil in the crankcase,

• detect oil mist in the crankcase using an ‘Oil Mist Detector’.

See Description 6645-0300.

Do not stand near crankcase doors or relief valves – or in

corridors near doors to the engine room casing in the event of
an alarm for:
a) oil mist
b) high lube oil temperature
c) no piston cooling oil flow, or
d) scavenge box fire
Alarms b, c and d should be considered as pre-warnings of a possible
increasing oil mist level.
See also our Service Letter SL97-348/ERO.

If there has been a crankcase explosion, the complete flame

arrester of the relief valves must be replaced.

Cylinder Frame
Section: 10XX-07YY
The cylinder frame is designed wih an integrated camshaft housing. The cylinder
section is tightened together with the engine framebox and the bedplate by means
of stay bolts. Alternatively as a complete welded assembly integrating the scav-
enge air receiver into the cylinder frame.
Bores and openings
Central bores at the top of the cylinder frame enclose the cylinder liners. Central
bores in the bottom of the cylinder frame enclose the piston rod stuffi ng boxes.
On the exhaust side of the cylinder frame there are openings which connect the
scavenge air space around the cylinder liner with the longitudinal scavenge air
receiver of the engine. There are also inlet pipes for cooling and lubricating oil. The
cylinder frame is provided with cleaning and inspection covers giving access to the
scavenge air spaces.
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1040-0100-0002

Cylinder cover studs

Studs for fastening the cylinder cover are mounted in the cylinder frame.
Crankshaft
Preface

The crankshaft is either of the semi-built type, where the parts are shrunk together.

2 (4)
 MAN B&W 1040-0100-0002

The main bearings are lubricated via a main lubricating oil pipe that branches off to

Structural Parts
the individual bearings, whereas oil for lubricating the crankpin bearings is supplied
from the crossheads through bores in the connecting rods.

The crankshaft is provided with a chain wheel for the camshaft drive and a turning
wheel. Furthermore, a tuning wheel, a torsional vibration damper and a chain
wheel drive for 2nd order moment compensators are installed, if required accord-
ing to vibration calculations. See chapter 18 “Vibration Control”.

Marine engines (except geared plants):

At the aftmost end of the engine, a thrust bearing is fitted. See chapter 25 “Bear-
ings”.

Stationary engines and geared marine plants:

The crankshaft is provided with a collar for the guide bearing. The purpose of the
guide bearing is to keep the crankshaft in its proper position in the axial direction.
Turning Gear
The turning gear is fastened to the engine bedplate and is driven by an electric
motor.

Via a worm gear and a following planetary gearing, the motor drives a horizontal
shaft equipped with a gear wheel, which can be axially displaced manually so as to
engage with the turning wheel of the engine.

This displacement is performed by means of a big vertical lever placed on the pro-
tecting shield of the gear wheel. A small vertical lever, placed on the end cover of
the protecting shield of the turning gear, locks the position of the big lever in,
respectively, engaged and disengaged position between the gear wheel and turn-
ing wheel.

Locking is performed by engagement of a tap of the small lever into two notches
of the big vertical lever.

When the big lever is in its most forward position, the turning gear is not engaged
with the turning wheel.

Engagement of the gear wheel with the turning wheel is achieved by moving the
big lever to its most aftwards position. In this position, an interlock valve inserted in
the starting air system of the engine is actuated by the big lever. This interlock pre-
vents starting air from being supplied to the engine as long as the turning gear is in
the engaged position.

Through an inspection groove at the top of the protecting shield, it must always be
ensured that the gear wheel is in correct position according to the planned opera-
tion of the turning gear.
2012-09-25 - en

1040-0100-0002

Always ensure that any of the two positions of the big lever (engagement/disen-
gagement of the turning wheel) is locked by the small lever.
Preface

See also Description 6645-0120.

3 (4)
 1040-0100-0002 MAN B&W

Dismantling of working parts:

Structural Parts

During any dismantling of working parts of the engine, the turning gear
must be in the engaged position in order to prevent outside forces
from turning the engine, thus causing injuries to personnel or damage
to the machinery. See Workcards, Datapages.

Pressure testing of starting valves:

The turning gear must be in the disengaged position during pressure
testing of starting valves, as a leaky valve may cause the engine to
rotate, and damage the turning gear. See Description 6645-0170.

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1040-0100-0002
Preface

4 (4)
MAN B&W

Preface Chapter Driving Gear ... ............................................................ 1440-0100-0002

Driving Gear
Table of contents

1 (1)
 MAN B&W 1440-0100-0002

General

Driving Gear
Crosshead
Section: 14XX-02YY
The crosshead is provided with two guide shoes fitted on the crosshead ends.

The centre part of the crosshead is designed as a bearing journal which is housed
in the crosshead bearing.

The crosshead bearing cap is provided with a cut-out enabling the piston rod to
be assembled with the crosshead journal. See also Description 2545-0100 and
Chapter 25 “Bearings”.
Piston rod foot
The piston rod foot is fastened to the crosshead. To match different engine lay
outs, a shim of predetermined thickness is inserted between the piston rod and
the crosshead.
Lubrication
The crosshead is provided with bores for distributing the oil supplied through the
telescopic pipe, partly as cooling oil for the piston, partly as lubricating oil for the
crosshead bearing and guide shoes and – through a bore in the connecting rod –
for lubricating the crankpin bearing.

The piston cooling oil outlet is led through a control device for each cylinder for the
purpose of checking the temperature and flow before the oil is passed on to the
lube oil tank.
Guide shoes
The sliding faces of the guide shoes are lined with cast-on bearing metal.

The guide shoes are guided by crosshead guides in the engine framebox and
properly secured against displacement by guide strips fastened to the guide
shoes.

On some engines, the guide shoes are provided with counterweights.

Tightening
The crosshead bearing is held together by studs and nuts. The nuts are tightened
with hydraulic tools.

The crankpin bearing is fitted with steel shells lined with bearing metal and assem-
bled in the same way as the crosshead bearing.
Chain Drive
Section: 14XX-04YY
The chain drive consists of one or more roller chains running on chain wheels fitted
on the crankshaft and the camshaft. The chain is kept tightened by a chain tight-
ener placed in the chain casing between the crankshaft and the camshaft.

The long free lengths of the chain are guided by rubber-clad guide bars. Lubricat-
2012-09-25 - en

1440-0100-0002

ing oil is supplied through spray pipes fitted at the guide bars and chain wheels.
Preface

1 (1)
MAN B&W

Preface Chapter Vibration Control ... ..................................................... 1840-0100-0001

Vibration Control
Table of contents

1 (1)
 MAN B&W 1840-0100-0001

General

Vibration Control
Axial Vibration
Damper Section: 18XX-01YY
To counteract heavy axial vibrations, and any resultant adverse forces and vibra-
tions, the crankshaft is provided with an axial vibration damper.

The damper consists of a ‘piston’ and a slit-type housing. The ‘piston’ is made as
an integrated collar on one of the main bearing journals, and the housing is moun-
ted on the pertaining main bearing support.

The axial movement is damped as a result of the ‘restrictions’ incorporated in the

bores which interconnect the oil-filled chambers on the two sides of the ‘piston’.

Lubricating oil is supplied to both sides of the ‘piston’ from the main system.
Moment
Compensators Section: 18XX-02YY
On the basis of calculations, the engine may be provided with fly weights to coun-
teract engine forces and moments.

If the chain drives for the compensators have been dismantled,

the flyweights must be positioned correctly in relation to the
crankshaft. See Workcard 1865-0200.
Incorrectly fitted moment compensators may excite heavy vibrations.

1st order moment

Applicable on 4-cylinder engines. The moment compensator is arranged as adjust-
able flyweights on both ends of the crankshaft.

Alternatively, the 1st order moment compensator can be positioned in the main
chain drive.

This moment compensator consists of a (new) chaintightener wheel with an incor-

porated flyweight and a flyweight rotating with the crank shaft.
2012-09-25 - en

1840-0100-0001
Preface

1 (1)
MAN B&W

Preface Chapter Cylinder Unit ... ........................................................... 2240-0100-0002

Cylinder Unit
Description Cylinder Condition .... ................................................... 2245-0100-0005
Inspection of Nimonic Exhaust Valve Spindles .... ......... 2245-0200-0004

Drawing Inspection through Scavenge Ports .... ......................... 2255-0100-0004

Factors Influencing Cylinder Wear ... ........................... 2255-0105-0003
Cylinder Oil Feed Rate During Running-in .... ................ 2255-0125-0004
Cylinder Condition Report ... ....................................... 2255-0130-0003
Calculation of Condensate Amount ... ......................... 2255-0135-0002
Running-in Load ... ...................................................... 2255-0140-0003
Overview Of Piston Rings .... ........................................ 2255-0145-0001
Liner Condition .... ........................................................ 2255-0150-0001

Table of contents

1 (1)
 MAN B&W 2240-0100-0002

General

Cylinder Unit
Exhaust Valve
Each cylinder is equipped with an exhaust valve, which is mounted in a central
bore in the cylinder cover. The valve housing is attached with four studs and nuts
to form a gastight seal against a seat in the cylinder cover.
Valve housing
The valve housing has an exchangeable bottom piece. The bore for the valve spin-
dle is provided with an exchangeable spindle guide liner.

The valve housing is water cooled. The cooling water is passed to the valve hous-
ing after it has passed the cylinder cover. The water is discharged from the upper
part of the valve housing.

On the front of the valve housing there is a cleaning cover through which the cool-
ing water space can be checked and cleaned.
Valve spindle
The part of the spindle stem which travels within the sealing arrangement of the air
cylinder is coated with a wear resistant mixture of metal carbide and super alloy,
applied by the HVOF process.

On the lower cylindrical part of the valve spindle a vane wheel is fitted which cau-
ses the valve spindle to rotate while the engine is running.

Lifting/rotation check rod:

To enable checking the functioning of the exhaust valve while the engine is run-
ning, a ‘lifting/rotation check rod’ is mounted on top of the hydraulic cylinder on
the exhaust valve. Spindle rotation is indicated by regular changes in the top and
bottom positions of the check rod.

This check rod is only for checking purposes, and must not be
permanently activated.

Pistons:
At the top of the spindle, two pistons are fitted:

1. Air piston.
The piston serves to close the exhaust valve. The piston is locked to the spindle by
a two-piece conical ring.

2. Hydraulic piston.
2012-09-25 - en

The piston serves to open the exhaust valve. The hydraulic piston has two piston
2240-0100-0002

rings and a damper arrangement, de signed to dampen the closing of the valve.
The damper arrangement is the self-adjusting type.
Preface

Air cylinder
The air cylinder is mounted on top of the valve housing. Air for closing the exhaust
valve is supplied through a non-return valve to the space below the piston.

1 (5)
 2240-0100-0002 MAN B&W

A safety valve is mounted in the bottom of the air cylinder. The safety valve is con-
Cylinder Unit

nected to the drain pipe which leads to the camshaft housing.

Hydraulic cylinder
The hydraulic cylinder is attached with studs and nuts on the air cylinder on top of
the exhaust valve housing.

The exhaust valve is opened by the valve spindle being forced down by the piston
in the hydraulic cylinder. A throttle valve designed for deaerating the oil system is
fitted at the top of the cylinder.

The Control Oil Level (COL) system incoporated into the design of the hydraulic
cylinder housing ensures that air chamber under the air piston is air tight.
Piston
The piston consists of two main parts:

• Piston Crown

• Piston Skirt

The piston crown is tightened to the upper end of the piston rod, and the piston
skirt is tightened to the piston crown.

The piston crown is provided with three small grooves for the fitting of lifting tools.

The piston crown is provided with chromium plated grooves for four piston rings.

Piston ring No. 1 is a Controlled Pressure Relief ring (CPR).

Piston ring No. 2, 3 and 4 have oblique cuts:

• piston ring No. 3 has a right-hand cut, and

• piston rings Nos. 2 and 4 have left-hand cuts.

On the ME series the piston rings are provided with Alu-coating to improve the
running-in stability and to reduce the running-in period. Handle with care, as
impact may cause the coating to crack and peel off.
Piston Rod
The piston rod has a through-going bore for the cooling oil pipe, which is se cured
to the piston rod top.

Cooling oil is supplied through a telescopic pipe connection on the guideshoe or

on the crosshead and passed through a bore in the piston rod foot and through
2012-09-25 - en
2240-0100-0002

the cooling oil pipe in the piston rod, to the piston crown.

The oil is passed on, through a number of bores in the thrust part of the piston
Preface

crown, to the space around the cooling oil pipe in the piston rod.

2 (5)
 MAN B&W 2240-0100-0002

From the bore in the piston rod foot, the oil is led through the crosshead to a dis-

Cylinder Unit
charge spout and to a slotted pipe inside the engine framebox as well as through a
control device for checking the flow and temperature.
Crosshead
The piston rod foot rests on a face cut out in the crosshead pin.

A shim is inserted between the piston rod and the crosshead. The thickness of the
shim is predetermined to match the actual engine layout.

The piston rod is fastened to the crosshead pin with screws or studs and nuts.
The nuts are tightened with hydraulic tools.
Stuffing Box
The bore for the piston rod between the scavenge air space and the crankcase is
fitted with a piston rod stuffing box, which is designed to prevent the lubricating oil
in the crankcase from being drawn up into the scavenge air space.

The stuffing box also prevents scavenge air (in the scavenge air space) from leak-
ing into the crankcase. The stuffing box housing consists of two parts, which are
bolted together.
Scraper/sealing
The housing is provided with a number of machined ring grooves:
rings
The uppermost groove holds a scraper ring with oblique edges, which serves to
prevent sludge from the scavenge box from being drawn down to the other rings.

Furthermore, a sealing ring is fitted below the scraper ring (except on 35MC type
engines).

• The ring grooves in the middle are fitted with sealing rings.

• The lowermost ring grooves are fitted with scraper rings which scrape the lubri-
cating oil off the piston rod.

Oil which is scraped off the piston rod is returned to the crankcase through bores
in the stuffing box housing.

Through bores in the housing and a pipe, the stuffing box communicates with a
control funnel on the outside of the engine, which enables the sealing/scraping
performance to be checked.

Gaps at the ends of the ring segments ensure that the rings will bear against the
piston rod even in worn condition.
Cylinder Liner and
2012-09-25 - en

The cylinder liner is fitted with a cooling jacket. The cooling water is supplied at the
2240-0100-0002

Cooling Jacket
lower part of the cooling jacket.
Preface

On slimtype liners, the water continues directly to the upper part of the cooling
jacket, whereas on the borecooled type liner, the water first passes through the
cooling bores. From the top of the cooling jackets, the water flows through water
connections to the cooling jacket on the lower part of the cylinder cover.

3 (5)
 2240-0100-0002 MAN B&W

Leakage of cooling water is prevented by silicone rubber rings.

Cylinder Unit

The cylinder liner is tightened against the top of the cylinder frame by the tension-
ing force from the cylinder cover studs being transmitted via the cylinder cover.
Scavenge air ports
The part of the cylinder liner which is located in the scavenge air space of the cylin-
der frame is provided with a number of scavenge air ports, which are uncovered
by the piston when this is in its bottom position. The scavenge air ports are bored
at an oblique angle to the axis of the cylinder liner so as to give the scavenge air a
rotary movement in the cylinder.
Cylinder lubrication
In the free part of the cylinder liner, between the cooling jacket and the cylinder
frame, there are a number of bores with non-return valves for the supply of lubri-
cating oil to the cylinder.
See also Chapter 30 “Lubricating System”.
PC-ring
A piston cleaning (PC) ring is mounted at the top of the cylinder liner. The purpose
of the PC-ring is to prevent the building up of deposits on the piston topland and,
in turn, prevent the wiping away of the cylinder lubricating oil. Consequently, the
PC-ring contributes to reducing the wear of liners and rings.
Cylinder Cover
The cover has a central bore for the exhaust valve, which is attached by means of
four studs and nuts. The cover furthermore has bores for the fuel valves, starting
valve, starting air inlet and indicator cock.
Cooling
A cooling jacket is mounted on the lower part of the cylinder cover, whereby a
cooling water space is formed.

Another cooling water space is formed around the exhaust valve seat, when the
exhaust valve is installed. These two spaces communicate through a large number
of cooling bores in the cover.

The water is supplied from the cooling jacket surrounding the cylinder liner and
passes through water connections to the cooling jacket surrounding the cylinder
cover and, further on, through the cooling bores, to the space around the exhaust
valve seat.

From here the water is discharged to the main cooling water outlet pipe.
See also Chapter 50 “Cooling Water System”.
Tightening
The cylinder cover is tightened against the top of the cylinder liner with nuts and
long studs fitted in the cylinder frame. The nuts are tightened with hydraulic tools.

Sealing between the cylinder cover and cylinder liner is obtained by means of a
sealing ring of mild steel.
2012-09-25 - en
2240-0100-0002

Indicator Valve
Each cylinder is fitted with an indicator valve, which communicates with the com-
Preface

bustion chamber of the cylinder through a bore.

4 (5)
 MAN B&W 2240-0100-0002

Operating
When opening the indicator valve, the spindle must be screwed right back to the
Instructions!

Cylinder Unit
stop in order to avoid burns and carbon in the guide.

For indicator valves of the double-seated design with a spring-

loaded closing face:
In order to prevent overstressing, close the valve lightly before starting
the engine, and retighten the valve when the engine has reached its
normal service temperature.
2012-09-25 - en

2240-0100-0002
Preface

5 (5)
 MAN B&W 2245-0100-0005

1 General

Cylinder Condition
It is important to keep the engine crew updated with information from the latest
Service Letters issued by MAN Diesel & Turbo.

To obtain and maintain a good cylinder condition involves the control of many fac-
tors. Since most of these factors can change during the service period – and can
be influenced by service parameters within and outside the control of the engine
room staff – it is of great importance that running conditions and changes are fol-
lowed as closely as possible. By means of continual monitoring, it is normally pos-
sible to discover abnormalities quickly and thereby, take countermeasures at an
early stage. In particular, it is advisable to regularly check the cylinder condition by
means of inspection through the scavenge ports from the scavenge air receiver
(35-98 bore) and via the small covers on the manoeuvring side as well – especially
concentrating on the piston ring condition.

2 Piston Ring Function

All MAN B&W two-stroke engines are equipped with four piston rings made in a
cast iron alloy. The function of the piston ring is to give a gas-tight sealing of the
clearance between the piston and cylinder liner. This seal is brought about by the
gas pressure above and behind the piston ring, which forces it downwards,
against the bottom of the ring groove, and outwards against the cylinder wall. In
order to ensure optimum sealing, it is therefore important that the piston rings, the
grooves, and the cylinder walls, are of proper shape, and that the rings can move
freely in the grooves (since the piston will also make small horizontal movements
during the stroke). The lubrication of the piston rings influences the sealing as well
as the wear and deposits.

Large bore ring pack con-

figuration (most 80-98
engine types): Four rings
with Alu-coat for running-
in, a CPR top ring, Cer-
met coating on ring Nos.
1 and 4 and Chromium
on the lower face of ring
Nos. 1 and 2. Most other
engine types are normally
configured without Cer-
met coating and Chro-
mium, but always with
Alu-coat as standard.
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Experience has shown that unsatisfactory piston ring function is one of the main
factors contributing to poor cylinder condition. For this reason, regular scavenge
Cylinder Condition

port observations are strongly recommended as a means of judging the ring con-
dition.
The ring pack consist of one high ring with double S-lock (the uppermost) and
three low rings with oblique cut ring ends.

In order to make the uppermost piston ring more resistant against ring breakage,
especially at the ring lock, it is approx. 30 % higher than ring 2 – 3 – 4 which are all
of the same height, and alternating cut left and right.

Coating

To ease running-in, all piston rings have a 0.3 mm layer of aluminium bronze. This
reduces the running-in time considerably, on the test-bed, at the sea trial and in
service, as well as after piston overhaul.

Large bore engines (80-98) have hard coating on the uppermost ring and on ring
No. 4, so as to ensure a long-term satisfactory cylinder condition and to increase
the tribological stability / scuffing margin, see drawing 2255-0145.

Furthermore, some rings have Cr plating on the lower face on ring No. 1 (upper-
most) and ring No. 2 to endure higher levels of abrasive particles. By hard-chrome
plating the lower face, the surface structure becomes smooth and prevents abra-
sive particles from being trapped, thereby reducing the ring groove wear.

The hard coating (cermet coating) on the uppermost piston ring is introduced to
reduce the wear on the top ring and to ensure that the CL (controlled leakage)
grooves in extreme cases are not prematurely worn out.

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Description

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 MAN B&W 2245-0100-0005

CPR (controlled pressure relief) Ring, CL and POP Versions

Cylinder Condition
CPR-CL
In order to control the pressure
drop across the ring pack and,
especially, to avoid too high
pressure a drop across the
upper most ring socalled CL
(controlled leakage) grooves
are used on the uppermost pis-
ton ring on all large bore
engines (60 -98). The number
of grooves, the distribution on
the circumference and the
depths depend on the cylinder
bore.

CPR-POP
For small bore engines (26-50),
the depths of the grooves
would not be deep enough to
accept a reasonable wear
potential. Instead, rings with
grooves placed on the lower
face are used. The designation
for this ring type is POP. (port
on plane).
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3 Scavenge Port Inspection

Cylinder Condition

3.1 General
The scavenge port inspection provides useful information about the condition of
cylinders, pistons, skirts, piston rods and rings.

The inspection consists of a visual examination of the piston, piston skirts, rods,
piston rings and the lower part of the cylinder liner directly through the scavenge
air ports, and measurements of the ring clearance, the CL grooves, the POP grove
opening and the thickness of possible piston ring coating.

To reduce the risk of a scavenge box fire, even though this phenomenon is very
rare on modern engines, remove any oil sludge and carbon deposits in the scav-
enge air box and receiver in connection with the inspection. With the relevant
pumps running an evaluation can be made of the fuel valves sealing tightness, the
piston tightness for lube oil and the cylinder cover's sealing tightness for cooling
water.

The port inspection should be carried out at the first stop after a long voyage, e.g.
by anchoring if possible, to obtain the most reliable result with regard to the effec-
tiveness and sufficiency of the cylinder lubrication and the combustion cycle (com-
plete or incomplete). A misleading result may be obtained if the port inspection is
carried out after arrival at harbour, since manoeuvring to the quay and low-load
running, e.g. river or canal passage, requires increased cylinder oil dosage, i.e. the
cylinders are excessively lubricated. Further, during low load, the combustion cycle
might not be as effective and complete as expected, due to the actual fuel oil qual-
ities and service (running) condition of the fuel injection equipment. It is highly rec-
ommended to take this information into consideration when evaluating the cylinder
condition.

The inspection must take place at least twice a month. If in port anyway.

3.2 Procedure
For the Inspection procedure see work card 2265-0401.

Scavenge port inspections are best carried out by two persons. The more experi-
enced person inspects the surfaces and states his observations to an assistant,
who records them and later enters them in MAN Diesel & Turbo standard forms.
Keep cooling water, fuel oil and cooling oil circulating, so that possible leakages
can be detected.
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 MAN B&W 2245-0100-0005

ALWAYS bring the turning gear switch into the scavenge air

Cylinder Condition
receiver during inspection.
Block the starting air supply to the main starting valve. Open the
indicator valves.
Block the hatch cover to the receiver to prevent it from closing by
accident.
Bring in bottles with drinking water for consumption in the scavenge
air receiver. Take care when moving around in the receiver and bring
proper lighting. Pockets for thermometers are placed in head level.
Hard hat is also recommended. Remember to take breaks to replenish
fluid lost from sweating, especially in hot climates.

Engage the turning gear. Remove the inspection covers on the fuel pump side of
the cylinder frame, and clean the openings. Open the doors or the cover(s) on the
scavenge air receiver. Do not enter the scavenge air receiver before it has been
thoroughly ventilated. Begin the inspection on the cylinder with the piston nearest
BDC. Inspect the piston, skirts, rods, rings, and cylinder wall. Wipe the running
surfaces clean with a rag to ensure correct assessment of the piston ring condi-
tion.

Use a powerful lamp to obtain a true impression of the details. Bring in a small
camera to make documentation of the condition of the scavenge port inspection
etc. Instead of flash use the lamp as the light source.

Record the results on drawing 2255-0100 and use the symbols as shown to
ensure easy interpretation of the observations.

Keep the records to form a log book of the cylinder condition. Measure the total
clearance between the piston rings and the ring grooves. Measure the CL-groove
depths and the thickness of the ring coating, if applicable. Continue the inspection
on the next cylinder with its piston nearest BDC, and so on according to the firing
order. Note down the order of inspection for use at later inspections. Check the
non-return valves (flap valves/butterfly valves) in the auxiliary blower system for
easy movement and possible damage and inspect the condition of the water mist
catcher. Remove any oil sludge and carbon deposits in the scavenge air boxes
and receiver. If fuel oil or excessive system oil is found, the fuel valve or pulled pis-
tons should be pressure tested. Record the observations on drawing 2255-0100.
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3.3 Observations
Cylinder Condition

3.3.1 Scavenge Receiver Condition

Check and note the condition of the scavenge receiver.

Scavenge Receiver, NO
SLUDGE
Note: Water washing from
defect water mist catcher could
cause a very clean scavenge air
receiver.

Scavenge Receiver, SLUDGE –

S
Normal picture. Indicates good
cylinder condition.

Scavenge Receiver, MUCH

SLUDGE – MS
Remove any oil sludge and car-
bon deposits in scavenge
receiver.

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 MAN B&W 2245-0100-0005

3.3.2 Leakage

Cylinder Condition
Check the piston crown top for any leakages (remember to keep cooling water,
fuel oil and lubricating oil circulating during the inspection).

Leaking oil - LO
If oil is found on the piston, determine if
it is fuel oil or lube oil. Fuel oil will be
black and sticky, indicating a fuel valve
is leaking. Lube oil will be brown and
non-sticky, indicating it could be from
an exhaust valve.

Leaking water - LW
Water on a piston indicates a cooling
system leak. If water is found, it is
important to determine what the cause
is. Use either a mirror or photo, to
establish if the leak is from the cylinder
cover, exhaust valve or a cracked liner.

3.3.3 Piston rings: in good condition

When good and steady
service conditions have
been achieved, the
running surfaces of the
piston rings and cylin-
der liner will be worn
bright (this also applies
to the ring undersides
and the “floor” of the
ring grooves which,
however, cannot be
seen until a piston is
pulled).
In addition, the rings
will move freely in the
grooves and also be
well oiled, intact, and
not unduly worn. The
ring edges will be
sharp when the original
roundings have been
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worn away, but should

Description

be without burrs.

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 2245-0100-0005 MAN B&W

3.3.4 Piston rings: micro-seizure

Cylinder Condition

Temperarily increase the cylinder oil dos-

age; If seizures are observed.

If micro-seizures as observed on the piston

rings are not properly attended, by reducing
the pmax and engine load on the respective
unit, and by increasing the lubrication feed
rate, according to instructions (1.2 g/kWh),
scuffing of the cylinder liner can occur,
causing momentarily high wear of all com-
bustion chamber parts.
If, over a period of time, the oil film is parti-
ally interrupted or disappearing, so that dry
areas are formed on the cylinder wall, these
areas and the piston ring surfaces will, by
frictional interaction, become finely scuffed
and hardened, i.e. the good “mirror surface”
will have deteriorated.

In case of extreme micro-seizures (for scuff-

ing see item 5.6.1) , sharp burrs may form
on the edges of the piston rings.

A seized surface, which has a characteristic

vertically-striped appearance, will be rela-
tively hard, and may cause excessive cylin-
der wear. Due to this hardness, the dam-
aged areas will only slowly disappear (run-in
again) if and when the oil film is restored.

As long as the seizure is allowed to con-

tinue, the local wear will tend to be exces-
sive. Seizure may initially be limited to part
of the ring circumference, but, since the
rings are free to “turn” in their grooves, it
may eventually spread over the entire run-
ning face of the ring.

The fact that the rings move in their grooves

will also tend to transmit the local seizure all
the way around the liner surface.
If extreme seizures (for scuffing see item
5.6.1) have been observed, it is recommen-
ded that the cyl. oil feedrate is temporarily
increased to 1.2 g/kWh.
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If load reduction of more than one unit is

Description

required, please contact MAN Diesel &

Turbo for advice.

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3.3.5 Piston rings: scratcing

Cylinder Condition
Scratching is caused by hard abrasive particles originating from the ring itself or,
more likely, from the fuel oil or air intake. With regards to liner and ring wear, the
actual scratching is not necessarily a serious problem, but the particles can have
serious consequences elsewhere (see Item 5.5).

3.3.6 Piston rings: sticking

If, due to thick and hard deposits of
carbon, the piston rings cannot move
freely in their grooves, dark areas will
often appear on the upper part of the
cylinder wall (this may not be visible at
the port inspection). This indicates a
lack of sealing, i.e. combustion gas
blow-by between piston rings and cylin-
der liner.

The blow-by will provoke oil film breakdown, which in turn will increase cylinder
liner wear. Sticking piston rings will often lead to broken piston rings. The free
movement of the rings in the grooves is essential and can be checked either by
pressing them with a wooden stick (through the scavenge ports) or by turning the
engine alternately clockwise and counter-clockwise to check the free vertical
movement.

3.3.7 Piston rings: breaking/collapse

Broken piston rings manifest themselves during the scavenge port inspection by
their:
▪ lack of elastic tension when the rings are pressed into the groove with a stick
▪ blackish appearance
▪ fractured rings
▪ missing rings or missing ring parts.
Piston ring breakage is caused by a phenomenon known as “ring collapse”. How-
ever, breakage may also occur due to continual striking against wear ridges on the
cylinder liner TDC area, or other irregularities on the cylinder wall. Collapse occurs
if the gas pressure behind the ring is built up too slowly and, thereby, exerts an
inadequate outward pressure. In such cases, the combustion gas can penetrate
between the liner and ring, and violently force the ring inwards in the groove. This
type of sudden “shock” loading will eventually lead to fracture – especially if the
ring ends “slam” against each other. This phenomenon is, however, seldomly
observed on modern engines.
The mentioned slow pressure build-up behind the rings can be due to:
▪ carbon deposits in the ring groove
▪ too small vertical ring clearance
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▪ partial sticking
Description

▪ poor sealing between the ring and the groove floor

▪ “clover-leafing” (see below).

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“Clover-leafing” is a term used to

Cylinder Condition

describe longitudinal corrosive liner

wear at several separate points around
the liner circumference – i.e. in some
cases the liner bore may assume a “clo-
ver-leaf” shape.

3.3.8 Piston Rings: Blow-by

Leakage of combustion gas past the piston rings (blow-by) is a consequence of
sticking, collapsed or broken of rings.

At the later stages, when a complete blow-by occurs, it is usually due to sticking
rings or ring breakage caused by collapse.

Blow-by is indicated by black, dry areas on the rings and also by larger black dry
zones on the upper part of the liner wall. This can only be seen when overhauling
the piston or when exchanging the exhaust valve.

3.3.9 Deposits on pistons

Usually, some deposits from the cylinder oil will accumulate on the side of the pis-
ton crown (top land). Carbon deposits on the ring lands (the area on the pistons
between the piston rings) indicate lack of gas sealing at the respective rings, see
drawing 2255-0100. The piston cleaning ring between the cylinder cover and liner
normally remove superfluous and harmful deposits on the pistons.

If the deposits are abnormally thick, their surfaces may be smooth and shiny from
rubbing against the cylinder wall. Such contact may locally wipe away or absorb
the cylinder oil film, resulting in bore polish, micro-seizure and increased wear of
liner and rings. In some instances, mechanical clover-leafing can occur, i.e. vertical
grooves of slightly higher wear in between the lubricating quills.

Such conditions may also be the result of a combustion condition which overheats
the cylinder oil film. This could be due to faulty or defective fuel valves or insuffi-
cient turbocharger efficiency.
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3.3.10 Lubricating Condition

Description

Note if the “oil film” on the cylinder wall and piston rings appears to be adequate,
see Item 3.1. Black or brownish coloured areas may sometimes be seen on the
liner surface. This indicates corrosive wear, usually from sulphuric acid (see Item
5.4), and should not be confused with grey-black areas, which indicates blow-by.

These deposits are often only of cosmetic nature and will not lead to wear issues.

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 MAN B&W 2245-0100-0005

The phenomenon is often connected to humidity in the scavenge air and may dis-
appear when the vessel enters cold and less humid areas.

Cylinder Condition
See Item 5.4 and chapter 3045-0110.

3.4 Replacement of piston rings

It is recommended to replace the complete set of piston rings at each piston over-
haul to ensure that the rings always work under optimal service conditions, thereby
giving the best ring performance. Stretching the rings lead to stress and care must
be taken not to open the rings more than necessary when installing them on the
piston.
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4 Cylinder Overhaul
Cylinder Condition

To ensure correct recording of all relevant information, it is recommended that the

“Cylinder Condition Report” (drawing 2255-0130) is used.

4.1 Intervals between piston overhaul

It is recommend to decide the interval between piston overhaul based on the con-
dition of the units observed at scavenge port inspections and not on fixed inter-
vals. In other words: It is not a good idea to pull piston No. 4, based on running
hours, if it is piston No. 6 that needs overhaul.

Also base the actual intervals between piston overhauls on the previous wear
measurements and observations from scavenge port inspections. Often the guid-
ing intervals between piston overhauls can be prolonged considerably without any
harm to the cylinder condition, provided frequent scavenge port inspections are
carried out.

Regarding procedures for the dismantling and mounting of pistons, see work card
2265-0501. Remove the piston cleaning (PC) ring between the liner and the cylin-
der cover, and mark the position of the ring to allow fitting of the PC-ring in the
same position as it is worn together with the liner. Carefully remove any coke
deposits and wear ridges from the upper part of the liner before fitting the piston.

Regarding procedure for checking the PC-ring, see work card 2265-0601. The
PC-ring is part of the liner and will not need to be exchanged unless it is broken.

4.2 Initial inspection and removal of the piston rings when the piston has been pulled
Only use the standard MAN Diesel &
Turbo ring opener for fitting and
removal of piston rings. Only expand
the rings sufficiently to fit over the pis-
ton. This opener prevents local over-
stressing of the ring material, which in
turn would often result in permanent
deformation causing blow-by and bro-
ken rings. Straps to expand the ring
gap, or tools working on the same prin-
ciple, should never be used.
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Description

4.3 Cleaning
Clean the piston rings. Clean all ring grooves carefully. If carbon deposits remain,
they may prevent the ring from forming a perfect seal against the floor of the
groove. Remove deposits on the piston crown and ring lands. Remove any
remaining coke deposits from the upper section of the liner.

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4.4 Measurement of ring wear

Cylinder Condition
Please refer to work card 2265-0501

4.5 Inspection of cylinder liner

The aim is to obtain controlled corrosive wear (0.03 - 0.05mm / 1000h) of the liner
surface by applying different cylinder oil feed rates, depending on the fuel oil sul-
phur content (Alpha ACC lubrication algorithm), to avoid liner polishing and subse-
quent seizures.

4.5.1 Cylinder wear measurements

See work card 2265-0601

Before measuring the cylinder wear with a pin gauge:

▪ ensure that the tool and cylinder liner temperature values are close
▪ record the tool and cylinder liner temperatures on drawing 2255-0130 to ena-
ble correction
▪ Íf possible take a “zero” measurement

Measure the wear with the pin gauge at the vertical positions marked on the guide
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rail. Measure in both transverse and longitudinal directions. The guide rail ensures
Description

that the wear is always measured at the same positions. Record the measure-
ments on drawing 2255-0130.
Tools with electronic measurement equipment can be used through the scavenge
ports if dismantling of the cylinder cover is not possible.

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4.5.2 Correction of wear measurements

Cylinder Condition

Correct the actual wear measurements by multiplying with the following factors, if
the temperature of the cylinder liner is higher than the temperature of the tool. This
enables a comparison to be made with earlier wear measurements.
∆t° (Tliner - Ttool) C Factor

10 0.99998
20 0.99976
30 0.99964
40 0.99952
50 0.99940
Example (90 bore):

Δt measured: 30 °C

Corrected value: 901.3 × 0.99964 = 900.98 (i.e. a reduction of 901.3-900.98 =

0.32 mm)

However, a zero measurement can be made in the top of the cylinder liner, above
ring No. 1 (TDC), where there is no wear. The wear can then be calculated.

4.5.3 Maximum wear

The maximum allowable wear of cylinder liners is in the interval of 0.4% to 0.8% of
the nominal diameter, depending on the actual cylinder and piston ring perform-
ance. When the interval between necessary piston overhauls becomes too short,
for instance due to ovality, it is time to renew the liner and the PC ring.

4.5.4 Checking liner surface

Inspect the liner wall for scratches, micro-seizures, wear ridges, corrosive wear,
and surface structure if possible.

If corrosive wear is suspected, or if a ring is found broken, take extra wear meas-
urements around the circumference at the upper part of the liner. Press a new pis-
ton ring into the cylinder. Use a feeler gauge to check for local clearances between
the ring and liner. This can reveal any “uneven” corrosive wear, see Item 3.3.

Be aware that if the liner is not ovally worn and the highest wear does not exceed
0.3% of the liner diameter, it is possible to increase the expected service life of the
liner by re-establishing the wave cut shape on the running surface by machining
either in situ or at one of the MAN Diesel & Turbo service centres. However, please
note, wave-cut machining (by grinding) does not compensate for liner ovality. To
compensate for liner ovality, causing premature ring breakage, liner honing is rec-
ommended.
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Black shiny areas are often found on

Cylinder Condition
the liner surface just above the scav-
enge air ports. These areas of black
deposits, called lacquer formations, are
harmless and are formed by a combina-
tion of water in the scavenge air and
cylinder oil. The layer can be rather diffi-
cult to remove and can be left as it is.

4.6 Piston skirt, crown and cooling space

The piston skirt is made of cast iron and is equipped with two bronze rings to
reduce the risk of scuffing. Some engines have a special molybdenum coating on
the skirts instead of the two bronze rings.

Scuffing of the skirt is rare and mostly

of cosmetic nature, and is not always a
sufficient reason for exchange.

If the burning/corrosion condition of the piston crown exceeds the maximum per-
missible, send the piston crown for reconditioning. The maximum permissible
burning, see work card 2265-0401

Inspect the crown for cracks by dye checking or similar.

Pressure-test the piston assembly to check for possible cooling oil leakages.

If the piston is taken apart, for instance due to oil leakage, check the condition of
the joints between the crown, the piston rod, and the skirt. Inspect the cooling
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space and clean off any carbon/coke deposits.

2245-0100-0005
Description

Replace the O-rings. Check that the surfaces of the O-ring grooves are smooth.
This is to prevent twisting and breakage of the O-rings. Polish the grooves with
emmery paper if leakages are found and new O-rings must be installed. Pressure
test the piston after assembling.

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 2245-0100-0005 MAN B&W

For safety reasons, the measurements of the burning of the crowns must not take
place with the piston and cylinder cover in situ by placing the template on the
Cylinder Condition

crown via the scavenge ports. The cylinder cover must be dismantled or the piston
pulled.

4.7 Piston ring grooves

Check the piston ring grooves as described in work card 2265-0401
If the ring groove wear exceeds the values stated in data sheet 2265-0400, send
the piston crown ashore for reconditioning (new chrome plating).

If the ringgroove wear is exceeding the limits the ring grooves may need re-welding
and machining before re-chroming.

4.7.1 Chrome plating macro cracks

The hard chrome plating of the ring groves is defined to be micro cracked. This
ensures that the strong tensile residual stresses in the plated chrome layer are
partly released.

During operation (thermal influence), the chrome plating in the piston ring grooves
may crack into a macro pattern. This is normal and acceptable and not expected
to cause further deterioration. More macro cracks may develop during operation.

4.8 Reconditioning of the running surfaces of liner and skirt

If there are micro-seized areas on the liner or skirt:
▪ Scratch-over manually with a coarse carborundum stone (grindstone), moving
the grindstone crosswise at an angle of 20 to 30 degrees in horizontal direc-
tion. This is done to break up the hard surface glaze.
▪ Leave the “scratch marks” as rough as possible. It is not necessary to com-
pletely remove all signs of “vertical stripes” (micro-seizure).

If horizontal wear ridges are found in the cylinder liner, by the top ring TDC position
it is recommended to create a circumferential groove by milling or grinding. The
groove serves to prevent the build-up of a new wear ridge and protect the new top
ring from breakage.

Two methods (grinding and milling) of removing wear ridges are described in word
card 2265-0601.

4.9 Piston ring gap (new rings)

Check the gap as described in work card 2265-0401.

4.10 Fitting of piston rings

Fit the piston rings. See also item 3.4. Push the ring back and forth in the groove
to make sure that it moves freely.
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Only use the MAN Diesel & Turbo standard piston ring opener and do not open
Description

the gap excessively, see also item 4.2.

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4.11 Piston ring clearance

Cylinder Condition
When the rings are in place, check and record the vertical clearance between the
ring and ring groove.

Furthermore, insert a feeler gauge of the thickness specified in work card

2265-0401, and move it all the way round the groove both above and below each
piston ring. Its free movement will confirm the proper clearances as well as cleanli-
ness.

4.12 Cylinder lubrication (Alpha and ME Lubricator) and mounting of piston

Check the cylinder lubrication during piston overhaul:

With the piston dismantled, press Pre-lubrication on the HMI panel and check that
pipes and joints are leak-proof and that oil sprays out from each lubricating orifice
on the liner.

If any of the above-mentioned inspection points have indicated that the cylinder oil
amount should be increased or decreased adjust the feed rate as described in
chapter 3045-0110.

Mount the piston,see work card 2265-0401.

Before mounting the overhauled piston, remove any remaining deposits from the
upper part of the liner.
▪ With the piston dismantled, press Pre-lubrication on the HMI panel and check
that pipes and joints are leak-proof and that oil sprays out from each lubricat-
ing orifice on the liner.
▪ If any of the above-mentioned inspection points have indicated that the cylin-
der oil amount should be increased or decreased adjust the feed rate accord-
ingly as described in Chapter 3045-0110.
▪ Coat the piston and liner with clean cylinder oil.
▪ Before mounting the overhauled piston, remove any remaining deposits from
the upper part of the liner.
See the separate instruction book for Alpha Lubricator.

4.13 Running-in
If new or reconditioned cylinder liners and/or piston rings are installed, allowance
must be made for a running-in period.

4.13.1 Running-in of cylinder liners and rings

The following text refer to drawing 2255-0125 and the mentioned feed rates are
valid for a cylinder oil of BN70 standard. The actual obtained feed rate should
always be corrected according to the actual BN. In the following the terms “High
topland” and “Semi high topland” are used for the pistons. The topland is the des-
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ignation for the top of the piston crown from the uppermost piston ring groove to
the top of the piston.
Description

For the semi high topland the whole area from the uppermost piston ring groove to
the top of the piston can be observed at the same time through the scavenge
ports. For the high topland pistons only part of the topland can be observed. The

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 2245-0100-0005 MAN B&W

previous engine types were in many cases equipped with pistons with low topland,
where the whole topland and a number of the rings could be observed at the
Cylinder Condition

same time through the scavenge ports.

[Link] Large bore engines (60-98)

Running-in periods are classified in three categories:
1. Breaking-in (0-500h)
2. Running-in, phase 1. (500-1500 h)
3. Running-in, phase 2. (1500-3000 h)
4. After conclusion of running in

The purpose of adding extra lubricating oil during the running-in period is to:
▪ flush away wear particles
▪ build up an oil film in a not yet run-in cylinder
The running-in process has been eased and shortened considerably with alu-coat
running-in coating on all four piston rings. Cylinder liner running-in is facilitated by
semi-honed liner surface.

It is recommended to carry out frequent scavenge port inspections during the first
2500 hours.

Breaking-in (0-500 hours)

Piston ring and liner breaking-in takes 500 running hours maximum. A fixed, rela-
tively high lubrication feed rate during the breaking-in period is recommended.

During breaking-in, the running-in coating on the piston rings will gradually wear
off, and the plateaus of the wave shape of the cylinder liner running surface will
smoothen. During this process extra lubricating oil is required to flush away wear
particles and build a satisfactory oil film between the still relatively rough sliding
surfaces.

During breaking-in, it is recommended to check the piston rings through the scav-
enge ports every 100 hours. Do not proceed to the next lubrication step if the
scavenge air port inspection reveals seizures or other irregularities.

A five hour stepvise load increase from 50% load to max load is recommended.
When running in new piston rings in well running liners, 5-hour load-up from 50%
load to max load is also recommended. The load limitation can be set for a single
cylinder unit by adjusting the individual fuel pump index.

Running-in phase 1 (500-1500 hours)

After the first 500 running hours, standard sulphur-dependent lubrication can be
applied and the Alpha ACC algorithm can take over the lubrication control.
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For a BN70 oil, MAN Diesel & Turbo recommends a running-in phase 1 feed rate
Description

of 0.26 g/kWh x fuel oil sulphur content in %.

At approx. 1500 hours, alu-coating is usually worn through and the base material
or the cermet coating on the top and bottom rings is visible.

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 MAN B&W 2245-0100-0005

When reaching 1500 running hours, carefully check the piston rings and the cylin-
der liner through the scavenge ports. If the alu-coating is worn through, proceed to

Cylinder Condition
running-in, phase 2.

Running-in phase 2 (1500 – 3000 hours)

If no irregularities are found, a feed rate reduction to 0.23 g/kWh x sulphur %
(BN70 oil) is reccommened.

Inspect the piston rings and the cylinder liner through the scavenge air ports at
3000 running hours. If no irregularities are found, it is recommend to reduce to a
feed rate of 0.20 g/kWh x sulphur % (BN70 oil).

If, at any point, signs of micro-seizures or high wear are found it is recommended
to switch to the previous setting, i.e. 0.26 g/kWh (BN70 oil).

After conclusion of running in

After reaching the actual final feed rate setting this should be continuously verified
by regular inspections of the components wear condition. If signs of micro seizures
or high wear is found, it is recommended to switch to the previous setting provid-
ing established stable conditions.

[Link] Small bore engines (26-50 bore)

The following text refers to drawing 2255-0125, and the feed rates are valid for a
cylinder oil of BN70 standard. The actual feed rate obtained should always be cor-
rected according to the actual BN as stated in the mentioned table.
Running-in
During the first running-in, a relatively high fixed dosage is recommended: 1.5 g/
kWh for the first 250 hours succeeded by 1.2 g /kWh for another 250 hours. After
these 500 hours of initial running-in, where ample oil is used for flushing away wear
particles from the sliding surfaces, ACC running with the factor 0.34g/kWh x S%
should be introduced.

The next 2000 hours should be used for a gradual reduction towards the basic
setting, i.e. the ACC factor 0.26 g/kWh x S%.

Regulation from the upper ACC factor of 0.34 g/kWh x S % to the basic setting of
0.26 g/kWh x S% should take place stepvise over a 2000 hour period. The size of
the steps may depend on the evaluation of the actual lubrication and deposit con-
dition appearing from scavenge port inspections.

After reaching the actual final feed rate setting, this should be continuously verified
by regular inspections of the components wear condition. If signs of micro-seiz-
ures or high wear are found, it is recommended to switch to the previous setting
providing established stable conditions.

4.13.2 Running-in of a single cylinder

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If only one cylinder has been overhauled, the fuel pump index for the cylinder in
Description

question can be decreased in proportion to the required load reduction, under the
condition that the torsional vibration in the propeller shaft will allow it.

As the vibration condition due to the reduction of the fuel pump index of one cylin-
der is very similar to running the engine with one cylinder in misfire, a barred
engine speed range may apply. Consult the class-approved report on the torsional

19 (26)
 2245-0100-0005 MAN B&W

vibration of the actual propeller shaft system and avoid any barred speed range
during running-in.
Cylinder Condition

Before starting the engine, fix the fuel rack for the pertaining cylinder at 16% of
MCR index.

Increase the index stepwise in accordance with the breaking-in schedule.

Regarding the pressure rise pcomp - pmax, see comp. max., see chapter 6645-0140.
If the engine is fitted with the Turbo Compound System (TCS), the TCS must be
out of operation if running-in with reduced index is chosen so as to safeguard the
TCS gear equipment.
Manoeuvring and low load
See drawing 2255-0140.
In practice, the engine must be able to operate freely in the whole manoeuvring
range. The situation where a low load has to be maintained for an extended
period, the breaking-in programme should be suspended until higher loads are
continued. At this point the running in programme should also be continued.

4.13.3 Running-in of rings after a piston overhaul

When running-in new piston rings in already run-in and well running liners based
on standard BN70 cylinder oil, the breaking-in time is recommended to 5 hours
from 50% to 100% load. The cylinder oil feed rate should be increased by 25% for
the first 24 running hours.

4.13.4 Feed rates

Feed rate recommendations for different engine types may be found in our latest
service letters.
Current latest service letter:
Cylinder oil feed rate
Engine type Service letter
All ME/ME-C/ME-B/ME/MC/MC-C and SL2013-571
ME-GI engines with electronically con- "Guiding ACC values for all engines".
trolled lubricators.
60-80 bore types MC/MC-C and ME/ SL2013-571
ME-C with high top-land and Alpha "Guiding ACC Feed Rates for Alpha
Lubricator or ME Lube. Lubricator and ME Lube"
26-50 bore types MC/MC-C and ME/ SL07-479
ME-B/ME-C and 60-98 bore types MC/ "New ACC Guidelines, all MC/MC-C
MC-C and ME/ME-C without high top- and ME/ME-C type engines Mk6 and
land, and with Alpha Lubricator or ME higher, with Alpha ACC system"
Lube. All mk.6 and higher.
26-98 bore types MC/MC-C with SL00-385
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mechanical lubricator. 26-50 MC/MC-C "Cylinder Oil Dosage, Marine MC-

engines with low topland.
Description

Engines"

20 (26)
 MAN B&W 2245-0100-0005

26-50 MC/MC-C engines with high top- SL12-553

Cylinder Condition
land and mechanical lubricator. "Cylinder Lubrication Guidelines, Small
bore MC/MC-C engines"
NOTE: Always check for the latest service letters from MAN B&W.
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Description

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 2245-0100-0005 MAN B&W

5 Factors Influencing Cylinder Wear

Cylinder Condition

5.1 General
Drawing 2255-0105 gives a summary of the most common causes of cylinder
wear. The following gives a brief explanation of the most important aspects, and of
the precautions to be taken to counteract them.

5.2 Materials
Check that the combination of piston ring type and cylinder liner material complies
with the engine builder's recommendations. For engines in guarantee, always fol-
low the engine builder's recommendations.

5.3 Cylinder oil

Check that the quality and feed rate are in accordance with the recommendations
in chapter 3045-0110.

5.4 Corrosive wear

5.4.1 The influence of sulphur in the fuel

Corrosive wear is caused by formation and condensation of water and sulphuric
acid on the cylinder wall.

In order to minimise condensation, the engine design incorporates optimised tem-

perature level of the liner wall, based on the actual engine layout.

To reduce the risk of corrosive attack:

▪ Keep the cooling water outlet temperatures within the specified interval, see
Chapter 4265.
▪ Use only approved alkaline cylinder lubricating oils, see chapter 3045-0110.
▪ Preheat the engine before starting, as described in chapter 6645.
▪ Check that the drain from the water mist catcher(s) functions properly, and
water droplets are prevented from entering the cylinders, see item 5.4.4.
▪ Check the condition of the water mist catcher(s) for cracks in the frame and
correct mounting at every inspection through scavenge ports. Check for cor-
rect mounting through inspection and mounting covers twice a year.

It is important that any corrosion tendency is ascertained as soon as possible. If

corrosion is prevailing:

▪ Check cylinder feed rate, see item 5.3.

▪ Increase feed rate
▪ Check alkalinity, see item 5.3.
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▪ Check timing of the cylinder oil injection.

Description

▪ Check cooling water temperatures and the drain from the water mist catcher,
as above. The amount of described condensate can be read from drawing
2255-0135.

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 MAN B&W 2245-0100-0005

In case of too small cylinder oil feed rate or too low alkalinity, the alkaline additives
may be neutralised too quickly or unevenly, during the circumferential distribution

Cylinder Condition
of the oil across the liner wall. This systematic variation in alkalinity may produce
“uneven” corrosive wear on the liner wall, see item 3.3.7 regarding ‘clover-leafing’.

5.4.2 Sodium chloride (salt)

Seawater (or salt) in the intake air, in the fuel, or in the cylinder oils, will involve the
risk of corrosive cylinder wear. The corrosion is caused by sodium chloride (salt),
which forms hydrochloric acid.

To prevent salt water from entering the cylinder, via the fuel and cylinder oil:
▪ Centrifuge the fuel carefully (run two centrifuges in parallel with reduced flow)
▪ Do not use the bunker tanks for ballast water.

5.4.3 Cleaning agents (air cooler) (to be used with stopped engine only)
The air side of the scavenge air cooler can, if the necessary equipment is installed,
be cleaned by means of cleaning agents dissolved in freshwater.

Follow the supplier’s instructions strictly for:

▪ Dosage of the agent
▪ Use of the cleaning system
After using chemical agents, flush with clean freshwater to remove the agent from
the cooler and air ducts.

Cleaning of the air side of the air cooler must only be carried out during engine
standstill. During cleaning care should be taken to avoid cleaning agents from
entering the scavenge air receiver and air box, causing condensation and piston
rod corrosion.

5.4.4 Water condensation on air cooler tubes

Depending on the temperature and humidity of the ambient air and the tempera-
ture of the seawater, water may condense on the coldest air cooler tubes.

Water mist catchers are installed directly after the air coolers on all MAN B&W
engines to prevent water droplets from being carried into the cylinders.

If water enters the cylinders, the oil film may be ruptured and cause scuffing and
wear (clover leafing) on the liner surfaces between the cylinder lube oil inlets. It is
very important that the water mist catcher drains function properly!

5.5 Abrasive wear

5.5.1 Particles
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Abrasive cylinder wear can be caused by hard particles entering the cylinder via
Description

the fuel oil, e.g. catalytic fines, or air, e.g dust/sand, or the cylinder oil due to insuf-
ficient cleaning of the storage tank, see item 5.5.2, ‘Fuel Oil Treatment.
Catalytic fines originating from the refinery process are in fact one of the most
common reasons for abrasive liner wear as well as piston crown ring groove wear.
These particles consist of aluminium oxide and silicon oxide, which are both heav-

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 2245-0100-0005 MAN B&W

ily abrasive. The catalytic fines are in fact reused as mush as possible at the refin-
eries, but it may happen that a batch disappeares at the final link in the refinery
Cylinder Condition

process, i.e. into the residual heavy fuel.

The size of the particles vary from submicron up to 30 micron, and the shape is
often close to being circular.

The limit for catalytic fines in fuel oils (aluminium + silicon) delivered onboard is 60
ppm (weight) according to the latest ISO 8217 fuel standard. By using the fuel
cleaning systems onboard (centrifuges), the amount of catalytic fines should be
reduced by 80%, i.e. a fuel containing 60 ppm should not contain more than 12
ppm at the engine inlet. For bunkers containing less cat fines we expect a propor-
tional reduction at the engine inlet.

A suspicion that catalytic fines are the reason for a sudden liner and ring wear can
be confirmed (or be denied) by taking replicas of worn liner and/or piston ring sur-
faces. PrimeServ, Copenhagen can assist with expertise in such matters. The
investigation also include judgement of the liner surface structure (open graphite,
closed graphite).

The occurrence of the particles is

unpredictable. Therefore, always clean
the fuel oil as thoroughly as possible by
centrifuging with a slow flow rate, to
remove the abrasive particles, i.e. if two
centrifuges are running they should run
in parallel.

Abrasive wear can occur on:

1. The running surfaces of the liner and piston rings.
Scratching on the piston ring running surface is one of the first signs of abra-
sive particles and can be observed during scavenge port inspections or piston
overhauls. Scratching is often seen as a large number of rather deep “trumpet
shaped” grooves (see drawing 2255-0145).
Usually, micro-seizures do not occur, i.e. the ring surface remains soft. How-
ever, if excessive micro-seizures (scuffing) do occur, the ring surface becomes
hard. This can be checked with a file (a file test can only take place when the
piston is pulled, and rings have been dismantled).
2. The upper and lower sides of the piston rings.
Particles caught between the upper horizontal ring/groove surfaces will cause
pitting – “pock-marks” – on the upper ring surface (see drawing 2255-0145).
“Pock-marks” may also arise during a prolonged period of ring collapse. Even
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if the running surface of the top ring has a satisfactory appearance, the condi-
Description

tion of the ring's upper surface will reveal the presence of abrasive particles
coming with the fuel.
3. The upper edge of the piston rings.

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 MAN B&W 2245-0100-0005

When particles pass down the ring pack via the ring joint gaps, they will cause
a “sand blasting” effect on the upper edge of the ring below, that protrudes

Cylinder Condition
from the piston ring groove, i.e. this is only seen on ring No's. 2, 3, and 4.

5.5.2 Fuel oil treatment

Correct fuel oil treatment and proper maintenance of the centrifuges are of the
utmost importance for cylinder condition, exhaust valves and fuel injection equip-
ment. Water and abrasive particles are removed by means of the centrifuges:
▪ The ability to separate water, depends largely on the specific gravity of the fuel
oil relative to the water at the separation temperature. Other influencing factors
are the fuel oil viscosity (at separation temp.) and the flow rate. Keep the sepa-
ration temperature as high as possible, i.e. always above 98 degrees
▪ The ability to separate abrasive particles depends on the size and specific
weight of the smallest impurities that are to be removed and, in particular, on
the fuel oil viscosity (at separation temp.) and the flow rate through the centri-
fuge.
▪ Keep the flow rate as low as possible. Run centrifuges in parallel.
▪ If in doubt about the efficiency of the centrifuges call in a service engineer from
the manufacturer. It is worthwhile.
▪ It should be noted that the viscosity of the fuel have a high impact on the sep-
aration. For example, if the fuel temperature is lowered by approximately 3
degrees celcius, the efficiency of the cleaning drops to almost half.
For more information on fuel oil see chapter 4245.

5.6 Adhesive wear

5.6.1 Scuffing
Apart from the factors mentioned under item 3.3 (blow-by, deposits, cylinder oil
deficiencies, etc.) scuffing can be due to:
▪ Unsatisfactory running-in conditions (especially if previous micro-seizures have
not been successfully counteracted during a cylinder overhaul). As regards
running-in, see item 4.13
▪ Incorrect and too high lubrication feed rate (chemical bore polish)
▪ Too rapid changing of engine load
▪ Water intrusion
▪ Presence of vast amounts of particles, e.g. cat fines
▪ Excessive wear of CPR top ring CL-grooves, beyond minimum depth
▪ PC-ring malfunction, topland deposits interacting with cylinder liner surface
(mechanical bore polish).

5.6.2 Bore polish

Bore polish as a result of over-lubrication and excessive neutralisation of the sul-
phuric acid, or as a result of top land deposits, will result in a closed graphite
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2245-0100-0005

structure and reduce the ability of the running surface to maintain a proper oil film.
Description

A closed graphite structure will furthermore be less capable of reducing the exten-
sion and spreading of seizures, compared to an open structure.

When there is limited corrosive liner wear, e.g. 0.03-0.05 mm/1000 hours, the

25 (26)
 2245-0100-0005 MAN B&W

structure normally becomes open and, hereby, the risk of seizure is drastically
reduced. Therefore, it is an advantage to have a certain amount of controlled cor-
Cylinder Condition

rosive wear.
Cylinder liner surface

Closed grafite structure Open grafite structure

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Description

26 (26)
 MAN B&W 2245-0200-0004

Introduction

Inspection of Nimonic Exhaust Valve Spindles

These instructions are a supplement to workcard 2265-0201, and should be used
in combination with that Procedure during inspection and overhaul of all Nimonic
spindles on MAN Diesel & Turbo engines.

All general data, including specified wear limits for the spindle used on your engine
type, are given in "data 2265-0200". Note down the actual engine data in the
“data”-box in the relevant chapters of these instructions.

The procedure is divided into the following eight sections:

1 Spindle identification
2 Inspection intervals
3 Inspecting the contact condition of the seat
4 Checking the seat for gas leakage
5 Cleaning and evaluation
6 Inspecting the valve stem wear layer
7 Grinding the spindle seat
8 Exhaust Valve Condition Report

Sections 3 to 7 are each divided into four steps:

• What to do
• Acceptance criteria
• Remarks
• Further action

1 Spindle Identification

Markings:
The tops of Nimonic spindles are marked:
“Nim”, “Nim80A”, “N80A”,”N80”, or “NCF80A”.

If in doubt, please contact MAN Diesel & Turbo, Copenhagen.

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Description

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 2245-0200-0004 MAN B&W

2 Inspection Intervals
Inspection of Nimonic Exhaust Valve Spindles

Inspection Inspections:
Initial Second Subsequent

Normal hours After 6,000 hours After 24,000 hours Every 24,000 hours
of service: (35-40 ME-B, only (35-40 ME-B, only
16,000 hours) 16,000 hours)
Recommen- After 6,000 hours Based on condition Based on condition
ded: (50-60 ME/MC at initial inspection at initial and second
3-6,000 hours) inspections *)
*) If the spindle condition is very good, the condition of other exhaust valve parts
may prove to be the decisive factor in determining the future overhaul/inspection
intervals.
Also see 'Checking and Maintenance Schedule', chapter 0760-0301.

3 Inspecting the Contact Condition of the Seat

What to do:

Do not clean the spindle disc before inspection !

Visually check that there is inner contact.

Fig. 1 shows inner contact between the seats of the spindle and bottom piece,
corresponding to slow/low-load/manoeuvring condition.

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Description

Figure 1: Inner contact, and zone designation

2 (11)
 MAN B&W 2245-0200-0004

Acceptance criteria:

Inspection of Nimonic Exhaust Valve Spindles

There must be contact around the entire inner circumference of the seat.

Remarks:

When the valve heats up in service, the angular difference between the spindle and
bottom piece seatings will decrease. At steady, full load, the seatings will be paral-
lel, as shown in Fig. 2. Thus, inner contact must be maintained in order to be sure
of parallel contact during running.

Figure 2: Contact condition during running

If there is no inner contact, outer contact (Fig. 3) will occur during running, and this
will increase the risk of blow-by.

Figure 3: Outer contact, increased risk of blow-by

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2245-0200-0004
Description

Further action:
Fill in section 8 ‘Exhaust Valve Condition Report’.

If the seat contact is incorrect, grind the spindle seating, as described in section 7.
However, before grinding, proceed to section 4, 5 and 6.

3 (11)
 2245-0200-0004 MAN B&W

4 Checking the Seat for Gas Leakage

Inspection of Nimonic Exhaust Valve Spindles

What to do

Do not clean the spindle disc before inspection !

Visually check the inner part of the seating for blow-by
(Fig. 4 and Photo 1).

Figure 4: Blow-by

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Description

Photo 1. Blow-by

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 MAN B&W 2245-0200-0004

Acceptance criteria:

Inspection of Nimonic Exhaust Valve Spindles

There must be no blow-by “tracks” across the inner part of the seat
(Figs. 1 + 4, and Photo 1).

Remarks:

Blow-by indications may be associated with large/deep dent marks, and will often
form a “gas-jet-fan” in the deposits on the disc cone (Photo 1).

The surface of a serious blow-by track/groove will usually show signs of hot corro-
sion, i.e. it will have an “elephant skin” texture.

Minor leakages. Small, faint, fan-shaped leakage indications on the spindle cone,
just inside the seat area (Photo 2), are harmless.

Photo 2: Minor leakages, and "fans"

Further action:
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2245-0200-0004

Fill in section 8: ‘Exhaust Valve Condition Report’.

Description

If blow-by has been found, then grind the seat, as described in section 7. How-
ever, before grinding, proceed to sections 5 and 6.

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 2245-0200-0004 MAN B&W

5 Cleaning and Evaluation

Inspection of Nimonic Exhaust Valve Spindles

What to do:
• Clean the seat with coarse emery cloth. Observe and note down the size and
number of dent marks. Also note any possible crack indications.
• Check the outer part of the seat for high temperature corrosion (Fig. 1 and
Photo 3).

Photo 3: Example of high-temperature corrosion at outer part after 33,000 hours

• Clean the contact faces on which the measuring template is to be applied,
and measure:
– the burn-off on the disc underside,
– the total amount the seat has been ground.
(See work card 2265-0201)

Acceptance criteria:

Dent marks, of varying number and size (up to 8-10 mm), will be seen on the seat-
ing after a few thousand service hours. The first marks may appear as early as
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2245-0200-0004

after testbed running. In general, dent marks are acceptable and should not
necessitate grinding of the seat. If, however, the marks have caused blow-by, then
Description

the seat must be ground/reconditioned.

Cracks. Any indications of cracks in the seat area should be checked carefully. If
cracking is confirmed, contact MAN Diesel & Turbo.

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 MAN B&W 2245-0200-0004

High-temperature corrosion on the outer part of the seat may result in a measura-

Inspection of Nimonic Exhaust Valve Spindles

ble difference in level between the inner and outer seat zones. In that case the
spindle must be ground. However, this will not normally happen before 20 –
30,000 hours after the previous grinding.

Wear Allowances:

• Burn-off on disc underside, (F1)

• Total grinding of seat, (G1).

Remarks:

Burn-off rate (disc underside). The number of service hours before shore-side
reconditioning usually depends upon the burn-off rate of the disc underside
Engine type: *) Max. permissible burn-off (mm)

26MC 5
35MC 6
35ME-B
40ME-B 6
42MC 7
46MC-C 8
50MC/MC-C 8
50ME/ME-C
60MC/MC-C 9
60ME/ME-C
65ME-C 9
70MC/MC-C 10
70ME/ME-C
80MC/MC-C 14
80ME/ME-C
90MC/MC-C 17
90ME/ME-C
98MC/MC-C 20
98ME/ME-C
*) Also valid for stationary engines (power plants)
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Further action:
Description

Fill in section 8: ‘Exhaust Valve Condition Report’.

If the burn-off or grinding limits have been reached, contact MAN Diesel & Turbo
for advice on reconditioning.

7 (11)
 2245-0200-0004 MAN B&W

If the seat and the disc underside are acceptable with respect to section 3, 4, and
Inspection of Nimonic Exhaust Valve Spindles

5, then the spindle can be reinstalled without grinding after section 6 has been car-
ried out. Otherwise, proceed to section 6 and 7.

6 Inspecting the Valve Stem Wear Layer

What to do:
• Clean the valve spindle stem.
• Measure the diameter of the spindle stem in the area shown in word card
2265-0201.
• Check the surface condition of the chrome-plated/HVOF-coated area.

Acceptance criteria:
Min. diameter: Must not be less than that stated in work
card 2265-0201,Cracking (“meshwork cracking”) of
chrome/HVOF: Slight cracking of the lowermost part of the
chrome plating/HVOF-coating (Photo 4) has no significance,
and is therefore acceptable.

Peeling-off: The chrome plating/HVOF-coating must not

show peeling-off.

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Description

Photo 4: Slight cracking ("meshwork cracking") of wear layer

8 (11)
 MAN B&W 2245-0200-0004

Further action:

Inspection of Nimonic Exhaust Valve Spindles

Fill in section 8: ‘Exhaust Valve Condition Report’.

If the spindle stem is acceptable, proceed to section 7. Otherwise, contact MAN

Diesel & Turbo for advice on reconditioning.

7 Grinding the Spindle Seat

What to do:
• Mount the spindle in the grinding machine and, using the dial-gauge posi-
tioned just inside the area of inner contact, (see Fig. 5), true-up to within a
maximum of 0.05 mm. This is done in order to minimize the amount of mate-
rial removed during grinding.

Figure 5: Truing-up the spindle

Grind the seat according to the special instructions from the

grinding machine supplier.

See also MAN Diesel & Turbo Service Letter SL95-332/UM,

“Grinding of Nimonic Exhaust Valve Spindles”.

Keep the grinding to a minimum!

After full contact between grindstone and seat is reached at the beginning of the
grinding process:
Normally Limit the grinding to 0.2 mm.
Rare cases Remove 0.3 mm or more.
Blow-by Continue the grinding until the blow-by marks are removed.
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Dent marks It is not necessary to continue grinding until all dent marks
2245-0200-0004

have been removed.

Description

9 (11)
 2245-0200-0004 MAN B&W

Photo 5 shows an overhauled Nimonic valve spindle which is ready for further
Inspection of Nimonic Exhaust Valve Spindles

service.

Photo 5: Acceptable seat condition after grinding

Acceptance criteria:
The ground surface. The grindstone must have removed
material from the whole width and the whole circumference
of the seat. There must be no signs of blow-by.

Max. grinding depth: must not exceed the limit (G1) stated in
work card: 2265-0201.
If the seat surface is still not acceptable when the max. grinding depth has been
reached, contact MAN Diesel & Turbo for advice on reconditioning.

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Description

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MAN B&W

8 Exhaust Valve Condition Report

Description Inspection of Nimonic Exhaust Valve Spindles

2245-0200-0004
2245-0200-0004

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 2013-02-19 - en

MAN B&W

Drawing Inspection through scavenge ports

2255-0100-0004
2255-0100-0004

1 (2)
 Drawing Inspection through scavenge ports

2 (2)
2255-0100-0004 2255-0100-0004
MAN B&W

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 2013-02-20 - en

MAN B&W

Drawing Factors influencing cylinder wear

2255-0105-0003
2255-0105-0003

1 (1)
 2013-08-29 - en

MAN B&W

Drawing Cylinder oil Feed Rate during Running in

2255-0125-0004
2255-0125-0004

1 (2)
 Drawing Cylinder oil Feed Rate during Running in

2 (2)
2255-0125-0004 2255-0125-0004
MAN B&W

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 2012-10-03 - en

MAN B&W

Drawing Cylinder Condition Report

2255-0130-0003
2255-0130-0003

1 (1)
 2012-10-03 - en

MAN B&W

Drawing Calculation of Condensate Amount

2255-0135-0002
2255-0135-0002

1 (2)
 Drawing Calculation of Condensate Amount

2 (2)
2255-0135-0002 2255-0135-0002
MAN B&W

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 2013-02-22 - en

MAN B&W

Drawing Running-in load

2255-0140-0003
2255-0140-0003

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MAN B&W

Drawing Overview of piston rings

2255-0145-0001
2255-0145-0001

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 MAN B&W 2255-0150-0001

Normal Condition Cold Corrosion

Liner Condition
Normal liner condition. Light corrosive sur- Cold Corrosion. Normal cold corrosion on
face. Wave cut machining marks still visible the lower liner part, the corrosion facilitate
on the lower part of the liner. good lubrication oil film, and the liner wear
rates are acceptable.
Top cold Corrosion Liner Black Deposits

Excessive Corrosive top part of the liner. Black Deposits (black lacquer). The result of
Heavily corrosive surface, may lead to high high humidity in the scavenging air, impact-
liner wear and high ovality. ing the cylinder oil, producing alkaline mate-
rial, forming a patch of deposits. Harmless
to the engine and will be worn away when
the air becomes dryer.
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2255-0150-0001
Drawing

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 2255-0150-0001 MAN B&W

Bore Polish Port Rib Marks

Liner Condition

Liner Polish. Excessive piston top land Port Rib Marks. Often seen in connection
deposits will eventually lead to liner polish with exessive top land deposits due to too
and oil film break down. Possibly related to high cylinder oil feed rates, in combination
missing or malfunctioning PC-ring in combi- with a cooler liner port area by cold climate
nation with too high oil feed rates. and low load operation. (Not harmful).
Seizure stripe Scuffing (Macro seizures)

Micro Seizures. Deriving from local oil film Scuffing (Macro seizures). The result of
break down, must be treated with increased complete oil film break down is high friction
oil feed rate to make the rings run in again. and seizures leading to heavy liner wear.
May otherwise evolve into scuffing. The liner must be exchanged or machined.
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2255-0150-0001
Drawing

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MAN B&W

Preface Chapter Bearings ... .................................................................. 2540-0100-0002

Bearings
Description Bearings ... .................................................................. 2545-0100-0004
Alignment of Main Bearings .... ..................................... 2545-0110-0002

Drawing Main Bearing, Thick Shell Design ... ............................ 2555-0100-0003

Main Bearing, Thin Shell Design ... .............................. 2555-0105-0004
Crosshead Bearing ... ................................................. 2555-0110-0004
Crankpin Bearing ... .................................................... 2555-0115-0002
Main Bearing Assemblies ... ........................................ 2555-0120-0002
Guide Shoes and Strips ... .......................................... 2555-0125-0005
Thrust Bearing Assembly ... ........................................ 2555-0130-0003
Bearing Wear Monitor ... ............................................. 2555-0136-0002
Propeller Shaft Earthing Device ... ............................... 2555-0137-0002
Inspection of Bearings - Recording Observations ... .... 2555-0140-0003
Acceptance Criteria for Tin-Aluminium Bearings with 2555-0150-0004
overlayer ... .................................................................
Report: Crankshaft Deflections - (Autolog) .... ............... 2555-0175-0004
Cranksh Deflection, Limits .... ....................................... 2555-0180-0007
Check Measurements ... ............................................. 2555-0185-0002

Table of contents

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 MAN B&W 2540-0100-0002

Crosshead Bearing

Bearings
The crosshead is equipped with steel shells lined with bearing metal. The lower
shell is provided with an overlayer coating.

Main Bearing

The main bearings consist of steel shells, lined with bearing metal.

Thrust Bearing

The thrust bearing serves the purpose of transmitting the axial thrust of the propel-
ler through propeller shaft and intermediate shafts to the ship’s hull.

The crankshaft is provided with a thrust collar which transmits the thrust to a num-
ber of segments mounted in a thrust shoe on either side of the thrust collar.

The thrust shoes rest on surfaces in the thrust bearing housing and are held in
place by means of stoppers or cross bars. The segments have white metal cast
onto the wearing faces against the thrust collar. See also Description 2545- 0100.

The thrust bearing is lubricated by the pressure lubrication system of the engine.
The oil is supplied between the segments through spray pipes and spray nozzles.

The thrust bearing is provided with alarm, slowdown, and shutdown devices for
low lube oil pressure and high segment temperature. See also Description
7045-0100.

Stationary engines and geared marine plants:

The crankshaft is provided with a collar for the guide bearing. The purpose of the
guide bearing is to keep the crankshaft in its proper position in the axial direction.
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2540-0100-0002
Preface

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 MAN B&W 2545-0100-0004

1 General Bearing Requirements and Criteria for Evaluation

Bearings
Bearings are vital engine components; therefore, bearing design and choice of
bearing metal is crucial for reliable engine performance.

Bearing design criteria depend on the bearing type and, in general, on:
1. Bearing load
- Static
- Dynamic
2. Bearing load direction
3. Journal Orbit
4. Revolutions
5. Cooling
6. Expected lifetime
7. Overhaul aspects
8. Space aspects

The compactness of engines and the engine ratings (gas pressure, engine speed
and stroke/bore) influence the magnitude of the specific load on the bearing and
make the correct choice of bearing metals, construction, production quality and, in
certain bearings, the application of overlayer necessary. (See Item 3., ‘Overlayers’).

2 Bearing Metals

2.1 Tin based White Metal

Tin-based white metal is an alloy with minimum 88% tin (Sn), the rest of the alloy
composition is antimony (Sb), copper (Cu), cadmium (Cd) and small amounts of
other elements that are added to improve the fineness of the grain structure and
homogeneity during the solidification process. This is important for the load carry-
ing and sliding properties of the alloy. Lead (Pb) content in this alloy composition is
an impurity, as the fatigue strength deteriorates with increasing lead content,
which should not exceed 0.2 % of the cast alloy composition.

2.2 Tin Aluminium (AlSn40)

Tin aluminium is a composition of aluminium (Al) and tin (Sn) where the tin is trap-
ped in a 3-dimensional mesh of aluminium. AlSn40 is a composition with 40% tin.
The sliding properties of this composition are very similar to those of tin based
white metal but the dynamic loading capacity of this material is higher than tin
based white metals at similar working temperature; this is due to the ideal combi-
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2545-0100-0004

nation of tin and aluminium, where tin provides the good embedability and sliding
Description

properties, while the aluminium mesh functions as an effective load absorber.

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3 Overlayers, Coatings and Running-in layers

Bearings

An overlayer is a thin galvanic coating of mainly lead (Pb), copper (Cu) and tin (Sn),
which is applied directly on to the white metal or, via a thin galvanically applied
intermediate layer of either Ag or Ni, on to the tin aluminium sliding surface of the
bearing. The overlayer is a soft and ductile coating, its main objective is to ensure
good embedability and conformity between the bearing sliding surface and the pin
surface geometry. Overlayer is mainly used in Cross Head Bearing design.

4 Flashlayer, Tin (Sn)

A flash layer is a 100% tin (Sn) layer which is applied galvanically; the thickness of
this layer is only a few μm. The coating of tin flash is applied all over and functions
primarily to prevent corrosion (oxidation) of the bearing. The tin flash also functions
as a dry lubricant when new bearings are installed and when the crankshaft is
turned.

5 Bearing Design

See Drawings 2555-0100/0105/0110/0115

Plain bearings for engines are manufactured as steel shells with a sliding surface of
white metal or tin aluminium with or without overlayer/flash layer. Tin aluminium
bearings are always of the thin shell design while the white metal bearings can
either be of the thick shell or thin shell design.

The bearing surface is furnished with a centrally placed oil supply groove and other
design features such as smooth run-outs, oil wedges and/or bore reliefs.

5.1 Smooth Runout of Oil Groove

(See Drawings 2555-0100/0105/0115, Fig. B-B

A smooth runout is the transition geometry between the circumferential oil supply
groove and the bearing sliding surface. This special oil groove transition geometry
prevents an oil scraping effect and enhances the hydrodynamic build-up of the
load-carrying oil film towards the loaded area of the bearing (Main bearing Draw-
ings 2555-0100 and 2555-0105 and crankpin bearing Drawing 2555-0115).

5.2 Bore Relief

See Drawings 2555-0100/0105/0115, Fig. A-A

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2545-0100-0004

The bearing sliding surface is machined near the mating faces of the upper and
lower shells to create bore reliefs. Their main objective is to compensate for mis-
Description

alignments which could result in a protruding edge (step) of the lower shell’s mat-
ing face to that of the upper shell. Such a protruding edge can act as an oil scra-
per and cause oil starvation. (Main bearing Drawing 2555-0100 and 2555-0105
and crankpin bearing Drawing 2555-0115).

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5.3 Axial Oil Grooves and Oil Wedges

Bearings
See Drawings 2555-0110 and 2555-0125

Oil grooves and wedges have the following functions:

1. To enhance the oil distribution over the load carrying surfaces. (The tapered areas give
improved oil inlet conditions).
2. Especially in the case of crosshead bearings (Drawing 2555-0110) - to assist the for-
mation of a hydrodynamic oil film between the load carrying surfaces.
3. To provide oil cooling (oil grooves).

In order to perform these functions, the oil must flow freely from the lubricating
grooves, past the oil wedges, and into the supporting areas - where the oil film
carries the load.

5.4 Thick Shell Bearings

See Drawing 2555-0100

This type of bearing has a steel back with the required stiffness

1. To ensure against distortion of the sliding surface geometry, and

2. To support the cast-on white metal in regions where the shell lacks support, for exam-
ple in the area of the upper shell mating faces.

The top clearance in this bearing design is adjusted with shims, while the side
clearance is a predetermined result of the summation of the housing bore, shell
wall thickness, journal tolerances, and the influence of the staybolt and bearing
stud tensioning force which deforms the bedplate around the bearing assembly.

Thick shell bearings are typically 30-60 mm thick and used for main bearings only.

5.5 Thin Shell Bearings

See Drawing 2555-0105

Thin shell bearings have a wall thickness between 2% and 2.5% of the journal
diameter. The steel back does not have the sufficient stiffness to support the cas-
ton bearing metal alone. The bearing must therefore be supported rigidly over its
full length. This type of bearing is manufactured with a circumferential overlength
(crush/nip) which, when the shells are mounted and tightened up, will produce the
required radial pressure between the shell and the bearing housing.
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2545-0100-0004
Description

Thin shell bearings are also made as blended edge design. The blended edge
design is a smooth radius that allows the main bearing shaft to incline without risk-
ing touching the bearing edge or causing high oil film pressure at the edge. The
blended edge is described by two dimensions, length and depth. The actual val-
ues depend on the engine size and configuration. Drawing 2555-0105 Fig. 2

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shows an example of a blended edge. With a good blended edge design, the high
edge load can be reduced and distributed over a larger area, thus resulting in a
Bearings

decreased max. oil film pressure and increased safety against edge fatigue failure.

Bearings shells can be with or without blended edge and must never
be switched between the bearings.

The top and side clearance in this bearing is predetermined and results from a
summation of the housing bore, shell wall thickness, journal/pin diameter toleran-
ces and, for main bearings, the deformation of the bedplate from the staybolt and
bearing stud tensioning force.

5.6 Top Clearance

Correct top clearance in main bearings, crankpin bearings, and crosshead bear-
ings is a balance between sustaining the required oil flow through the bearing,
hence stabilizing the bearing temperature at a level that will ensure the fatigue
strength of the bearing metal and having a geometry, which enhances a proper oil
film build-up and maintenance.

Too high top clearance is often the cause of fatigue cracks.

The bearings are checked in general by measuring the top clearances.

In service, top clearance measurements can be regarded:

1. as a check of the correct re-assembly of the bearing. For new bearings the clearances
should lie within the limits specified in the maintenance manual.
2. as an indicator to determine the condition of the bearing at a periodic check without
opening up, see Item 7.1, ‘Check without Opening up’.

In both cases, it is vital that the clearance values from the previous check are avail-
able for comparison. Therefore, it is necessary to enter clearances in the engine
log book with the relevant date and engine service hours (see e.g. Drawing
2555-0140 page 5).

The initial clearances can be read from the testbed results

5.7 Wear
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2545-0100-0004

Bearing wear is negligible under normal service conditions, see Item 7.8, ‘Bearing
Description

Wear Rate’. Excessive wear is due to abrasive or corrosive contamination of the

system oil which will affect the roughness of the journal/pin and increase the wear
rate of the bearing. The so-called Spark Erosion Phenomenon (See item 6.2), will
lead to highly increased Main Bearing wear rates, particularly in case of AlSn Main
Bearing type.

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5.8 Monitoring

Bearings
The aim of monitoring engine bearings, is to avoid extensive damage to the
engine. Monitoring in a wider perspective, has numerous good side-effects. One in
particular is that the well known fact of possible contamination of internal engine
parts, when opening up, is decreased. The systems described in the following are
designed to monitor the engine bearings continiously using various techniques.

5.8.1 Bearing Wear Monitoring (BWM)

The aim of the BWM system is to detect a bearing damage before the lining (Bab-
bitt or Tin-Aluminium) is worn away by lining scuffing (Tin-Aluminium), wiping, abra-
sive wear, melting out or extensive fatigue of the lining (Babbitt) and steel to steel
contact occurs. However, the intended effect of the system is not to protect the
bearing shells as such, but mainly to prevent consequential damage of the crank-
shaft and bedplate in case of severe bearing failures.

The principle of the BWM system is to measure the vertical position of the cross-
head in bottom dead centre (BDC) (see Drawing 2555-0136, projection which
shows the crosshead and BWM sensor on the guide plane). The BWM system
monitors all three principal crank-train bearings using two proximity sensors for-
ward/aft per cylinder unit and is placed inside the frame box.

Targeting the guide shoe bottom ends continuously, the sensors measure the dis-
tance to the crosshead in BDC. Signals are computed and digitally presented to
computer hardware, from which a useable and easily interpretable interface is pre-
sented to the user. The measuring precision is more than adequate to obtain an
alarm well before steel-to-steel contact in the bearings occur.

In case of wear in a main bearing, in a crankpin bearing or in a crosshead bearing,

this vertical position will reflect the wear. By appropriate signal processing follow-
ing a MAN Diesel & Turbo specification, the system delivers alarm or slow down
relay output in the case of abnormal wear of one or more bearings. As such the
system must be connected to the alarm and safety systems. Also refer to Cheking
and maintenance schedule Chapter 0760-0301.

5.8.2 Bearing Temperature Monitoring System (BTM)

The BTM system continuously monitors the temperature of the bearings. The
monitoring is performed either by measuring the temperature on the rear side of
the bearing shell directly or by detecting the return oil from each bearing in the
crankcase. In case of a specified temperature is recorded, either a bearing shell
temperature or bearing oil outlet temperature, an alarm is raised. For shell temper-
ature in main, crankpin and crosshead bearings two high-temperature alarm levels
apply.
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2545-0100-0004

The first level alarm is indicated in the alarm panel while the second level activates
Description

a slow down command. For oil outlet temperature in main, crankpin and cross-
head bearings two high temperature alarm levels including deviation alarm apply.
The first level of the high temperature/deviation alarm is indicated in the alarm
panel while the second level activates a slow down command.

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5.8.3 Water in Oil Monitoring (WIOM)

Bearings

Water content in the lubricating oil can be extremely damaging to engine bearings,
if significantly exceeding the saturation point of a given system oil, typically max.
0.2 vol.%; for a short period up to 0.5 vol.%. This is particularly valid for Tin-Alumi-
nium lined crosshead bearings featuring lead overlay as running layer. The higher
the water content, the faster the wear rate.

The excessive water content will cause the lead overlay in crosshead bearings to
corrode away rapidly. Main and crankpin bearings lined with Babbitt or Tin- Alumi-
nium may also suffer irreparable damage from water contamination, but the dam-
age mechanism would be different and not as acute.

The above scenario can be prevented by continiously monitoring eventual water

contamination of the lubricating oil. For this purpose a Water In Oil Monitoring Sys-
tem is implemented in the engine lub oil system, continiously meassuring the rela-
tive humidity in the system oil. A probe in the oil piping system transmits a signal to
a unit, which calculates the humidity as Water Activity (aw). This method of calcu-
lation has the advantage of being independent of oil type, temperature or age. The
system is connected to the alarmsystem.

5.8.4 Propeller Shaft Earthing Device

The Propeller Shaft Earthing Device, is a system designed to avoid so called spark
erosion in the engine bearings and journals. The spark erosion phenomenon is a
result of difference in electrical potential between metal parts. The level of electrical
potential lies generally between 200 – 600 mV on engines without protection from
a Propeller Shaft Earthing Device.

In some cases, it has been found that this difference in electrical potential between
the hull and the propeller shaft has caused spark erosion on the main bearings and
journals of the engine. To avoid this, a continuous electrical earthing circuit
between the propeller and the ships structure, must be established. This circuit
usually exists when the propeller is at a rest, where a metal to metal contact is
made between the shaft and the stern tube liners, or main engine bearings and
journals.

However, whilst the shaft is turning the bearing oil film creates an intermittent high
resistance which effectively insulates the propeller from the hull structure. Since the
propeller presents a relatively large surface area of bare metal, it attracts cathodic
protection currents, which tend to discharge by arcing across the bearing oil film.
This can result in spark erosion which eventually leads to pitting and ‘striping’ of
white metal bearing surfaces.

In order to reduce the potential between the propeller shaft (crankshaft) and the
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hull (engine structure), thus protecting the engine, an earthing device is installed on
2545-0100-0004

the intermediate shaft, see Drawing 2555-0137. The plate shows the principal
Description

components of a Propeller Shaft Earthing Device. As a Condition Monitor a volt-

meter is installed to ensure a continuous display of the shaft/hull potential. The
reading is not to exceed 50 mV. Readings in excess of this value (Alarm limit = 80
mV>) are indicative of worn bonding brushes or poorly maintained brushgear and/
or sliprings. The system is connected to the alarm system.

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5.8.5 Undersize Bearings

Bearings
1. Crankpin bearings are thin shell bearings. Due to relatively long production time, the
engine builder has a ready stock of semi-produced shells (blanks) that covers a range
from nominal diameter to 3 mm undersize, see also Item 6.4, ‘Undersize Journals/
Pins’. Semi-produced shells for journals with undersizes lower than 3 mm are not
stocked as standard. Furthermore, undersizes lower than 3 mm can also involve modi-
fication such as the bolt tension, hydraulic tool, etc.

For advice on the application of undersize bearings, it is recommended to contact

MAN Diesel & Turbo.

2. The main bearings for the engine series can be of the thick or thin shell type (see
Drawing 2255-0100 and 2255-0105); the information under point 1 is also valid here.

3. Crosshead bearings are only available as standard shells for engines, as the recondi-
tioning proposal for offset grinding of the pin (refer to 6.4 2.b) facilitates the use of
standard shells, but not for AlSn40 crosshead bearings.

It is recommended to contact MAN Diesel & Turbo for advice on such reconditioning.

6 Journals/Pins

6.1 Surface Roughness

Journal/pin surface roughness is important for the bearing condition. Increased

surface roughness can be caused by:

1. Abrasive damage due to contamination of the system oil.

See also Item 7.4.2.
2. Corrosive damage due to sea water or other contamination of the system oil (acidic) or
oxidation of the journals due to condensate.
See also Item 7.4.2.
3. Spark erosion (only known in main bearings).
See also Item 6.2, ‘Spark Erosion’.
4. Scratches caused by manhandling.

With increasing journal/pin roughness, a level will be reached where the oil film
thickness is no longer sufficient, causing metal contact between journal/pin and
the bearing sliding surface. This will cause bearing metal to adhere to the journal/
pin, giving the surface a silvery white appearance and roughening the bearing sur-
face at the same time. When such a condition is observed, the journal/pin must be
reconditioned by polishing, and the roughness of the surface made acceptable. In
extreme cases, the journal/pin must be ground to an undersize (see Item 6.4,
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2545-0100-0004

‘Undersize Journals/Pins’). The bearing shell condition determines whether

Description

exchange of the shells are necessary or not.

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6.2 Spark Erosion

Bearings

Spark erosion is caused by a voltage discharge between the main bearing and
journal surface.

The cause of the potential can be insufficient earthing of the engine and generator.

The oil film acts as a dielectric. The spark attacks in the bearing depends on the
thickness of the oil film.

Since the hydrodynamic oil film thickness varies through a rotation cycle, the dis-
charge will take place at roughly the same instant during each rotation cycle, i.e
when the film thickness is at its minimum. The roughening will accordingly be con-
centrated in certain areas on the journal surface. However, as the bearings wear,
the position of the spark attack may shift and thus other parts get damaged.

In the early stages, the roughened areas can resemble pitting erosion - but later,
as the roughness increases, the small craters will scrape off and pick up bearing
metal - hence the silvery white appearance.

Therefore, to ensure protection against spark erosion, the potential level must be
kept at maximum 50 mV, which is feasible with a high efficiency earthing device. If
an earthing device is installed, its effectiveness must be checked regularly. (See
also Drawing 2555-0137).

Spark erosion has only been observed in main bearings and main bearing journals.
Regarding repair of the journals, see Item 7.11, ‘Repairs of Journals/Pins’.

The condition of the bearings must be evaluated to determine whether they can be
reconditioned or if they have to be discarded. It is recommended to contact MAN
Diesel & Turbo if advice is required.

6.3 Surface Geometry

Surface geometry defects such as lack of roundness, conicity and misalignment

may give rise to operational difficulties. Such abnormal cases of journal/pin geom-
etry and misalignment may occur after a journal grinding repair.

It is recommended to contact MAN Diesel & Turbo for advice.

6.4 Undersize Journals/Pins

In case of severe damage to the journal, it may become necessary to recondition

the journal/pin by grinding to an undersize.
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2545-0100-0004
Description

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 MAN B&W 2545-0100-0004

1. Main and crankpin journals can be ground to 3 mm undersize; undersize journals

below this value require special investigations of the bearing assembly.

Bearings
It is recommended to contact MAN Diesel & Turbo for advice.

2. In service, crosshead pins can be:

a. Polished to (Dnominal - 0.15 mm) as the minimum diameter.

b. Offset to a maximum of 0.3 mm and ground.

c. Undersize (AlSn40) or repaired by welding.

In both cases, since standard bearings are used, the bearing top clearance will
increase depending on the surface condition of the pin to be reconditioned. The
offset value used for grinding must be stamped clearly on the pin.

It is recommended to contact MAN Diesel & Turbo for advice.

7 Practical Information

7.1 Check without Opening up

Follow the check list in accordance with the programme stated in the Work Cards.
Enter the results in the engine log book. See also Item 7.12, ‘Inspection of Bear-
ings’.

1. Stop the engine and block the main starting valve and the starting air distributor and
block the starting air reservoir valves.
2. Engage the turning gear.
3. Just after stopping the engine, while the oil is still circulating, check that uniform oil jets
appear from all the oil outlet grooves in the crosshead bearing lower shell and the
guide shoes.
4. Turn the crankthrow for the relevant cylinder unit to a suitable position and stop the
lube oil circulating pump (it is recommended to turn the engine for 15 - 30 minutes
with the pumps off to let the oil drip off).
5. Check the vertical clearance with a feeler gauge.
a.
The change in clearances must be negligible when compared with the readings from
the last inspection (overhaul). If the total increase in clearance as from new is beyond
the tolerance, the bearing should be inspected.
b.
For guide shoe and guide strip clearances and checking procedure, see Work Card
2565.
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2545-0100-0004
Description

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6. Examine the sides of the bearing shell, guide shoes and guide strips, and check for
squeezed-out or loosened metal; also look for bearing metal fragments in the oil pan,
Bearings

See: 2565-0401, Wire feeler Check.

7. In the following cases, the bearings must be dismantled for inspection, see Item 7.2,
‘Open up Inspection and Overhaul’.
a.
Bearing running hot.
b.
Oil flow and oil jets uneven, reduced or missing.
c.
Increase of clearance since previous reading larger than 0.10 mm.
See also Item 7.8, ‘Bearing Wear Rate’.
d.
Bearing metal squeezed out, dislodged or missing at the bearing, guide shoe or guide
strip ends.
e.
The oil having been contaminated with e.g. water

If Item 7.a has been observed excessively in crosshead bearings or crankpin bear-
ings, measure the diameter of the bearing bore in several positions. If the diameter
varies by more than 0.06 mm, send the connecting rod complete to an authorised
repair shop.

If Items 7.a, 7.c or 7.d are observed when inspecting main bearings, we will rec-
ommend to inspect the two adjacent bearing shells, to check for any abnormali-
ties.

If item 7.e has been observed, check lead content in oil analysis. If high open up
Cross Head Bearing.

7.2 Open up Inspection and Overhaul

See Drawing 2555-0140

Record the hydraulic pressure level when the nuts of the bearing cap
go loose.

Carefully wipe the running surfaces of the pin/journal and the bearing shell with a
clean rag. Use a powerful lamp for inspection.

Assessment of the metal condition and journal surface is made in accordance with
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2545-0100-0004

the directions given below. The results should be entered in the engine log book.
Description

See also Item 7.12, ‘Inspection of Bearings’.

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7.3 Types of Damage

Bearings
The overlayer and bearing metal can exhibit the following types of damage.
1. Tearing of the overlayer (XH bearings) can be due to substandard bonding. The dam-
age is not confined to specific areas of the bearing surface. The bearing metal/inter-
mediate layer in the damaged area is seen clearly with a sharply defined overlayer bor-
der. This defect is regarded mainly as a cosmetic defect, if it is confined to small areas
of the bearing surface without interconnection.

Whether the intermediate layer is exposed can be determined, if the layer is of Ni, with
a knife test, as the knife will leave only a faint or no cut mark in the intermediate layer,
which is very hard.

For tin-aluminium bearings, the total area where the intermediate layer
is exposed due to overlayer tearing, wiping or wear must not exceed
the maximum limit given in the table on Drawing 2555-0150.

2. Wiping of overlayer manifests itself by parts of the overlayer being smeared out. Wiping
of overlayer can take place when running-in a new bearing; however, if the wiping is
excessive, the cause must be found and rectified. One of the major causes of wiping is
pin/journal surface roughness and scratches.
See also the ‘Note’ above.
3. Bearing metal wiping is due to metal contact between the sliding surfaces which cau-
ses increased frictional heat, resulting in plastic deformation (wiping) (see Item 7.4,
‘Causes of Wiping’). See also Item 7.10.2.
Moderate wiping during the running-in stage is normal, and is considered as a “cos-
metic” problem. (See item 7.7 for “dressing-up” wedges.

7.4 Causes of Wiping

1. Hard contact spots, e.g. originating from:

a.
Defective pin/journal, bearing, or crosshead guide surfaces.
b.
Scraped bearing or guide shoe surfaces.
c.
Objects trapped between the housing bore and the back of the shell.
d.
Fretting on the back of the shell and in the housing bore.
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2545-0100-0004
Description

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2. Increased pin/journal surface roughness. In most cases the increase in roughness will
have occurred in service, and is attributed to:
Bearings

a.
Hard particle ingress: Hard particle ingress may be due to the malfunction of filters
and/or centrifuges or loosened rust and scales from the pipings. Therefore, always pay
careful attention to oil cleanliness.
b.
Corrosive attack:
Water contamination of the system oil is by far the most found cause of corrosive
attack of bearings.
If the oil develops a weak acid.
If strong acid anhydrides are added to the oil which, in combination with water, will
develop acid.
If salt water contamination of the lube oil is higher than 0.5%. The water will attack the
bearing metal, and result in the formation of a very hard black tin-oxide encrustation
(SnO) which may scratch and roughen the pin surface. The formation of tin oxide is
intensified by rust from the storage tank. Therefore, keep the internal surface clean.

Special care must be taken during piston overhaul to avoid dirt

entering crosshead pin oil bores.

3. Inadequate lube oil supply.

4. Misalignment.

7.5 Cracks

Crack development is a fatigue phenomenon due to high dynamic stress levels in

local areas of the bearing metal, typically in combination with weakened bearing
metal.

In the event of excessive local heat input, the fatigue strength of the bearing metal
will decrease, and thermal cracks are likely to develop even below the normal
dynamic stress level. This can typically be found in crankpin and crosshead bear-
ing shells, exceeding 50,000 running hours.

A small cluster of hairline cracks develops into a network of cracks. At an

advanced stage, increased notch effect and the influence of the hydrodynamic oil
pressure will tear the white metal from the steel back and produce loose and dis-
lodged metal fragments.

7.6 Cause of Cracks

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2545-0100-0004

1. Insufficient strength of the bonding between the white metal and the steel back (tinning
Description

or casting error).
2. Crack development after a short working period may be due to a misalignment (e.g. a
twist between the bearing cap and housing) or geometric irregularities (e.g. a step
between the contact faces of the bearing shell, or incorrect oil wedge geometry).

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 MAN B&W 2545-0100-0004

3. High local loading: for example, if, during running-in, the load is concentrated on a few
local high spots of the white metal.

Bearings
Bearings with cracks can only be repaired temporarily depending on
the extent of the damage.

7.7 Repair of Oil Transitions

Wedges, tangential run out and bore relief.

It is strongly recommended to contact MAN Diesel & Turbo for advice

before starting any repairs.
(See also Item 1., ‘General Bearing Requirements and Criteria’.)

Formation of sharp ridges or incorrect inclination of the transition to the bearing

surface will seriously disrupt the flow of oil to the bearing surface, causing oil star-
vation at this location.

Oil transitions are reconditioned by carefully cleaning for accumulated metal with a
straight edge or another suitable tool. Oil wedges should be rebuilt to the required
inclination (maximum 1/100) and length, see Drawing 2555-0110.

Check the transition geometries before installing the bearings,

see Item 13., ‘Check of Bearings before Installation’.

7.8 Bearing Wear Rate

The reduction of shell thickness in the loaded area of the main, crankpin and
crosshead bearing in a given time interval represents the wear rate of the bearing.
Average bearing wear rate based on service experience is 0.01 mm/10,000 hrs.
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2545-0100-0004

As long as the wear rate is in the region of this value, the bearing function can be
regarded as normal. See also Item 7.1, ‘Check without Opening up’, point 7.c.).
Description

For white metal crosshead bearings, the wear limit is confined to about 50%
reduction of the oil wedge length, see Drawing 2555-0110. Of course, if the bear-

13 (20)
 2545-0100-0004 MAN B&W

ing surface is still in good shape, the shell can be used again after the oil wedges
have been extended to normal length. Check also the pin surface condition, see
Bearings

Items 6.1, ‘Surface Roughness’ and 7.9, ‘Surface Roughness (journal/pin)’.

For tin-aluminium crosshead bearings, see the ‘Note’ in Item 7.3.1.

For further advice, please contact MAN Diesel & Turbo A/S.

7.9 Surface Roughness (journal/pin)

Limits to surface roughness

The surface roughness of the journal/pin should always be within the specified lim-
its.

a. For main bearing and crankpin bearing journals:

• New journals: AlSn40 0.4 Ra

HMO7 0.8 Ra

• Recondition if higher than: AlSn40 0.8 Ra

HMO7 1.6 Ra

b. For Crosshead pins: ★

• New or repolished 0.05 Ra

• Acceptable in service: 0.05 - 0.1 Ra

• Repolishing if higher than: 0.1 Ra

Determination of the pin/journal roughness

Measure the roughness with an electronic roughness tester, or Evaluate the rough-
ness with a RUGOTESTER®, by comparing the surface of the pin/journal with the
specimens on the RUGOTESTER®. When performing this test, the pin surface
and the RUGOTESTER® must be thoroughly clean and dry. Hold the tester close
to the surface and compare the surfaces. If necessary, use your finger nail to run
over the pin/journal surface and the RUGOTESTER ® specimens to compare and
determine the roughness level.

7.10 Repairs of Bearings on Site

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2545-0100-0004
Description

It is recommended to contact MAN Diesel & Turbo for advice before

starting any repairs.
(See also Item 1., ‘General Bearing Requirements and Criteria’).

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 MAN B&W 2545-0100-0004

1. Overlayer wiping

Bearings
a. Overlayer wiping and moderate tearing in crosshead bearing lower shells is not seri-
ous, and is remedied by careful use of a scraper.
However, see the ‘Note’in Item 7.3.1.

b. Hard contact on the edges of crosshead bearings is normally due to galvanic build-
up of the overlayer. This is occasionally seen when inspecting newly installed bearings
and is remedied by relieving these areas with a straight edge or another suitable
scraping tool.
2. Bearing metal squeezed out or wiped:

a. The wiped metal can accumulate in the oil grooves / wedges, run-out or bore relief
where it forms ragged ridges. Such bearings can normally be used again, provided
that the ridges are carefully removed with a suitable scraping tool and the original
geometry is re-established (see Item 7.7, ‘Repair of Oil Transitions’). High spots on the
bearing surface must be levelled out by light cross-scraping (90 by 90 degrees).

b. In cases of wiping where the bearing surface geometry is to be re-established, it is

important:

- to assess the condition of the damaged area and, if found necessary, to check the
bearing surface for hairline cracks under a magnifying glass and with a penetrant fluid,
if necessary.

- to check the surface roughness of the journal/pin and polish if necessary.

c. In extreme cases of wiping, the oil wedges in the crosshead bearing may disappear.
In that event, the shell should be replaced.
3. For evaluation and repair of spark erosion damage, refer to Item 6.2, ‘Spark Erosion’.
4. Cracked bearing metal surfaces should only be repaired temporarily. The bearing must
be replaced (see Items 7.5, ‘Cracks’ and 7.6, ‘Cause for Cracks’).

7.11 Repairs of Journals/Pins

Crosshead pins

Pin surface roughness should be better than 0.1 Ra (see Item 7.9, ‘Surface
Roughness (journal/pin)’). If the Ra value is higher than 0.1 μm, the pin can often
be repolished on the spot, as described below. If the pin is also scratched, the
position and extent of the scratched areas must be evaluated. If there are also
deep scratches, these must be levelled out carefully with hardbacked polishing
paper, or similar, before the polishing process is started.

Use a steel ruler, or similar, to support the polishing paper, as the

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2545-0100-0004

fingertips are too flexible.

Description

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 2545-0100-0004 MAN B&W

The surface roughness not counting in scratches after polishing should be better
Bearings

than 0.1 Ra in the 120° crown. The upper 240° can be accepted up to an average
roughness of 0.2 Ra including scratches.

The following methods are recommended for repolishing on site.

1. Polishing with microfinishing film
The polishing process is carried out with a “microfinishing film”, e.g. 3M aluminium
oxide (30 micron, 15 micron and 5 micron), which can be recommended as a fairly
quick and easy method, although to fully reestablish the pin surface it will often be
necessary to send the crosshead to a repair shop for regrinding/polishing in an appro-
priate machine.
The microfinishing film can be slung around the pin and drawn to and fro by hand and,
at the same time, moved along the length of the pin, or it is drawn with the help of a
hand drilling machine; in this case, the ends of the microfilm are connected together
with strong adhesive tape or glued together.
2. Braided hemp rope method
This method is executed with a braided hemp rope and jeweller’s rouge.
Before the rope is applied all frontending scratches must be removed with fine emery
cloth as per 7.11.1.
A mixture of polishing wax and gas oil (forming an abrasive paste of a suitably soft
consistency) is to be applied to the rope at regular intervals. During the polishing oper-
ation, the rope must move slowly from one end of the pin to the other.
The polishing is continued until the roughness measurement proves that the surface is
adequately smooth (see Item 7.9).
This is a very time consuming operation and, depending on the surface roughness in
prior, about three to six hours may be needed to complete the polishing.

Journals (Main and crankpin journals)

1. The methods for polishing of crosshead pins can also be used here, and method a)
Polishing with microfinishing film, will be the most suitable method. A 30 micron micro-
finishing film is recommended here or 220-270 grade emery cloth of a good quality.
2. Local damage to the journal can also be repaired. The area is to be ground carefully
and the transitions to the journal sliding surface are to be rounded carefully and pol-
ished. We recommend to contact MAN Diesel & Turbo for advice before such a repair
is carried out. But as temporary repair, any ridges must be filed or ground to level.

7.12 Inspection of Bearings

Regarding check of bearings before installation, see item 13., ‘Check of Bearings
before Installation’.

For the ship’s own record and to ensure the correct evaluation of the bearings
when advice is requested from MAN Diesel & Turbo, we recommend to follow the
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2545-0100-0004

guidelines for inspection, which are stated in Drawing 2555-0140 page 3 to 7.

Description

See the example of an Inspection Record on Drawing 2555-0140 page 6.

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 MAN B&W 2545-0100-0004

8 Crosshead Bearing Assembly

Bearings
8.1 Bearing Type

See also Plate 1472-0300

The type of bearing used in the crosshead assembly is a thin shell (insert) bearing
(see Item 5.5, ‘Thin Shell Bearings’). The lower shell is a trimetal shell, i.e. the shell
is composed of a steel back with cast-on white metal and an overlayer coating.

See also Item 3, ‘Overlayers’. The upper shell is a bimetal shell, as it does not have
the overlayer coating; both the upper and lower shells are protected against corro-
sion with tin flash (see Item 4, ‘Flashlayer, Tin (Sn)’). The upper part can also be
cast into the bearing cap.

8.2 Bearing Function and Configuration

Because of the oscillating movement and low sliding speed of the crosshead bear-
ing, the hydrodynamic oil film is generated through special oil wedges (see Item
5.3, ‘Axial Oil Grooves and Oil Wedges’) on either side of the axial oil supply
grooves situated in the loaded area of the bearing. The oil film generated in this
manner can be rather thin. This makes the demands for pin surface roughness
and oil wedge geometry important parameters for the assembly to function. A fur-
ther requirement is effective cooling which is ensured by the transverse oil
grooves. The pin surface is superfinished (see Item 7.9 1.b). The lower shell is
most often executed with a special surface geometry (embedded arc) which
extends over a 120 degree arc, and ensures a uniform load distribution on the
bearing surface in contact with the pin. The lower shell is coated with an overlayer
(see Item 3., ‘Overlayers’), which enables the pin sliding geometry to conform with
the bearing surface in the embedded arch area.

Another geometry execution is the “Single bore” geometry, which depends on a

fully positive yet small clearance. With “Single bore” the overlayer is omitted.

9 Main Bearing Assembly

The engine can be equipped with “Thick shell bearings” (Item 5.4) or “Thin shell
bearings” (Item 5.5).

The bearing type, i.e. “thick shell” or “thin shell” determines the main bearing hous-
ing assembly described below (see table of installed bearing types, Drawing
2555-0100, and housing assemblies, Drawing 2555-0120).

9.1 Thick Shell Bearing Assembly

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2545-0100-0004
Description

See Drawing 2555-0120, Fig. 1

The tensioning force of a thick shell bearing assembly (Fig. 1) is transferred from
the bearing cap (pos. 1) to the upper shell (pos. 2) and via its mating faces to the
lower shell (pos. 3).

17 (20)
 2545-0100-0004 MAN B&W

The bearing bore is equipped with the following geometry:

Bearings

1. central oil supply groove and oil inlet in the upper shell which ends in a sloping run-out
(Item 5.1) in both sides of the lower shell, see Drawing 2555-0100.
2. the bearing bore is furnished with a bore relief (Item 5.2) at the mating faces of the
upper and lower shell, see Drawing 2555-0100.

9.2 Thin Shell (Insert Bearing) Bearing Assembly

See Drawing 2555-0120, Fig. 2

This forms a rigid assembly (Fig. 2). The bearing cap (pos. 1) which has an inclined
vertical and horizontal mating face, is wedged into a similar female geometry in the
bedplate (pos. 2), which, when the assembly is pretensioned, will ensure a positive
locking of the cap in the bedplate.

The lower shell can be positioned by means of screws (Pos. 3) (note: some
engines do not have locking screws). During mounting of the lower shell it is very
important to check that the screws are fully tightened to the stops in the bedplate.
This is to prevent damage to the screws and shell during tightening of the bearing
cap. See also workcard 2565-0401.

See also Item 5.5, ‘Thin Shell Bearings’ earlier in this section. For information
regarding inspection and repair, see Item 7, ‘Practical Information’.

10 Crankpin Bearing Assembly

See also Plate 1472-0300

This assembly is equipped with thin shells, and has two or four tensioning studs,
depending on the engine type. Crankpin bearing assemblies with four studs must
be tensioned in parallel, for example first the two forward studs and then the two
aftmost studs; the tensioning may be executed in two or three steps. If four
hydraulic jacks are available only one step is necessary plus [Link] pro-
cedure is recommended in order to avoid a twist (angular displacement) of the
bearing cap to the mating face on the connecting rod.

The oil supply groove transition to the bearing sliding surface is similar to that of
the main bearing geometry. For information regarding inspection and repair, see
Item 7, ‘Practical Information’.

11 Guide Shoes and Guide Strips

See Drawing 2555-0125

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2545-0100-0004
Description

(See also Plate 1472-0300)

The guide shoes, which are mounted on the fore and aft ends of the crosshead
pins, slide between guides and transform the translatory movement of the piston/
piston rod via the connecting rod into a rotational movement of the crankshaft.

18 (20)
 MAN B&W 2545-0100-0004

The guide shoe is positioned relative to the crosshead pin with a positioning pin

Bearings
screwed into the guide shoe, the end of the positioning pin protrudes into a hole in
the crosshead pin and restricts the rotational movement of the cross-head pin
when the engine is turned with the piston rod disconnected.

The guide strips are bolted on to the inner side of the guide shoes and ensure the
correct position of the piston rod in the fore-and-aft direction. This alignment and
the clearance between the guide strips and guide is made with shims between the
list and the guide shoe.

The sliding surfaces of the guide shoes and guide strips are provided with cast-in
white metal and furnished with transverse oil supply grooves and wedges (see
Item 5.3, ‘Axial Oil Grooves and Oil Wedges’,.

For inspection of guide shoes and guide strips, see Item 7.1, 7.3.3 and 7.4.1 a)
and b) and chapter 2565.

12 Thrust Bearing Assembly

See Drawing 2555-0130

The thrust bearing is a tilting-pad bearing of the Michell type. There are eight pads
(segments) or more placed on each of the forward and aft sides of the thrust col-
lar. They are held in place circumferentially by stoppers. The segments can be
compared to sliding blocks and are pivoted in such a manner that they can individ-
ually take up the angle of approach necessary for a hydrodynamic lubricating
wedge. The lubricating/cooling oil is sprayed directly on to the forward and aft
sides of the thrust collar by means of nozzles positioned in the spaces between
the pads. The nozzles are mounted on a semicircular delivery pipe.

For clearances and max. acceptable wear, see work cards.

13 Check of Bearings before Installation

See Drawing 2255-0185

Clean the bearing shells thoroughly before inspecting.

13.1 Visual Inspection

1. Check the condition of the bearing surfaces for impact marks and burrs. Repair by
scraping if necessary.
2. Check that the transition between the bore relief and the bearing sliding surface is
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2545-0100-0004

smooth.
Description

13.2 Check Measurements

Place the shell freely, as illustrated in Drawing 2555-0185, Fig. 1.

19 (20)
 2545-0100-0004 MAN B&W

Measure the crown thickness, with a ball micrometer gauge. Measure in the centre
Bearings

line of the shell, 15 millimetres from the forward and aft sides.

Record the measurements as described in Item 7.12, ‘Inspection of Bearings’ and

Drawing 2555-0140 page 3 to 7.

This will facilitate the evaluation of the bearing wear during later overhauls.

13.3 Cautions

As bearing shells are sensitive to deformations, care must be taken during han-
dling, transport and storage, to avoid damaging the shell geometry and surface.

The shells should be stored resting on one side, and be adequately protected
against corrosion and mechanical damage.

Preferably, keep new bearing shells in the original packing, and check that the
shells are in a good condition, especially if the packing shows signs of damage.

During transport from the store to the engine, avoid any impacts which could
affect the shell geometry.

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2545-0100-0004
Description

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 MAN B&W 2545-0110-0002

1 Alignment

Alignment of Main Bearings

During installation of the engine, intermediate shaft and propeller shaft, the yard
aims to carry out a common alignment, to ensure that the bearing reactions are
kept within the permitted limits, with regard to the different factors which infl uence
the vessel and engine during service.

Factors like the ship’s load condition, permanent sag of the vessel, movements in
sea, wear of bearings etc., makes it necessary to regularly check the alignments:

- Main bearings, see Items 2.1-2.4

- Engine bedplate, see Item 2.5
- Shafts, see Item 2.6.

2 Alignment of Main Bearings

See Drawing 2555-0175 and 2555-0180

The bearing alignment can be checked by deflection measurements (autolog) as

described in the following section.

Example; If two adjacent main bearings at the centre of the engine are placed too
high, then at this point the crankshaft centreline will be lifted to form an arc. This
will cause the intermediate crank throw to deflect in such a way that it “opens”
when turned into bottom position and “closes” in top position.

Since the magnitude of such axial lengthening and shortening increases in propor-
tion to the difference in the height of the bearings, it can be used as a measure of
the bearing alignment.

2.1 Deflection Measurements (autolog)

See Drawings 2555-0175

As the alignment is influenced by the temperature of the engine the deflection

measurements should, for comparison, always be made under nearly the same
temperature and load conditions.

It is recommended to record the actual jacket water and lub. oil temperatures in
Drawings 2555-0175.

Procedure
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2545-0110-0002

Turn the crankpin for the cylinder concerned to Pos. B1, see Fig. 2, Drawing
Description

2555-0175. Place a dial gauge axially in the crank throw, opposite the crankpin,
and at the correct distance from the centre, as illustrated in Fig. 1. The correct
mounting position is marked with punch marks on the crankthrow. Set the dial
gauge to “Zero”.

1 (4)
 2545-0110-0002 MAN B&W

Make the deflection readings at the positions indicated in Fig. 2.

Alignment of Main Bearings

“Closing” of the crankthrow (compression of the gauge) is regarded as negative

and “Opening” of the crankthrow (expansion of the dial gauge) is regarded as posi-
tive, see Fig. 1.

Since, during the turning, the dial gauge cannot pass the connecting rod at BDC,
the measurement for the bottom position is calculated as the average of the two
adjacent positions (one at each side of BDC).

When making deflection readings for the two rearmost cylinders, the turning gear
should, at each stoppage, be turned a little backwards to ease off the tangential
pressure on the turning wheel teeth. This pressure may otherwise falsify the read-
ings.

Enter the readings in the table Fig. 3. Then calculate the BDC deflections, 1/2
(B1+B2), and note down the result in Fig. 4.

Enter total “vertical deflections” (opening - closing) of the throws, during the turning
from bottom to top position in the table Fig. 5 (T-B).

2.2 Checking the Deflections

See Drawing 2555-0180 and Testbed Report

The results of the deflection measurements (see Drawing 2555-0175, Fig. 5)
should be evaluated with the commisioning test measurements (recorded by the
engine builder in the commisioning test report on site). If re-alignment has been
carried out later on (e.g. following repairs), the results from these measurements
should be used.

Values of permissible “vertical deflections” etc. are shown in Drawing 2555-0180.

The values shown on Drawing 2555-0180 are specifically attributed to

the crankshaft condition, NOT the bearing wear condition.

The values represent theoretical maximum deflection, which the

crankshaft material can sustain, for an unlimited time of operation,
without risking to exceed the stress fatigue limits of the crankshaft.

The values are unlikely to exceed the “permissible from new” in static
condition (turning of the engine).

For bearing wear measurements derived from deflection readings;

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2545-0110-0002

always refer to commissioning test results, and judge the relative

change in deflection over time.
Description

Abnormal/deviating deflection readings should always be investigated

and additional measurements performed, such as Top and Bottom
clearance of adjacent main bearings.

2 (4)
 MAN B&W 2545-0110-0002

Alignment of Main Bearings

2.3 Floating Journals

See also Item 2.2 and Drawing 2555-0180

Use a special bearing feeler gauge to investigate the contact between the main
bearing journals and the lower bearing shells. Check whether the clearance
between journal and lower shell is zero.

If clearance is found between journal and lower bearing shell, the condition of the
shell must be checked and, if found damaged, it must be replaced.

The engine alignment should be checked and adjusted, if necessary.

To obtain correct deflection readings in case one or more journals are not in con-
tact with the lower shell, it is recommended to contact the engine builder.

If the deflection values are within limits and there is bottom clearance found, it may
be possible to install an offset bearing to get a positive bearing reaction.

2.4 Causes of Crankshaft Deflection

1. Excessive wear of main bearings

2. Displacement of bedplate (see ‘Piano Wire Measurements’)
3. Displacement of engine alignment and/or shafting alignment
4. Loose or broken Staybolts.
5. Loose foundation bolts.
6. Wear of shock absorber material.

2.5 Piano Wire Measurements. Bedplate Alignment

A 0.5 mm piano wire is stretched along each side of the bedplate.

The wire is loaded with 400 N horizontal force.

At the centreline of each cross girder the distance is measured between the wire
and the machined faces of the bedplate top outside oil groove.

It will thus be revealed whether the latter has changed its position compared with
the reference measurement from engine installation.
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2545-0110-0002

This measurement requires special equipment available from MAN Diesel & Turbo.
Description

3 (4)
 2545-0110-0002 MAN B&W

2.6 Shafting Alignment, Bearing Load, “Jack-up” Test

Alignment of Main Bearings

This can be checked by measuring the load at:

- the aftermost main bearing
- the intermediate shaft bearings (plummer blocks)
- in the stern tube or generator bearing.

Making these measurements normally requires specialist assistance.

As a reliable evaluation of the shafting alignment measurements requires a good

basis, the best obtainable check can be made if the contractor/supplier or repair-
shop has carried out the alignment based on precalculation of the bearing reac-
tions.

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2545-0110-0002
Description

4 (4)
 MAN B&W 2555-0100-0003

Main Bearing, Thick Shell Design

Engine types with thick shell main bearing assemblies:

S/K/L50ME/MC
S/K/L60ME/MC
S/L70ME/MC
L80ME/MC
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K/L90ME/MC
2555-0100-0003
Drawing

1 (1)
 MAN B&W 2555-0105-0004

Main Bearing, Thin Shell Design, Data

Figure 1: Thin shell bearing

Engine types with thin shell main bearing assemblies:

S 26 MC
L/S 35 MC / MC-C / ME-B
S 40 MC / MC-C / ME-B
S 42 MC
S 46 MC-C / ME-B
G/S 50 MC-C / ME-C / ME-B
G/S 60 MC-C / ME-C
S 65 MC-C / ME-C
S 70 MC-C / ME-C
G/S/K 80 MC-C / ME-C
K/S 90 MC-C / ME-C
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2555-0105-0004
Work Card

Figure 2: Blended edge

1 (1)
 MAN B&W 2555-0110-0004

Crosshead Bearing
Extent of oil wedges in crosshead bearing lower shell:
Engine type: Extent L (mm)*
S26MC For actual values, refer to Work Card
2565-0200
S/L35MC/MC-C/ME-B
*) On each side of the axial oil groove
S40MC-C/ME-B
S/L42MC
S46MC-C/ME-B
G/S/K/L50MC/ME-C/ME-B
G/K/L/S60MC/ME/ME-B
S65MC-C/ME-C
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2555-0110-0004

K/L/S70MC/ME
G/K/L/S80MC/ME-C
Drawing

S/K/L90-98ME-C/MC-C

1 (1)
 2012-11-01 - en

MAN B&W

Drawing Crankpin Bearing

2555-0115-0002
2555-0115-0002

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MAN B&W

Drawing Main Bearing Assemblies

2555-0120-0002
2555-0120-0002

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MAN B&W

Drawing Guide Shoes and Strips

2555-0125-0005
2555-0125-0005

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MAN B&W

Drawing Thrust Bearing Assembly

2555-0130-0003
2555-0130-0003

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MAN B&W

Drawing Bearing Wear Monitoring System (BWM)

2555-0136-0002
2555-0136-0002

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MAN B&W

Drawing Propeller Shaft Earthing Device

2555-0137-0002
2555-0137-0002

1 (1)
 MAN Diesel 2555-0140-0003

Recording of Observations

Inspection of Bearings
References to Work Cards
Inspection without Open-up Inspection
Bearing Type Opening-up and Overhaul
Main bearing 2565-0401 2565-0401
Crankpin bearing 2565-0301 2565-0301
Crosshead bearing 2565-0201 2565-0201
Guide shoes 2565 –
Crosshead guides 2565 –
Thrust bearing – 2565-0601
Camshaft bearing (MC/ME-B) 2565-0101 2565-0101

Use the Inspection Sheet, 2555-0140 page 6. For help, refer to example, 2555-0140
page 5.

A. Inspection without Opening-up

State the following information:
Date / Signature / Engine running hours / Type of inspection / Bearing type (2555-
0140, table 1) / Bearing number / Observation (2555-0140 page 4, Table 3)/ Remarks /
Clearances.

B. Open-up Inspection and Overhaul

State the following information:
Date / Signature / Engine running hours / Type of inspection / Bearing type
(2555-0140, Table 1) / Bearing number / Manufacturer’s logo / Damage to (2555-0140,
Table 2) / Observation (2555-0160 page 4, Table 4) / Site and extent of damage (2555-0140
page 2 and 3) * /Remarks / Clearances / Hydraulic opening pressure / Roughness.

* The site and extent of the damage is determined by:

1. The approx. centre of the damaged area (see examples I, II and III).
The axial location (I) of the centre should be stated in (mm) from the aft end of the
bearing or the journal.

2. The extent of the damage defined by a circle with radius (r); or a rectangle (a, b) or (a, b, +/– c),
(see examples I, II and III).
Note: for isolated cracks, illustration III is used, with the measurement b omitted.

Table 1: Table 2:
Bearing Type Damage
Main Bearing MB Overlayer OL
Crankpin Bearing CRB White Metal WM
Crosshead Bearing CHB Journal J
2555-0140-0003

Guide Shoes GS Pin P

2008-10-17

Crosshead Guides CG Transitions:

Thrust Bearing TB Oil Wedge OW
Drawing

Camshaft Bearing (MC/ME-B) CSB Bore Relief BR

Tang. Run-out TR
Back of Shell BS

Doc-ID: 2555-0140-0003 1 (6)

2555-0140-0003 MAN Diesel

Location and size of damage in bearing shells

Inspection of Bearings
2555-0140-0003

2008-10-17
Drawing

2 (6) Doc-ID: 2555-0140-0003

 MAN Diesel 2555-0140-0003

Location of damage on pin/journal

Inspection of Bearings
d
a
e
sh
ro
C Crosshead pin
(View from aft)
F M A
0

9 3

Main and crank bearing journals

(View from aft)

0
F M A

9 3

6
2
0
F M A
1

9 3
2555-0140-0003
2008-10-17

6
Drawing

1 Main bearing journal

2 Crank pin bearing journal

Doc-ID: 2555-0140-0003 3 (6)

2555-0140-0003 MAN Diesel

Observations
Inspection of Bearings

Table 3 I ns pe cti on wi thout O pe ning-up ( 7.1 )

C h e ck s Symbol O b s e r va t i o n s
Oil flow OF • OK, similarity
U Uneven
Oil Jets OJ • OK, similarity
(Crosshead, Guide strips) R Reduced
M Missing
TW Twisted
White Metal WM • OK
SQ Squeezed out
CR Cracks
L Loose
M Missing
Crosshead Guides CG • OK
SC Scratches
CO Corrosion
SW Silvery White
Oil Pan OP • OK, clean
WM White metal fragments
Oil Condition OC • OK
DK Dark
WT Water traces

Table 4 Open-up Inspect ion and Overhaul (7 .2)

Checks Symbol Observations Ref.

White Metal WM • OK
W Wiping 7.3 II
HC Hard Contact 7.4
7.7
OS Oil Starvation 7.5
CR Cracks 7.1
CRC Crack Cluster 7.1
L Loose 6.2
M Missing 7.4 B, 6.1
SSE Spark Erosion
CO Corrosion
Overlayer OL • OK 7.3 I
(Crosshead only) TE Tearing 7.3 II
W Wiping
Transitions: • OK 7.7
Oil Wedge OW RR Ragged Ridges 7.7
Bore Relief BR W Wiping 7.10BII
Tang. Run-out TR D Disappeared
2555-0140-0003

Journal/Pin J/P • OK
2008-10-17

SE Spark Erosion 6.2

CO Corrosion 7.4B, 6.1
6.1
SW Silvery White 7.4, 7.11
Drawing

SC Scratches
Back of Shell BS • OK
FR Fretting 7.4
TH Trapped hard Particles 7.4

4 (6) Doc-ID: 2555-0140-0003

 2008-10-17

Clearance (mm)

M/V

No.:

Date
Yard:

hours
Type of
pressure
Description of Condition Top

Journal/pin

Hydr. open.

Checked by
inspection 2)
Roughness 3)

Engine running
Fore Aft
MAN Diesel

Builder:

B ui l t y e a r :
Engine type:
Inspection Records, Example

No.:
Engine
Total

Doc-ID: 2555-0140-0003
CW / CCW 1) Running hours
4)

Date:
Checked by:
4)

4)

1) Engine direction of rotation, seen from aft, must be underllined; CW: Clockwise, CCW: Counter Clockwise
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2
3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.

Drawing Inspection of Bearings

2555-0140-0003
2555-0140-0003

5 (6)
 Drawing

6 (6)
Inspection of Bearings
2555-0140-0003

Clearance (mm)

M/V

No.:

Date
Yard:

hours
Type of
pressure
Description of Condition Top
2555-0140-0003

Journal/pin

Hydr. open.

Checked by
inspection 2)
Roughness 3)

Engine running
Fore Aft

Builder:

B ui l t y e a r :
Engine type:
Inspection Records, Blank

No.:
Engine
Total

Doc-ID: 2555-0140-0003
CW / CCW 1) Running hours
4)

Date:
Checked by:
4)

4)

1) Engine direction of rotation, seen from aft, must be underllined; CW: Clockwise, CCW: Counter Clockwise
2) Inspection without opening-up: 7.1; Open-up inspection: 7.2
3) It should be stated whether the roughness is measured: M, or evaluated: E.
4) Only to be filled in, if all observations are carried out at the same running hours.
MAN Diesel

2008-10-17
 MAN B&W 2555-0150-0004

Crosshead Bearing Lower Shells

Acceptance Crtieria for Tin-Aluminium Bearings with Overlayer

Engine Type: Max. allowed exposure (mm2)
26MC 2900
35MC 4300
35ME-B 5700
40ME-B 7500
42MC 6700
46MC-C/ME-B 8100
50MC-C/ME-C/ME-B 9600
60MC-C/ME-C/ME-B 13100
65MC-C/ME-C 16100
70MC-C/ME-C 17900
2012-11-05 - en

2555-0150-0004

Maximum allowed exposure of the intermediate layer. Values are calculated according to SL05-460/NHN.
Drawing

1 (1)
 2013-11-20 - en

MAN B&W

Drawing Report: Crankshaft Deflections

2555-0175-0004
2555-0175-0004

1 (1)
 MAN B&W 2555-0180-0007

Crankshaft Deflections, Limits

Type Normally obtainable for a new or Realignment Absolute maximum
ME/ME-C/ME-B recently recommended permissible
overhauled engine
mm mm mm
1 2 1 2 All cyl's

K80ME-C9 0,29 0,75 0,77 0,95 1,16

K98ME7 0,24 0,64 0,65 0,80 0,98

K98ME-C7 0,20 0,53 0,54 0,66 0,81

L60ME-C8 0,22 0,58 0,59 0,73 0,89

L70ME-C8 0,26 0,68 0,70 0,86 1,05

S35ME-_9 0,19 0,50 0,52 0,63 0,77

S40ME-_9 0,22 0,58 0,59 0,73 0,89

S50ME-_9 0,29 0,75 0,77 0,94 1,15

S80ME-_9 0,45 1,17 1,20 1,48 1,80

S90ME-_9 0,42 1,08 1,11 1,36 1,66

S46ME-_8 0,23 0,60 0,62 0,76 0,93

S50ME-_8 0,23 0,61 0,62 0,77 0,94

S60ME-_8 0,28 0,73 0,75 0,93 1,13

2013-12-11 - en

2555-0180-0007

S65ME-_8 0,33 0,85 0,87 1,07 1,31

S70ME-_8 0,33 0,86 0,88 1,08 1,32

Drawing

S80ME-_8 0,38 0,98 1,00 1,23 1,50

S90ME-_8 0,36 0,94 0,96 1,19 1,45

1 (2)
 2555-0180-0007 MAN B&W

Type Normally obtainable for a new or Realignment Absolute maximum

recently recommended permissible
Crankshaft Deflections, Limits

ME/ME-C/ME-B
overhauled engine
mm mm mm
1 2 1 2 All cyl's

G50ME-_9 0,33 0,86 0,88 1,08 1,32

G60ME-_9 0,36 0,93 0,95 1,17 1,43

G70ME-_9 0,40 1,03 1,05 1,30 1,58

G80ME-_9 0,49 1,28 1,31 1,62 1,97

1. Normal for all crank throws.

2. Permissible for the foremost crank throw, when the crankshaft fore end is pro-
vided with a torsional vibration damper, tuning wheel or directly coupled to a
generator rotor. Permissible for the aftmost crank throw, when the crankshaft
generator end is provided with a flexible coupling.

When judging the alignment on the above “limiting-value”’ basis, make sure that
the crankshaft is actually supported in the adjacent bearings. (See description
2545-0110 ‘Alignment of Main Bearings’ point 2.3 ‘floating journals’).

2013-12-11 - en
2555-0180-0007
Drawing

2 (2)
 MAN B&W 2555-0185-0002

Measuring of Crown Thickness

Check Measurements
2012-11-05 - en

2555-0185-0002
Drawing

1 (1)
MAN B&W

Preface Chapter Lubricating Oil System ... ............................................ 3040-0100-0001

Lubricating Oil System

Description Cylinder Lubrication ... ................................................ 3045-0110-0009
Circulating Oil and Oil System ... ................................. 3045-0120-0002
Maintenance of Circulating Oil System ... .................... 3045-0130-0005
Turbocharger Lubrication ... ........................................ 3045-0140-0002

Drawing Circulatiing Oil System - Outside Engine (Engines with 3055-0115-0002

Uni-Lube System) ... ...................................................
Circulatiing Oil System - Inside Engine ... ..................... 3055-0125-0003
Flushing of Main Lubricating Oil System - Location of 3055-0130-0003
Chackbag and Blank Flanges .... ..................................
Cleaning System - Stuffing Box Drain Oil (Option) .... .... 3055-0135-0002
Turbocharger Lubrating Oil Pipes ... ............................ 3055-0155-0002

Table of contents

1 (1)
 MAN B&W 3040-0100-0001

Cylinder Lubricators

Lubricating Oil System

The engine is equipped with electronically controlled cylinder lubricators for lubri-
cation of the running surface of liners and rings.

See chapter 3045-0110.

2012-11-05 - en

3040-0100-0001
Preface

1 (1)
 MAN B&W 3045-0110-0009

1 Lubricators

Cylinder Lubrication
Each cylinder liner has a number of lubricating quills, through which oil is intro-
duced from the Lubricators.
There are three different types of lubricators available for B&W engines:
▪ ME-lubricators (integrated with the ME engine ECS system).
▪ Alpha lubricators for MC engines.
▪ Mechanical lubricators for MC engines.
For the specific lubricator system installed, please see individual instruction book.
The oil is pumped into the cylinder (via non-return valves) when the piston rings
pass the lubricating orifices, during the upward stroke.

2 Cylinder Oil Film

The purpose of cylinder lubrication is as follows:
1. To create a hydrodynamic oil film separating the piston rings from the liner. The
oil amount needed to create an oil film is more or less independent of the fuel
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, the optimum is kept safely down to a feed rate of
0.60 g/kWh.
2. To clean the piston rings, ring lands and ring grooves. 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 0.60 g/kWh.
3. Control of cylinder liner corrosion, i.e. neutralisation of sulphuric acid. The com-
bustion process creates highly corrosive sulphuric acids depending on the sulphur
content in the fuel. To obtain an optimal corrosive level of the cylinder liner, the
ACC factor for the cylinder oil feed rate must be set according to instructions. The
ACC (Adaptive Cylinder oil Control) concept ensures a correct cylinder oil feed rate
level in relation to the fuel oil Sulphur content.
If a satisfactory cylinder condition is to be achieved, it is of vital importance that the
oil film is intact. Therefore, the following conditions must be fulfilled:
1. The cylinder lubricators must be correctly timed.
2. The cylinder oil type and BN must be selected in accordance with the fuel being
burned.
3. New liners and piston rings must be carefully run-in, see drawing 2255-0125.
4. The oil feed-rate (dosage) under normal service must be in accordance with the
engine builder’s recommendations. Furthermore, the dosage feed rate must be
adjusted in accordance with the service experience for the actual trade (obtained
from the scavenge port inspections).

3 Cylinder Oils
2013-02-19 - en

3045-0110-0009

The tables below indicates international brands of cylinder oils that have been tes-
ted in service with acceptable results, and some of the oils have also given long
Description

term satisfactory serivce during heavy fuel operation in MAN B&W engines.

1 (2)
 3045-0110-0009 MAN B&W

Do not consider the list complete, as oils from other companies can be equally
suitable. Further information can be obtained by contacting the engine builder or
Cylinder Lubrication

MAN Diesel & Turbo, Copenhagen.

Man Diesel & Turbo recommend the use of cylinder oils with the following main
properties:
▪ SAE 50 viscisity
▪ High detergency
▪ Alkalinity (BN) must be chosen according to the applied fuel sulpher content

Cylinder oils
Oil company Oil name Specified BN Viscosity
level level,SAE
BP CL-DX 405 40 50
CL 505* 50 50
CL 605* 60 50
CLO-50M 70 50
Energol CL 805 80 50
Castrol Cyltech 40SX 40 50
Cyltech 50S* 50 50
Cyltech 70 70 50
Cyltech 80 AW 80 50
Chevron Taro Special HT LS 40 40 50
Taro Special HT 55* 55 50
Taro Special HT 70 70 50
ExxonMobil Mobilgard L540 40 50
Mobilgard 560 VS* 60 50
Mobilgard 570 70 50
Shell Alexia S4* 60 40
Alexia 50 70 50
Total Talusia LS 40 40 50
Talusia Universal* 57 50
Talusia HR 70 70 50
* Not recommended for Mark 9 and G- type engines
For Mark 9 and G- type engines: the following is recommended:
▪ For high sulphur fuel: Cylinder lube oil with 70BN or higher
▪ For low sulpher fuel: Cylinder lube oil with 40BN
2013-02-19 - en
3045-0110-0009

▪ Cylinder lube oil viscosity: SAE50

Description

2 (2)
 MAN B&W 3045-0120-0002

1 Circulating Oil

Circulating Oil and Oil System

Lubricating and cooling oil

Rust and oxidation inhibited engine oils, of the SAE 30 viscosity grade, should be
chosen.

In order to keep the crankcase and piston cooling space clean of deposits, the oils
should have adequate dispersancy/detergency properties.

Alkaline circulating oils are generally superior in this respect.

The international brands of oils listed below have all given satisfactory service in
one or more MAN diesel engine installation(s).

Company Circulating oil SAE 30, BN 5-10

BP Energol OE-HT30
Castrol Marine CDX 30
Chevron Veritas 800 Marine 30
Exxon Mobil Mobilgard 300
Shell Melina S 30
Total Atlanta Marine D3005

The list must not be considered complete, and oils from other companies may be
equally suitable.

Further information can be obtained by contacting the engine builder or MAN Die-
sel & Turbo.

2 Circulating Oil System

(See Drawing 3055-0115)

One of the pumps (1) draws the oil from the bottom tank and forces it through the
lub. oil cooler (2), the filter (3) with an absolute fineness of minimum 50 μm (0.05
mm) (40 μm, 0.04 mm for AlSn40 bearings) corresponding to a nominal fineness of
approx. 30 μm at a retaining rate of 90%) and thereafter delivers it to the engine
via the flange RU.

RU The main part of the oil is, via the telescopic pipe, sent to the piston cooling manifold,
2012-10-31 - en

3045-0120-0002

where it is distributed between piston cooling and bearing lubrication. From the
crosshead bearings, the oil flows through bores in the connecting rods, to the crank-
Description

pin bearings.
The remaining oil goes to lubrication of the main bearings, thrust bearing, camshaft
(not ME/ME-C engines) and turbocharger.

1 (3)
 3045-0120-0002 MAN B&W

The relative amounts of oil flowing to the piston cooling manifold, and to the main
Circulating Oil and Oil System

bearings, are regulated by a butterfly valve, or an orifice plate. The oil distribution
inside the engine is shown on Drawing 3055-0125.

Circulating Oil Pressure: See 7045-0100.

3 Circulating Oil Failure

3.1 Cooling Oil Failure

The piston cooling oil is supplied via the telescopic pipe fixed to a bracket on the
crosshead. From here it is distributed to the crosshead bearing, guide shoes,
crankpin, bearing and to the piston crown.

Failing supply of piston cooling oil, to one or more pistons, can cause heavy oil
coke deposits in the cooling chambers. This will result in reduced cooling, thus
increasing the material temperature above the design level.

In such cases, to avoid damage to the piston crowns, the cylinder loads should be
reduced immediately (see slow-down below), and the respective pistons pulled at
the first opportunity, for cleaning of the cooling chambers.

Cooling oil failure will cause alarm and slow-down of the engine. See 7045-0100.

For CPP-plants with a shaft generator coupled to the grid, an auxiliary engine will
be started automatically and coupled to the grid before the shaft generator is dis-
connected and the engine speed reduced. See Drawing 6655-0120, ‘Sequence
Diagram’.

After remedying a cooling oil failure, it must be checked (with the circulating oil
pump running) that the cooling oil connections in the crankcase do not leak, and
that the oil outlets from the crosshead, crankpin bearings, and piston cooling, are
in order.

3.2 Lubricating Oil Failure

If the lub. oil pressure falls below the pressures stated in 7045-0100, the engine’s
safety equipment shall reduce the speed to slow down level, respectively stop the
engine when the SHUT DOWN oil pressure level has been reached.

For CPP-plants with a shaft generator coupled to the grid, an auxiliary engine will
be started automatically and coupled to the grid before the shaft generator is dis-
connected and the engine speed reduced. See 6655-0120, ‘Sequence Diagram’.
2012-10-31 - en
3045-0120-0002

Find and remedy the cause of the pressure drop.

Description

2 (3)
 MAN B&W 3045-0120-0002

A likely cause of pressure drop, is worn-out bearings, causing

Circulating Oil and Oil System

the filters to clog.

Check for traces of melted white metal in the crankcase and oil pan. See also Sec-
tion 6645-0100.

“Feel over” 15-30 minutes after starting, again one hour later, and fi nally also after
reaching full load (see also Section 6645-0120).
2012-10-31 - en

3045-0120-0002
Description

3 (3)
 MAN B&W 3045-0130-0005

1 Oil System Cleanliness

Maintenance of the Circulating Oil

In a new oil system, as well as in a system which has been drained owing to repair
or oil change, the utmost care must be taken to avoid the ingress and presence of
abrasive particles, because filters and centrifuges will only remove these slowly,
and some are therefore bound to find their way into bearings etc.

For this reason - prior to filling-up the system - careful cleaning of pipes, coolers
and storage tank is strongly recommended.

2 Cleaning the Circulating Oil System

The recommendations below are based on our experience, and laid out in order to
give the contractor/supplier and operators the best possible advice regarding the
avoidance of mishaps to a new engine, or after a major repair.

The instruction given in this book is an abbreviated version of our flushing proce-
dure used prior to shoptrial. A copy of the complete flushing procedure is available
through MAN Diesel & Turbo or the engine builder.

2.1 Cleaning before filling-up

In order to reduce the risk of bearing damage, the normal careful manual cleaning
of the crankcase, oil pan, pipes and storage tank, is naturally very important.

However, it is equally important that the system pipes and components, between
the filter(s) and the bearings, are also carefully cleaned for removal of “welding
spray” and oxide scales.

If the pipes have been sand blasted, and thereafter thoroughly cleaned or “acid-
washed”, then this ought to be followed by “washing-out” with an alkaline liquid,
and immediately afterwards the surfaces should be protected against corrosion.

In addition, particles may also appear in the circulating oil coolers, and therefore
we recommend that these are also thoroughly cleaned.

2.2 Flushing Procedure, Main Lub. Oil System

Regarding flushing of the camshaft lub. oil pipes:

Engines with Uni-lube system, see Section 3045-0160.

Experience has shown that both during and after such general cleaning, airborne
abrasive particles can still enter the circulating oil system. For this reason it is nec-
2012-11-07 - en

3045-0130-0005

essary to flush the whole system by continuously circulating the oil - while bypass-
Description

ing the engine bearings, etc.

This is done to remove any remaining abrasive particles, and, before the oil is
again led through the bearings, it is important to definitely ascertain that the sys-
tem and the oil have been cleaned adequately.

1 (12)
 3045-0130-0005 MAN B&W

During flushing (as well as during the preceding manual cleaning) the bearings
must be effectively protected against the entry of dirt.
Maintenance of the Circulating Oil

The methods employed to obtain effective particle removal during the oil circula-
tion depend upon the actual plant installations, especially upon the filter(s) type,
lub. oil centrifuges and the bottom tank layout.

Cleaning is carried out by using the lub. oil centrifuges and by pumping the oil
through the filter. A special flushing filter, with fineness down to 10 μm, is often
used as a supplement to or replacement of the system filter.

The following items are by-passed by blanking off with special blanks:
a. The main bearings
b. The crossheads
c. The thrust bearing
d. The turbocharger(s)
e. The axial vibration damper.
f. The torsional vibration damper (if installed)
g. The moment compensators (if installed)
h. The chain drive

See also Drawing 3055-0130 page 1.

It is possible for dirt to enter the crosshead bearings due to the design of the open
bearing cap. It is therefore essential to cover the bearing cap with rubber shielding
throughout the flushing sequence.

As the circulating oil cannot by-pass the bottom tank, the whole oil content should
partake in the flushing.

During the flushing, the oil should be heated to 60-65°C and circulated using the
full capacity of the pump to ensure that all protective agents inside the pipes and
components are removed.

It is essential to obtain an oil velocity which causes a turbulent flow in the pipes
that are being flushed.

Turbulent flow is obtained with a Reynold number of 3000 and above.

Re = x 1000, where
2012-11-07 - en
3045-0130-0005

Re = Reynold number
Description

V = Average flow velocity (m/s)

v = Kinematic viscosity (cSt)
D = Pipe inner diameter (mm)

2 (12)
 MAN B&W 3045-0130-0005

The preheating can be carried out, for instance, by filling the waterside of the cir-

Maintenance of the Circulating Oil

culating oil cooler (between the valves before and after the cooler) with fresh water
and then leading steam into this space. During the process the deaerating pipe
must be open, and the amount of steam held at such a level that the pressure in
the cooler is kept low.

In order to obtain a representative control of the cleanliness of the oil system dur-
ing flushing, "control bags" are used (e.g. 100 mm wide by 400 mm long, but with
an area of not less than 1000 cm2, and made from 0.050 mm filter gauze). Pro-
posals for checkbag housings are shown on Drawing 3055-0130 page 2..

To ensure cleanliness of the oil system after the filter, two bags are placed in the
system, one at the end of the main lub. oil line for the telescopic pipes, and one at
the end of the main lub. oil line for the bearings.

To ensure cleanliness of the oil itself, another bag is fed with circulating oil from a
connection stub on the underside of a horizontal part of the main pipe between
circulating oil pump and main filter. This bag should be fitted to the end of a 25
mm plastic hose and hung in the crankcase.

At intervals of approx. two hours, the bags are examined for retained particles,
whereafter they are cleaned and suspended again, without disturbing the oil circu-
lation in the main system.

The oil flow through the "control bags" should be sufficient to ensure that they are
continuously filled with oil. The correct flow is obtained by restrictions on the bag
supply pipes.

The max. recommended pressure differential across the check bag is 1 bar, or in
accordance with information from the check bag supplier.
On condition that the oil has been circulated with the full capacity of the main
pump, the oil and system cleanliness is judged sufficient when, for two hours, no
abrasive particles have been collected.

As a supplement, and for reference during later inspections, we recommend that

in parallel to using the checkbag, the cleanliness of the lub. oil is checked by parti-
cle counting, in order to find particle concentration, size and type of impurities.
When using particle counting, flushing should not be accepted as being complete
until the cleanliness is found to be within the range in ISO 4406 level ≤19/15 (cor-
responding to NAS 1638, Class 10).

In order to improve the cleanliness, it is recommended that the circulating oil cen-
trifuges are in operation during the flushing procedure. The centrifuge preheaters
ought to be used to keep the oil heated to the proper level.
2012-11-07 - en

3045-0130-0005
Description

3 (12)
 3045-0130-0005 MAN B&W

If the centrifuges are used without the circulating oil pumps

Maintenance of the Circulating Oil

running, then they will only draw relatively clean oil, because,
on account of low oil velocity, the particles will be able to settle
at different places within the system.

A portable vibrator or hammer should be used on the outside of the lub. oil pipes
during flushing in order to loosen any impurities in the piping system. The vibrator
is to be moved one metre at least every 10 minutes in order not to risk fatigue fail-
ures in piping and welds.

A flushing log, see Drawing 3055-0130 page 3, is to be used during flushing and
for later reference.

As a large amount of foreign particles and dirt will normally settle in the bottom
tank during and after the flushing (low flow velocity), it is recommended that the oil
in the bottom tank is pumped to a separate tank via a 10 μm filter, and then the
storage tank is again cleaned manually. The oil should be returned to the tank via
the 10 μm filter.

If this storage tank cleaning is not carried out, blocking up of the filters can fre-
quently occur during the first service period, because settled particles can be dis-
persed again:

a. due to the oil temperature being higher than that during flushing,
b. due to actual engine vibrations.

Important: When only a visual inspection of the lub. oil is carried out, it is important
to realise that the smallest particle size which is detectable by the human eye is
approx. 0.04 mm.

During running of the engine, the lub. oil film thickness in the bearings becomes as
low as 0.005 mm or even lower. Consequently, visual inspection of the oil cannot
protect the bearings from ingress of harmful particles. It is recommended to
inspect the lub. oil in accordance with ISO 4406.

3 Circulating Oil Treatment

3.1 General

Circulating oil cleaning, during engine operation, is carried out by means of an

2012-11-07 - en

inline oil filter, the centrifuges, and possibly by-pass filter, if installed, as illustrated
3045-0130-0005

on Drawing 3055-0115.
Description

The engine as such consumes about 0.1 g/kWh of circulating lub. oil, which must
be compensated for by adding new lub. oil.

4 (12)
 MAN B&W 3045-0130-0005

It is this continuous and necessary refreshing of the oil that will control the BN and

Maintenance of the Circulating Oil

viscosity on an acceptable equilibrium level as a result of the fact that the oil con-
sumed is with elevated figures and the new oil supplied has standard data.

In order to obtain effective separation in the centrifuges, it is important that the flow
rate and the temperature are adjusted to their optimum, as described in the follow-
ing.

3.2 The Centrifuging Process

Efficient oil cleaning relies on the principle that - provided the through-put is ade-
quate and the treatment is effective - an equilibrium condition can be reached,
where the engine contamination rate is balanced by the centrifuge separation rate
i.e.:

Contaminant quantity added to the oil per hour = contaminant quantity removed
by the centrifuge per hour.

It is the purpose of the centrifuging process to ensure that this equilibrium condi-
tion is reached, with the oil insolubles content being as low as possible.

Since the cleaning efficiency of the centrifuge is largely dependent upon the flow-
rate, it is very important that this is optimised.

The above considerations are further explained in the following.

3.3 The System Volume, in Relation to the Centrifuging Process

As mentioned above, a centrifuge working on a charge of oil will, in principle, after

a certain time, remove an amount of contamination material per hour which is
equal to the amount of contamination material produced by the engine in the same
span of time.

This means that the system (engine, oil and centrifuges) is in equilibrium at a cer-
tain level of oil contamination (Peq) which is usually measured as pentane insolu-
bles %.

In a small oil system (small vol-

ume), the equilibrium level will
be reached sooner than in a
large system (Fig. 1) - but the
final contamination level will be
the same for both systems -
because in this respect the sys-
tem oil acts only as a carrier of
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3045-0130-0005

contamination material.
Description

A centrifuge can be operated at greatly varying flow rates (Q).

5 (12)
 3045-0130-0005 MAN B&W

Practical experience has

Maintenance of the Circulating Oil

revealed that the content of

pentane insolubles, before and
after the centrifuge, is related to
the flow rate as shown in Fig. 2.

Fig. 2 illustrates that the

amount of pentane insolubles
removed will decrease with ris-
ing Q.

It can be seen that:

a. At low Q, only a small portion of the oil is passing the centrifuge/hour, but is being
cleaned effectively.
b. At high Q, a large quantity of oil is passing the centrifuge/hour, but the cleaning is
less effective.

Thus, by correctly adjusting the

flow rate, an optimal equilibrium
cleaning level can be obtained
(Fig. 3).

This minimum contamination

level is obtained by employing a
suitable flow rate that is only a
fraction of the stated maximum
capacity of the centrifuge (see
the centrifuge manual).

3.4 Guidance Flow Rates

The ability of the system oil to “carry” contamination products is expressed by its
detergency/dispersancy level.

This means that a given content of contamination - for instance 1 % pentane

insolubles - will, in a detergent oil, be present as smaller, but more numerous parti-
cles than in a straight oil.

Furthermore, the particles in the detergent oil will be surrounded by additives,

which results in a specific gravity very close to that of the oil itself, thereby hamper-
ing particle settling in the centrifuge.
This influences the position of
the minimum in Fig. 3, as illus-
trated in Fig. 4.

As can be seen, the equilibrium

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3045-0130-0005

level in a detergent oil will be

higher than in a straight oil, and
Description

the optimum flow rate will be

lower.

6 (12)
 MAN B&W 3045-0130-0005

However, since the most important factor is the particle size (risk of scratching and
wear of the bearing journals), the above-mentioned difference in equilibrium levels

Maintenance of the Circulating Oil

is of relatively minor importance, and the following guidance figures can be used:

In general,
a. the optimum centrifuge flow rate for a detergent oil is about 20-25% of the maxi-
mum centrifuge capacity,
b. whereas, for a straight oil, it is about 50-60%.
c. This means that for most system oils of today, which incorporate a certain deter-
gency, the optimum will be at about 30-40% of the maximum centrifuge capacity.

The preheating temperature should be about 80°C.

4 Oil Deterioration

4.1 General

Oil seldom loses its ability to lubricate, i.e. to form an oil film which reduces friction,
but it can become corrosive.

If this happens, the bearing journals can be attacked, such that their surfaces
become too rough, and thereby cause wiping of the white metal.

In such cases, not only must the bearing metal be renewed, but also the journals
(silvery white from adhering white metal) will have to be re-polished.

Lubricating oil corrosiveness is either due to advanced oxidation of the oil itself
(Total Acid Number, TAN) or to the presence of inorganic acids (Strong Acid Num-
ber, SAN). See further on in this Section.

In both cases the presence of water will multiply the effect, especially an influx of
salt water.

4.2 Oxidation of Oils

At normal service temperature the rate of oxidation is insignificant, but the follow-
ing three factors will accelerate the process:

4.2.1 High Temperature

The temperature level will generally increase if the coolers are not effective.

Local high-temperature areas will arise in pistons, if circulation is not continued for
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3045-0130-0005

about 15 minutes after stopping the engine.

Description

The same will occur in electrical preheaters, if circulation is not continued for 5
minutes after the heating has been stopped, or if the heater is only partly filled with
oil (insufficient venting).

7 (12)
 3045-0130-0005 MAN B&W

4.2.2 Air Admixture

Maintenance of the Circulating Oil

Good venting of the bottom tank should be arranged.

The total oil quantity should be such that it is not circulated more than about 15-18
times per hour. This ensures that sufficient time exists for deaeration during the
period of “rest” in the bottom tanks.

It is important that the whole oil content takes part in the circulation, i.e. stagnant
oil should be avoided.

4.2.3 Catalytic Action

Oxidation will be considerably accelerated if oxidation catalysts are present in the

oil.

In this respect, wear particles of copper are especially bad, but also ferrous wear
particles and rust are active.

In addition, lacquer and varnish-like oxidation products of the oil itself have an
accelerating effect. Therefore, continuous cleaning is important to keep the
“sludge” content low.

As water will evaporate from the warm oil in the bottom tank, and condense on the
tank ceiling, rust is apt to develop here and fall into the oil, thereby tending to
accelerate oxidation. This is the reason for advocating the measures mention in
Section 6645-0100, concerning cleaning and rust prevention.

4.3 Signs of Deterioration

If oxidation becomes grave, prompt action is necessary because the final stages of
deterioration can develop and accelerate very quickly, i.e. within one or two
weeks.

Even if this seldom happens, it is prudent to be acquainted with the following signs
of deterioration, which may occur singly or in combinations.
• The sludge precipitation in the centrifuge multiplies.
• The smell of the oil becomes bad (acrid or pungent).
• Machined surfaces in crankcase become coffee-brown (thin layer of lacquer).
• Paint in crankcase peels off, or blisters.
• Excessive carbon deposits (coke) are formed in piston cooling chambers.
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3045-0130-0005

In serious cases of oil deterioration, the system should be cleaned and flushed
Description

thoroughly, before fresh oil is filled into it.

8 (12)
 MAN B&W 3045-0130-0005

4.4 Water in the Oil

Maintenance of the Circulating Oil

Water contamination of the circulating oil should always be avoided.

The presence of water, especially salt water, will:

• accelerate oil oxidation (tend to form organic and inorganic acids)
• tend to corrode machined surfaces and thereby increase the roughness of bearing
journals and piston rods, etc. (see e.g. Section 2545-0100)
• tend to form tin-oxide on white metal (see Section 2545-0100).

In addition, freshwater contamination can enhance the conditions for bacteriologi-

cal attack.

For alkaline oils, a minor increase in the freshwater content is not immediately det-
rimental, as long as the engine is running, although it should, as quickly as possi-
ble, be reduced again to below 0.2% water content.

If the engine is stopped with excess water in the oil, then once every hour, it
should be turned a little more than 1/2 revolution (to stop in different positions),
while the oil circulation and centrifuging (at preheating temperature) continue to
remove the water. This is particularly important in the case of salt water ingress.

Water in the oil may be noted by “dew” formation on the sight glasses, or by a
milky appearance of the oil.

Its presence can also be ascertained by heating a piece of glass, or a soldering

iron, to 200-300°C and immersing it in an oil sample. If there is a hissing sound,
water is present.

If a large quantity of (sea) water has entered the oil system, it may be profitable to
suck up sedimented water from the bottom of the tank. Taste the water for salt.

In extreme cases it may be necessary to remove the oil/water mixture, and clean
and/or flush the system, before filling up again with the cleaned oil, or the new oil.

4.5 Check of Oil Condition

As described in items 4.3 and 4.4, the on site surveillance of oil condition involves
keeping a check of:
• alterations in separated sludge amount
• appearance and smell of the oil
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3045-0130-0005

• “dew” on sight glasses

Description

• lacquer formation on machined surfaces

• paint peeling and/or blistering
• “hissing” test
• carbon deposits in piston crown.

9 (12)
 3045-0130-0005 MAN B&W

In addition to the above, oil samples should be sent ashore for analysis at least
Maintenance of the Circulating Oil

every three months. The samples should be taken while the engine is running, and
from a test cock on a main pipe through which the oil is circulating.

Kits for rapid on-board analyses are available from the oil suppliers. However, such
kits can only be considered as supplementary and should not replace laboratory
analyses.

5 Circulating Oil: Analyses and Characteristic Properties

Used-oil analysis is most often carried out at oil company laboratories. It is normal
service for these to remark upon the oil condition, based upon the analysis results.
The report usually covers the following characteristics:

Property Remarks Guiding Limits for

used oils
Oil Type Alkaline detergent (for 2-stroke engines)
Specific Gravity Usually 0.90-0.98. Mainly used for identification of ±5%
the oil. (of initial value)
Viscosity The viscosity increases with oil oxidation, and also max. + 40%
by contamination with cylinder oil, heavy fuel, or min.-15%
water. A decrease in the viscosity may be due to (of initial value)
dilution with diesel oil.
Flash Point Lowest temperature at which the oil gives off a min. 180°C
(open cup) combustible vapour. Gives an indication of possible
fuel oil contamination.
TAN This expresses the total content of organic and max. 2
(Total Acid Num- inorganic acids in the oil. Organic (or weak) acids
ber) are due to oxidation. TAN = SAN + Weak acid num-
ber.
SAN This expresses the amount of inorganic (or strong) 0
(Strong Acid acids in the oil. These are usually sulphuric acid
Number) from the combustion chamber, or hydrochloric acid
arising from salt water (ought to be stated in the
analysis). SAN makes the oil corrosive (especially if
water is present) and should be zero.
Alkalinity/BN Gives the alkalinity level in oils containing acid neu- max.+ 100%
(Base Number) tralizing additives. See also Service Letter min.-30%
SL02-408/KEA. (of initial values)
Water Risky if TAN and SAN are high. Salt water has a fresh: 0.2%
higher corrosive effect than freshwater. See previ- (0.5% for short
ous point 4.4. Also refer to SL05-460/NHN periods)
Saline: trace
Conradsen Residue from incomplete combustion, or cracked max. + 3%
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3045-0130-0005

Carbon lubricating and cylinder oil.

Description

Ash Some additives leave ash, which may thereby be max. + 2%

used to indicate the amount of additives in the oil.
The ash can also consist of wear particles, sand
and rust. The ash content of a used oil can only be
evaluated by comparison with the ash content of
the unused oil.

10 (12)
 MAN B&W 3045-0130-0005

Property Remarks Guiding Limits for

used oils

Maintenance of the Circulating Oil

Insolubles Usually stated as pentane/heptane and benzene Non-coagulated
insolubles. The amount of insoluble ingredients in pentane insolu-
the oil is checked as follows: Equal parts of the oil bles max. 2%
sample are diluted with benzene (C6H6) and normal
Non-coagulated
pentane (C5H12 ) or heptane (C7H14). As oxidized oil
benzene insolu-
(lacquer and varnish-like components) is only solu- bles max. 1%
ble in benzene, and not in pentane or heptane, the
difference in the amount of insolubles is indicative of
the degree of oil oxidation. The benzene insolubles
are the solid contaminants.

The above limiting values are given for reference/guidance purposes only.

The assessment of oil condition can seldom be based on the value of a single
parameter, i.e. it is usually important, and necessary, to base the evaluation on the
overall analysis specification.

For qualified advice, we recommend consultation with the oil company or engine
builder.

6 Cleaning of Drain Oil from Piston Rod Stuffing Boxes

See Drawing 3055-0135

The oil which is drained off from the piston rod stuffing boxes is mainly circulating
oil with an admixture of partly-used cylinder oil and, as such, it contains sludge
from the scavenge air space. In general, this oil can be re-used if thoroughly
cleaned.

Drawing 3055-0135 shows the cleaning installations. (Option)

The drain oil is collected in tank No. 1. When the tank is nearly full, the oil is trans-
ferred, via the centrifuge, to tank No. 2, and thereafter, via the centrifuge, recircula-
ted a number of times.

When centrifuging the stuffing box drain oil, the flow-rate should be decreased to
about 50% of what is normally used for the circulating oil, and the preheating tem-
perature raised to about 90°C. This is because, in general, the drain oil is a little
more viscous than the circulating oil, and also because part of the contamination
products consist of oxidized cylinder oil, with a specific gravity which does not dif-
fer much from that of the circulating oil itself.

Water-washing should only be carried out if recommended by the oil supplier.

Finally, the centrifuged oil, in tank No. 2, should be filtered a number of times
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3045-0130-0005

through the cellulose fine filter, at a temperature of 60-80°C.

Description

This will remove any very fine soot and oxidation products not taken out by the
centrifuging, and thus make the oil suitable for returning to the circulating system.

11 (12)
 3045-0130-0005 MAN B&W

Provided that the circulating oil is an alkaline detergent type, it is not necessary to
Maintenance of the Circulating Oil

analyse each charge of cleaned drain oil before it is returned to the system. Regu-
lar sampling and analysis of the circulating oil and drain oil will be sufficient.

If, however, the circulating oil is not alkaline, all the cleaned drain oil should be
checked for acidity, for instance by means of an analysis kit, before it is returned to
the system.

The “total acid number” (TAN) should not exceed 2. See also Item 5, ‘Circulating
Oil: Analyses & Characteristic Properties’. If the TAN exceeds 2, the particular
charge of drain oil should be disposed of.

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3045-0130-0005
Description

12 (12)
 MAN B&W 3045-0140-0002

1 MAN Diesel & Turbo T/C, System Details

Turbocharger Lubrication
The lub. oil system for the MAN Diesel & Turbo type of turbocharger is shown sep-
arately on Drawing 3055-0155.

The system is supplied from the main lub. oil system.

See also Drawing 3055-0125.

The oil is discharged to the main lub. oil system. The discharge line is connected
to the venting pipe, E, which leads to open air.
See also Drawing 3055-0115.

In case of failing lub. oil supply from the main lub. oil system, e.g. due to a power
black-out or defects in the system, the engine will stop due to shut-down. Lubrica-
tion of the turbocharger bearings is ensured by a separate tank.

The tank is mounted on top of the turbocharger, and is able to supply lub. oil until
the rotor is at a standstill, or until the [Link] supply is re-established.

2 MET T/C, System Details

The MET turborchargers are also lubricated via the main lub. oil system. See
description of turbocharger lub. oil system in Item 1 ‘MAN Diesel & Turbo T/C,
System Details’.

3 ABB TPL T/C, System Details

The ABB TPL turbochargers are designed either with an integrated lub. oil system
or with a similar system as MDT TC. Please refer to the relevant ABB TPL-instruc-
tion manual.
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3045-0140-0002
Description

1 (1)
 2012-11-07 - en

MAN B&W

Drawing Circulating Oil System (Outside Engine)

3055-0115-0002
3055-0115-0002

1 (1)
 2012-11-08 - en

MAN B&W

Drawing Circulating Oil System (Inside Engine)

3055-0125-0003
3055-0125-0003

1 (1)
 MAN B&W 3055-0130-0003

Location of Checkbag and Blank Flanges

Flushing of Main Lubricating Oil System

Blanking off pipes:

1. Main bearing by-pass blanks See Page 2.
2. Crosshead bearings by-pass blanks
3. Blank-off Thrust bearing Manometer, max. recommended pressure
before checkbag: 1 bar o. or in accordance
4. Blank-off or by-pass axial vibration damper
with information from the checkbag supplier.
5. Blank-off torsional vibration damper
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6. Blank-off forward moment compensator chain drive

3055-0130-0003

7. Blank-off or by-pass turbocharger

Drawing

8. Blank-off PTO-PTI power gear

1 (3)
 Drawing Flushing of Main Lubricating Oil System

2 (3)
3055-0130-0003 3055-0130-0003

Dimension of Checkbag and Blank Flanges

MAN B&W

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 2012-11-08 - en

Flushing Log
MAN B&W

Drawing Flushing of Main Lubricating Oil System

3055-0130-0003
3055-0130-0003

3 (3)
 2012-11-09 - en

MAN B&W

Drawing Cleaning System, Stuffiing Box Drain Oil (Option)

3055-0135-0002
3055-0135-0002

1 (1)
 MAN B&W 3055-0155-0002

MAN Turbocharger

Turbocharger Lubricating Oil Pipes

MET Turbocharger

ABB TPL Turbocharger

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3055-0155-0002
Drawing

1 (1)
MAN B&W

Preface Chapter Compressed Air System ... ......................................... 3440-0100-0002

Compressed Air System

Drawing Starting Air System ... ................................................. 3455-0100-0002

Table of contents

1 (1)
 MAN B&W 3440-0100-0002

Starting Air System

Compressed Air System

The starting air system consists of the manoeuvring system and the starting air
components, which comprise:
• Main Starting Valve
• Solenoid Valves
• Starting Valves

The manoeuvring system is of electric/pneumatic design. See also Drawing

7055-0150.

Main Starting Valve

The main starting valve is interposed in the starting air main pipe. The main starting
valve consists of a large ball valve and, optionally, a smaller ball valve for slow-turn-
ing prior to starting the engine, which is fitted as a by pass for the large valve. Both
valves are operated by pneumatic actuators.

If the smaller ball valve is installed, an adjusting screw will be mounted for setting
the slow-turning speed.

Furthermore, a non-return valve is incorporated to prevent blowback in the event

of excessive pressure in the starting air line.

The main starting valve is equipped with a blocking device consisting of a plate
which by means of a hand-wheel, can be made to block the actuators.

The ball valves and their actuators are, together with the non-return valve and
blocking device, built together to form a unit.

During all inspections of the engine, the blocking device of the

main starting valve must be in the BLOCKED position.
The only exception is when the starting valves are being tested for
tightness, in which case the blocking device of the main starting valve
must be in the WORKING position and the shutoff valve for the starting
air distributor must be in the CLOSED position. See Drawing
7055-0150.

Solenoid Valve
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3440-0100-0002

The Engine Control System controls the opening and closing of the starting valves,
Preface

via one solenoid pilot valve fitted for each cylinder. When actuated by the ECS, the
solenoid valve leads control air from the control air system to the starting valve on
the individual cylinder cover.

1 (2)
 3440-0100-0002 MAN B&W

Starting Valves
Compressed Air System

One starting valve (spring-loaded) is fitted on each cylinder cover. They are con-
trolled by control air from the control air system.

When the main starting valve is open, the chamber below the piston of the starting
valve is pressurised through the starting air pipe.

The starting valve is kept closed by the spring. When the chamber above the start-
ing valve piston is pressurised with control air from the control air system, the
starting valve opens, and starting air now flows from the starting air pipe to the cyl-
inder.

When the starting period is finished, the chamber above the piston is vented
through the vent pipe of the solenoid valve, and the starting valve will close.

The starting air in the chamber below the piston and the starting air pipe is vented
slowly through small holes in the starting air pipe.

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3440-0100-0002
Preface

2 (2)
 2012-12-07 - en

MAN B&W

Drawing Starting Air System

3455-0100-0002
3455-0100-0002

1 (1)
MAN B&W

Preface Chapter Fuel System ... ............................................................ 4240-0100-0002

Fuel System
Description Fuel Oil .... .................................................................... 4245-0100-0004
Pressurised Fuel Oil System ... .................................... 4245-0110-0004
Fuel Treatment .... ........................................................ 4245-0120-0004

Drawing Residual Fuel Standards ... .......................................... 4255-0100-0003

Fuel Oil System ... ....................................................... 4255-0105-0004
Fuel Pipes on Engine .... ............................................... 4255-0110-0002
Fuel Oil Centrifuges - Mode of Operation ... ................. 4255-0115-0003
Centrifuge Flow Rate and Separation Temperature - 4255-0120-0002
Preheating ... ...............................................................
Preheating of Heavy Fuel Oil (Prior to Injection) .... ........ 4255-0125-0002
Sealing Oil System ... .................................................. 4255-0130-0001

Table of contents

1 (1)
 MAN B&W 4240-0100-0002

Fuel Injection Valve Actuator

Fuel System
The electronically controlled fuel injection system consists of the hydraulically con-
trolled Fuel Oil Pressure Booster, its controlling valve, i.e. FIVA (Fuel Injection Valve
Actuator) valve and the fuel injection valves. The FIVA valve (controlled by the ECS)
ensures fast and precise control of the oil flow to the Fuel Oil Pressure Booster.
The oil flow pushes the hydraulic piston and fuel injection plunger, thus generating
the injection pressure and hence the injection.

After the injection has finished, the plunger and piston are returned to their starting
positions by the piston being connected to a drain and letting the pressure in the
fuel supply drive the plunger back. The Fuel Oil Pressure Booster is then filled and
ready for the next injection sequence. The fuel system permits continuous circulat-
ing of heated heavy fuel oil through the fuel oil pressure booster and fuel valves to
keep the system heated during engine standstill.

Fuel Oil High Pressure Pipes

All high-pressure pipes in the system are provided with a protective outer pipe.
The space between the pipe and the protective outer pipe communicates, through
bores in the union nipples, with a drain bore in the fuel oil pressure pump top
cover.

Fuel Valve

The fuel valve consists of a valve head and a valve housing. Fitted within the valve
housing are a non-return valve combined with a spindle and spindle guide with a
pressure spring, and a nozzle.

The spindle is provided with a cut-off slide. When the fuel valve is fitted in the cylin-
der cover, the valve parts are tightened together by the pressure from the securing
nuts.

Functioning

The functioning of the fuel valve is as follows:

The electrical fuel oil primary pump circulates preheated oil through the fuel oil
pressure booster and fuel valve. The fuel oil passes through the fuel valve, leaving
through a circulation bore and the return oil pipe on the valve head.

When the pressure at the beginning of the fuel oil pressure booster’s delivery
stroke has reached the predetermined pressure, the circulating bores are closed.

When the pressure has reached the predetermined opening value for the fuel
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4240-0100-0002

valve, the spindle will be lifted and oil injected through the nozzle into the engine
cylinder.
Preface

On completion of the fuel oil pressure booster’s delivery stroke, the valve spindle is
pressed against its seat and injection now ceases. Then the circulating bore is
uncovered, and oil starts to re-circulate through the valve.

1 (1)
 MAN B&W 4245-0100-0004

1 Diesel Oil

Fuel Oil and Gas Oil

Diesel oil fulfilling:

ISO 8217, CIMAC no. 21, British Standard MA 100 Class M2, ASTM Classification
of Diesel fuel oil D975 grade No. 4-D, or similar; may be used. If deviating qualities
are applied, the engine must be prepared for this.

2 Heavy Oil

Most commercially available fuel oils with a viscosity below 700 cSt. at 50°C (7000
sec. Redwood I at 100°F) can be used.

For guidance on purchase, reference is made to ISO 8217, BS6843 and to CIMAC
recommendations no. 21 regarding requirements for heavy fuel for diesel engines,
edition 2003. From these, the maximum accepted grades are RMG 700 and RMK
700. The mentioned ISO and BS standards supersede BS MA 100 in which the
limit is M9.

For reference purposes, an extract from relevant standards and specifications is

shown in drawing 4255-0100.

The data in the above fuel standards and specifications refer to fuel as delivered to
the plant, i.e. before cleaning.

In order to ensure effective and sufficient cleaning of the fuel oil – i.e. removal of
water and solid contaminants – the fuel oil specific gravity at 15°C (60°F) should be
below 1.010 for e.g. ALCAP.

Higher densities can be allowed if special treatment systems are installed.

See description 4245-0120.

Current analysis information is not sufficient for estimating the combustion proper-
ties of the oil.

This means that service results depend on oil properties which cannot be known
beforehand. This especially applies to the tendency of the oil to form deposits in
combustion chambers, gas passages and turbines. It may therefore be necessary
to rule out some oils that cause difficulties.

If the plant has been out of service for a long time without circulation of fuel oil in
the tanks (service and settling), the fuel must be circulated before start of the
engine.
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4245-0100-0004

Before starting the pump(s) for circulation, the tanks are to be drained for possible
Description

water settled during the stop.

The risk of concentration of dirt and water in the fuel to the engines caused by
long time settling is consequently considerably reduced. For treatment of fuel oil,
see further on in this Chapter.

1 (5)
 4245-0100-0004 MAN B&W

3 Fuel Gas
Fuel Oil and Gas Oil

The following data is based on natural gas as fuel gas.

Pressure:

Operating pressure: See figure 1

Maximum value for design at full flow: 315 bar

Safety relief valve: 320 bar

Pulsation limit: ± 2 bar

Flow:
The maximum flow requirement is specified at 110% SMCR, 315 bar, with refer-
ence to an LCV value of 38,000 kJ/kg.

Maximum flow requirement: Refer to ‘List of Capacities’, or CEAS report.

Minimum flow requirement: 0 kg/h

The maximum flow requirement must also be achievable close to the overhaul
interval of the FGS system. In case of a specific LCV requirement, please inform
MAN Diesel & Turbo.
Under certain circumstances, modification of the gas valves may be required to
accommodate a special LCV lower than 38,000 kJ/kg.

Temperature

Temp. inlet to engine room: 45 ±10 °C

The temperature is specified with regards to the following parameters:

- To reduce condensation on the outer wall of the inner pipe for double wall piping
- In order that the performance of the engine is not adversely affected
- To reduce thermal loads on the gas piping itself
- To obtain a uniform gas density.

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4245-0100-0004
Description

Figure 1
The expected range of the gas pressure requirement for the FGS system.

2 (5)
 MAN B&W 4245-0100-0004

3.1 Quality of the fuel gas

Fuel Oil and Gas Oil

Condensate-free, without oil/water droplets or mist, similar to the PNEUROP rec-
ommendation 6611 ‘Air Turbines’.
MAN Diesel & Turbo's ‘Guiding fuel gas specification’ is listed in the table below:
Designation Unit Limit – if any

Lower heat value MJ/kg Minimum 38 if maximum gas fuel

is to be obtained, below 38
higher pilot fuel oil amount might
be required
Gas methane number No limit
Methane content % volume No limit
Hydrogen sulphide (H2S) % volume Max. 0.05
Hydrogen (H2) % volume No limit
Water and hydrocarbon conden- % volume 0
sates
Ammonia mg/Nm3 Max. 25
Chlorine + Flourines mg/Nm3 Max. 50
Particles or solid content mg/Nm3 Max. 50
Particles or solid size μm Max. 5
Gas inlet temperature °C Max. 45 ±10
Gas pressure According to MAN Diesel &
Turbo specification

4 Fuel Oil Sampling

4.1 Sampling

To be able to check whether the specification indicated and/or the stipulated deliv-
ery conditions have been complied with, we recommend that a minimum of one
sample of each received fuel lot be retained. In order to ensure that the sample is
representative for the oil received, a sample should be drawn from the transfer
pipe at the start, in the middle, and at the end of the receiving period.

4.2 Analysis of Samples

The samples received from the oil supply company are frequently not identical with
the heavy fuel oil actually received. It is also appropriate to verify the heavy fuel oil
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4245-0100-0004

properties stated in the delivery note documents, such as density, viscosity, and
pour point. If these values deviate from those of the heavy fuel oil received, there is
Description

a risk that the heavy fuel oil separator and the preheating temperature are not set
correctly for the given injection viscosity.

3 (5)
 4245-0100-0004 MAN B&W

4.3 Sampling Equipment

Fuel Oil and Gas Oil

Several suppliers of sampling and fuel test equipment are available on the market,
but for more detailed and accurate analyses, a fuel analysing institute should be
contacted.

5 Guiding Fuel Oil Specification

5.1 Heavy Fuel Specifications

Based on our general service experience we have, as a supplement to the above-

mentioned standards, drawn up the guiding fuel oil specification shown in the table
below.

Fuel oils limited by this specification have, to the extent of the commercial availabil-
ity, been used with satisfactory results on MAN Diesel & Turbo two-stroke low
speed diesel engines, as well as MAN Diesel & Turbo auxiliary engines.
Guiding specification (maximum values) Unit Fuel Oil

Density at 15°C kg/m 3

10101

Kinematic viscosity at 100°C cSt 55

Kinematic viscosity at 50°C cSt 700

Flash point °C ≥60

Pour point °C 30

Carbon residue %(m/m) 20

Ash %(m/m) 0.15

Total sediment after ageing %(m/m) 0.10

Water %(v/v) 0.5

Sulphur %(m/m) Statutory

requirements
Vanadium mg/kg 450

Aluminium + Silicon mg/kg 60

Equal to ISO 8217 RMK 700/CIMAC H700

1) 991 if older centrifuges are installed.

The Heavy Fuel data refers to the fuel as supplied, i.e. before any
onboard cleaning.
2013-12-18 - en

If fuel oils with analysis data exceeding the above figures are to be
4245-0100-0004

used, especially with regard to viscosity and specific gravity, the

Description

engine builder should be contacted for advice regarding possible fuel

oil system changes.

4 (5)
 MAN B&W 4245-0100-0004

On account of the relatively low commercial availability, only limited service experi-

Fuel Oil and Gas Oil

ence has been accumulated on fuels with data exceeding the following:

Conradson Carbon 18 %
Sulphur 4%
Vanadium 400 mg/kg

Therefore, in the case of fuels with analysis data exceeding these figures, a close
watch should be kept on engine performance.
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4245-0100-0004
Description

5 (5)
 MAN B&W 4245-0110-0004

1 System Layout

Pressurerised Fuel/Gas Oil System

The system is normally arranged such that both diesel oil and heavy fuel oil can be
used as fuel.
See drawing 4255-0105 (Fuel Oil System).
See drawing 4255-0110 (Fuel Oil and Gas Pipes on Engine).

From the storage tanks, the oil is pumped to an intermediate tank, from which the
centrifuges can deliver it to the respective service tanks (“day-tank”).

To obtain the most efficient cleaning, the centrifuges are equipped with preheat-
ers, so that the oil can be preheated to 98°C
Regarding the cleaning, see description 4245-0120). Also refer to SL 05-452/KEA.

From the particular service tank in operation, the oil is led to one of the two electri-
cally driven supply pumps.

These pumps deliver the oil, under a pressure of about 4 bar, through an auto-
matic filter and a flow-meter.

Thereupon the oil continues to the low pressure side of the fuel oil system.

Standard 50 μm filter.
The oil is thereafter drawn to one of two electrically driven circulating pumps,
which passes it through the preheater, the filter, and on to the fuel injection
pumps.

The filter mesh shall correspond to an absolute fineness of 50 μm.

See drawing 4255-0105 page 1.

Optional 10 μm filter.
The filter mesh shall correspond to an absolute fineness of 10 μm. The absolute
finess corresponds to a nominal finess of approximatly 5 μm, at a retaining rate
of 90 %.

The oil is thereafter drawn to one of two electrically driven circulating pumps,
which passes it through the preheater, the viscosity regulator, the filter, and on
to the fuel injection pumps.

The filter mesh shall correspond to an absolute fineness of maximum 150 μm.
See drawing 4255-0105 page 2.
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4245-0110-0004

Actual system layout may vary slightly from the examples shown on
Description

drawing 4555-0105.

1 (4)
 4245-0110-0004 MAN B&W

The return oil from the fuel valves and pumps is led back, via the venting pipe, to
Pressurerised Fuel/Gas Oil System

the suction side of the circulating pump.

In order to maintain a constant pressure in the main line at the inlet to the fuel
pumps, the capacity and delivery rate of the circulating pump exceeds the amount
of fuel consumed by the engine.

In addition, a spring-loaded overflow valve is fitted, which functions as a by-pass

between the fuel oil inlet to the fuel injection pumps and the fuel oil return, thus
ensuring a constant pressure in the fuel oil inlet line.

The fuel oil drain pipes are equipped with heat tracing, through which hot jacket
cooling water flows. The drain pipe heat tracing must be in operation during run-
ning on heavy fuel.
See drawing 5055-0110.

To ensure an adequate flow of heated oil through the fuel pumps, housings and
fuel valves at all loads (including stopped engine), the fuel valves are equipped with
a slide and circulating bore.

By means of the “built-in” circulation of preheated fuel oil, the fuel pumps and fuel
valves can be maintained at service temperature, also while the engine is stopped.

Consequently, it is not necessary to change to diesel oil when the engine is stop-
ped, provided that the circulating pump is kept running and preheating of the cir-
culated fuel oil is maintained.
See description 4245-0120.

If, during long standstill periods, it is necessary to stop the circulating pump or the
preheating, the fuel oil system must first be emptied of the heavy oil.

This is carried out by:

• Changing to diesel oil in due time before the engine is stopped,

See description 4245-0120, or
• Stopping the preheating, and pumping the heavy oil back to the serv-
ice tank, through the change-over valve mounted at the top of the
venting pipe.
See description 4245-0120.
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4245-0110-0004
Description

2 (4)
 MAN B&W 4245-0110-0004

2 Fuel Oil Pressure

Pressurerised Fuel/Gas Oil System

Carry out adjustment of the fuel oil pressure, during engine standstill, in the follow-
ing way:
1. Adjust the valves in the system as for normal running, thus permitting
fuel oil circulation.
2. Start the supply and circulating pumps, and check that the fuel oil is
circulating.
3. Supply Pumps:
Adjust the spring-loaded safety valve at supply pump No. 1 to open at
the maximum working pressure of the pump.
The pressure must not be set below 4 bar, due to the required pres-
sure level in the supply line, see point 4.
Make the adjustment gradually, while slowly closing and opening the
valve in the discharge line, until the pressure, with closed valve, has the
above-mentioned value.

Carry out the same adjustment with supply pump No. 2.

4. Regulate the fuel oil pressure, by means of the over-flow valve between
the supply pump’s discharge and suction lines. Adjust so that the
pressure in the low pressure part of the fuel system is 4 bar.
5. Circulating Pumps:
With the supply pumps running at 4 bar outlet pressure, secure that
the spring-loaded relief by-pass valves for each circulating pump (the
valve is preset from the valve manufacturer) open at the maximum
working pressure of the circulation pumps involved, about 10 bar.
If adjustments have to be made, regulate the spring tension in the relief
bypass valve(s), see valve maker’s instruction.
6. Fuel Line: Regulate the fuel oil pressure by means of the spring-loaded
overflow valve installed between the main inlet pipe to the fuel injection
pumps and the outlet pipe on the engine. Adjust the overflow valve so
that the pressure in the main inlet pipe is 7-8 bar.
See description 7045-0100.
7. With the engine running, the pressure will fall a little. Re-adjust to the
desired value at MCR.
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4245-0110-0004
Description

3 (4)
 4245-0110-0004 MAN B&W

3 Fuel Gas Pressure

Pressurerised Fuel/Gas Oil System

Generating of pressure:
The pressure can be generated in different ways depending on the storage condi-
tion of the gas. Below we have listed some of the possibilities.

▪ High pressure gas compressor, including coolers, pulsation dampers, conden-

sate separator etc.

▪ High pressure cryogenic pump to deliver high pressure LNG to an evaporator.

▪ The above solutions can be combined

Control:
The gas pressure is to be controlled on the basis of the gas supply pressure set
point, and the actual gas load specified by the GI ECS.
The gas supply pressure set point is expected to change from 200 bar to 300 bar
dependent on engine load. The allowable deviation from gas supply pressure set
point is:
Deviation from set point (dynamic) ± 5%
To be fulfilled at a gas flow rate disturbance frequency of 0.1Hz, and a gas flow
rate variation (kg/s) relative to the gas flow rate at MCR of +/- 15%. This require-
ment has to be fulfilled also for the lowest calorific values of the gas.
Deviation from set point (static) ± 1%
See description 4245-0100 for a guideline to pressure requirements.

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4245-0110-0004
Description

4 (4)
 MAN B&W 4245-0120-0004

1 Cleaning

Fuel Treatment
1.1 General

Fuel oils are always contaminated and must therefore, before use, be thoroughly
cleaned for solid as well as liquid contaminants.

The solid contaminants are mainly rust, sand and refinery catalytic fines (“cat
fines”); the main liquid contaminant is water, – i.e. either fresh or salt water.

These impurities can:

• cause damage to fuel pumps and fuel valves.
• result in increased cylinder liner wear.
• be detrimental to exhaust valve seatings.
• give increased fouling of gasways and turbocharger blades.

1.2 Centrifuging

Effective cleaning can only be ensured by means of centrifuges.

The ability to separate water depends largely on the specific gravity of the fuel oil
relative to the water – at the separation temperature. In addition, the fuel oil viscos-
ity (at separation temp.) and flow rate, are also influencing factors.

The ability to separate abrasive particles depends upon the size and specific
weight of the smallest impurities that are to be removed; and in particular on the
fuel oil viscosity (at separation temp.) and flow rate through the centrifuge.

To obtain optimum cleaning, it is of the utmost importance to:

a. operate the centrifuge with as low a fuel oil viscosity as possible.
b. allow the fuel oil to remain in the centrifuge bowl for as long as possi-
ble.
Re a.
The optimum (low) viscosity, is obtained by running the centrifuge preheater at the
maximum temperature recommended for the fuel concerned.

It is especially important that, in the case of fuels above 1500 Sec. RW/
100°F (i.e. 180 cSt/50°C), the highest possible preheating temperature
– 98°C – should be maintained in the centrifuge preheater.
2013-12-17 - en

4245-0120-0004

See Drawing 4255-0120. Also refer to SL 05-452/KEA.

Description

The centrifuge should operate for 24 hours a day except during necessary clean-
ing.

1 (9)
 4245-0120-0004 MAN B&W

Re 2.
Fuel Treatment

The fuel is kept in the centrifuge as long as possible, by adjusting the flow rate so
that it corresponds to the amount of fuel required by the engine, without excessive
re-circulation.

The ideal output should thus correspond to the normal amount of fuel required by
the engine, plus the amount of fuel consumed during periods when the centrifuge
is stopped for cleaning.

The nominal capacity of the installed centrifuges must be according to the maker’s
instructions.

For efficient removal of water by means of a conventional purifier, the correct

choice of gravity disc is of special importance. The centrifuge manual states the
disc which should be chosen, corresponding to the specific gravity of the fuel in
question.

Centrifuge Capacity: Series or Parallel Operation

It is normal practice to have at least two centrifuges available for fuel cleaning.
See Drawing 4255-0115

Regarding centrifuge treatment of today’s residual fuel qualities, the latest experi-
mental work has shown that, the best mode of operating modern centrifuges with
no gravity disc, is when the centrifuges are operated in parallel.

Experiments have shown, that when running the centrifuges i series, particles
which are not removed during treatment in the first centrifuge are not removed
during treatment in the second centrifuge either. Therefore, running the centrifuges
i parallel, provides the oportunity of decreasing the flow through the centrifuges, as
the amount of fuel that need be treated per hour, is shared by two centrifuges,
thus increasing the cleaning quality.

However, it is recommended to follow the maker’s specific instructions,

see item 1.3.

Regarding the determination/checking of the centrifuging capacity, we generally

advise that the recommendations of the centrifuge maker are followed, but the
curves shown on Drawing 4255-0120 can be used as a guidance.

1.3 High Density Fuels

To cope with the trend towards fuels with density exceeding 991 kg/m3 at 15°C,
the centrifuging technology has been further developed.
2013-12-17 - en
4245-0120-0004

Improved centrifuges, with automatic de-sludging provides adequate separation of

Description

water and particles from the fuel, up to a density of 1010 kg/m3 at 15°C.

The centrifuges should be operated in parallel or in series according to the maker’s

instructions and recommendations.

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 MAN B&W 4245-0120-0004

1.4 Homogenisers

Fuel Treatment
As a supplement only (to the centrifuges), a homogeniser may be installed in the
fuel oil system, to homogenise possible water and sludge still present in the fuel
after centrifuging. A homogenizer should always be installed AFTER the centri-
fuges.

1.5 Fine Filter

As a supplement only (to the centrifuges), a fine filter with very fine mesh may be
installed, to remove possible contaminants present in the fuel after centrifuging.

A homogeniser should be inserted before a possible fine filter in order to minimise

the risk of blocking by agglomeration of asphaltenes.

1.6 Super Decanters

As a supplement only, a super decanter may be installed. This is, in principle, a

“horizontal” clarifier. The aim is to remove sludge before normal centrifuging and
thus minimize the risk of blocking of the centrifuges.

2 Fuel oil stability

Fuel oils of today are produced on the basis of widely varying crude oils and refin-
ery processes. Practical experience has shown that, due to incompatibility, certain
fuel types may occasionally tend to be unstable when mixed.

As a consequence, fuel mixing should be avoided to the widest possible extent.

A mixture of incompatible fuels, in the storage tanks and the settling tanks, may
lead to stratification, and also result in rather large amounts of sludge being taken
out by the centrifuges, in some cases even causing centrifuge blocking.

Stratification can also take place in the service tank, leading to a fluctuating pre-
heating temperature, when this is controlled by a viscorator.

Service tank stratification can be counteracted by recirculating the contents of the

tank through the centrifuge. This will have to be carried out at the expense of the
previously mentioned benefits of low centrifuge flow rate.

3 Preheating before Injection

In order to ensure correct atomization, the fuel oil has to be preheated before
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4245-0120-0004

injection.
Description

The necessary preheating temperature is dependent upon the specific viscosity of

the oil in question.

3 (9)
 4245-0120-0004 MAN B&W

Inadequate preheating (i.e. too high viscosity):

Fuel Treatment

• will influence combustion,

• may cause increased cylinder wear (liners and rings),
• may be detrimental to exhaust valve seatings,
• may result in too high injection pressures, leading to excessive
mechanical stresses in the fuel oil system.

In most installations, preheating is carried out by means of steam, and the resul-
tant viscosity is measured by a viscosity regulator (viscorator), which also controls
the steam supply.

Depending upon the viscosity/temperature relationship, and the viscosity index of

the fuel oil, an outlet temperature of up to 150°C will be necessary. This is illustra-
ted in the diagram on Drawing 4255-0125, which indicates the expected preheat-
ing temperature as a function of the fuel oil viscosity.

Recommended viscosity meter setting is 10-15 cSt.

As opposed to a too high viscosity, experience from service has shown that a
higher viscosity of the fuel oil than the above recommended, before the fuel oil
pump, is not a too strict parameter, for which reason we allow a viscosity of up to
20 cSt after the preheater.

In order to avoid too rapid fouling of the preheater, a temperature of 150°C should
not be exceeded.

3.1 Precaution

Caution must be taken to avoid heating the fuel oil pipes by means of the heat
tracing when changing from heavy fuel to diesel oil, and during running on diesel
oil.

Under these circumstances excessive heating of the pipes may reduce the viscos-
ity too much, which will involve the risk of the fuel pumps running hot, thereby
increasing the risk of sticking of the fuel pump plunger and damage to the fuel oil
sealings. (See item 4.2).

3.2 Fuel Preheating during engine standstill

During engine standstill, the circulation of preheated heavy fuel oil (HFO) does not
require the viscosity to be as low as is recommended for injection. Thus, in order
to save energy, the preheating temperature may be lowered some 20°C, giving a
viscosity of about 30 cSt.
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4245-0120-0004

3.3 Starting after engine standstill

Description

If the engine has been stopped on HFO, and the HFO has been circulated at a
reduced temperature during standstill, the preheating and viscosity regulation
should be made operative about one hour before starting the engine, so as to
obtain the required viscosity, see Item 3., ‘Preheating before Injection’.

4 (9)
 MAN B&W 4245-0120-0004

4 Other Operational Aspects

Fuel Treatment
4.1 Circulating Pump Pressure

The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8
bar, equivalent to a circulating pump pressure of up to 10 bar. This maintains a
pressure margin against gasification and cavitation in the fuel system, even at
150°C.

The supply pump may be stopped when the engine is not in operation.
See Drawing 4255-0105.

4.2 Fuel change-over

The engine is equipped with uncooled, “all-symmetrical”, light weight fuel valves –
with built-in fuel circulation. This automatic circulation of the preheated fuel
(through the high-pressure pipes and the fuel valves) during engine standstill, is the
background for MAN Diesel & Turbo recommending constant operation on heavy
fuel.

However, change-over to diesel oil can become necessary if, for instance:

• the vessel is expected to have a prolonged inactive period with cold

engine, e.g. due to:
- a major repair of the fuel oil system etc.
- a docking
- more than 5 days’ stop (incl. laying-up)
• environmental legislation requiring the use of low-sulphur fuels.

Change-over can be performed at any time:

• during engine running
• during engine standstill

In order to prevent:
• fuel pump and injector sticking/scuffing
• poor combustion
• fouling of the gasways

it is very important to carefully follow the temperature / load requirements of the

change-over procedures.

4.3 Change-over between heavy fuel oil (HFO) and distillate fuel (DFO) during running
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4245-0120-0004
Description

Before the intended change-over from HFO to DFO and vice versa, we recom-
mend checking the compatibility of the two fuels – preferably at the bunkering
stage. The compatibility can be checked either by an independent laboratory or by
using test kits onboard.

5 (9)
 4245-0120-0004 MAN B&W

As incompatible fuels may lead to filter blockage, there should be extra focus on
Fuel Treatment

filter operation in case of incompatibility.

Change-over of fuel can be somewhat harmful for the fuel equipment, because hot
HFO is mixed with relatively cold DFO. The mixture is not expected to be immedi-
ately homogeneous, and some temperature/viscosity fluctuations are to be expec-
ted. The process therefore needs careful monitoring of temperature and viscosity.

In general, only the viscosity controller should control the steam valve for the fuel
oil heater. However observations of the temperature/viscosity must be the factor
for manually taking over the control of the steam valve to protect the fuel compo-
nents.

During change-over two factors are to be kept under observation:

• The viscosity must not drop below 2 cSt and not exceed 20 cSt.
• The rate of temperature change of the fuel inlet to the fuel pumps must
not exceed 2°C/min to protect the fuel equipment from thermal shock
(expansion problems) resulting in sticking.
It should be noticed that when operating on low-viscosity fuel internal leakages in
the fuel equipment will increase. With worn pump elements this can result in start-
ing difficulties, and an increased start index might be necessary. The wear in the
fuel pumps should be monitored by comparing the fuel index for the new engine
and during service. At a 10% increase of the fuel index for the same load the
plunger/barrels can be considered as worn out and should be replaced.

A change-over of the main engine’s fuel will result in a dilution of the fuel already in
the booster circuit. The fuel feed to the system will mix with fuel in the system, and
the main engine’s consumption from the system will be a mixture of the fuels. A
complete change of fuel (only DFO in the system) can therefore take several hours,
depending on engine load, system layout and volume of fuel in the booster-circuit.

Before manoeuvring in port, it should be tested that the engine is able to start on
DFO.

We do not recommend reducing the temperature difference between the HFO and
the DFO by preheating the DFO in the service tank. This will reduce the cooling
capacity of the oil and might result in a too low viscosity during change-over.

4.3.1 Manual change-over

[Link] Distillate fuel oil to heavy fuel oil

• Ensure that the HFO in the service tank is at normal service tempera-
ture (80- 100°C)
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4245-0120-0004

• Reduce the engine load.

Description

The load should be 25-40% MCR during this process to ensure a slow
heatup to normal HFO service temperature at engine inlet (up to
150°C), maximum change gradient 2°C/min.

6 (9)
 MAN B&W 4245-0120-0004

• Carry out change-over by turning the three-way valve.

Fuel Treatment
The load can, based on experience with the individual system, be
changed to a higher level – up to 75% MCR, as long as the change
gradient is kept below 2°C/min.
• Slowly stop the cooler (if installed) when the viscosity exceeds 5 cSt .
A slow stop of the cooler can be done by controlling the oil flow
through the cooler, the cooling medium flow or a combination of both.
The temperature change gradient at engine inlet is still to be kept
below 2°C/min.
• Open for steam to pre-heater and check that the set point is at normal
level (10-15 cSt).
Manual control of the heater might be necessary if it is observed that
the viscosity control exceeds the maximum temperature change gradi-
ent of 2°C/min at engine inlet.
• Open for steam tracing when the pre-heater is operating normally.

[Link] Heavy fuel oil to distillate fuel oil

• Ensure that the temperature of the DFO in the service tank is at an
acceptable level.
The following must be taken into consideration:
- Viscosity at engine inlet must not drop below 2 cSt.
- Heat transmission from metal parts in the system to the fuel will
occur.
- Cooling capacity in the system, if any
• Reduce the pre-heating of the fuel, by increasing the set point of the
viscosity controller to 18 cSt.
- Manual control of the heater might be necessary if it is observed that
the viscosity control exceeds the maximum temperature change gradi-
ent 2°C/ min. at engine inlet
• Reduce the engine load when the fuel reaches a temperature corre-
sponding to 18 cSt.
- During this change-over the load should be 25-40% MCR to ensure a
slow reduction of the temperature at engine inlet, max. change gradi-
ent 2°C/min.
• Stop steam tracing.
Carry out change-over by turning the three-way valve.
- The load can, based on experience with the individual system, be
changed to a higher level – up to 75% MCR, as long as the change
gradient is kept below 2°C/min.
• Stop steam to pre-heater when the regulating valve has closed com-
pletely.
Depending on system layout and condition, it might be necessary to
open the heater bypass.
• Slowly start the cooler (if installed) when viscosity is below 10 cSt.
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4245-0120-0004

- To obtain slow start of the cooler control the oil flow through the
Description

cooler, the cooling medium flow or a combination of both.

- Keep the temperature change gradient at engine inlet below 2°C/min.

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 4245-0120-0004 MAN B&W

4.4 Change-over during standstill

Fuel Treatment

When change-over is to be carried out during standstill of the engine there is no

consumption from the fuel system and thus, no replacement of the oil. It is there-
fore necessary to return the oil to the HFO service tank. This will cause some DFO
to be returned to the HFO service tank. However this is better than contaminating
the DFO service tank with HFO.

When change-over is performed at standstill the engine should not be started until
all the components in the fuel oil system have had sufficient time to adapt to the
new temperature.

4.4.1 Heavy fuel oil to distillate fuel oil

• Stop the preheating and heat tracing.
• Start the supply and circulating pumps (if they are not already running).
• Change position of the change-over valve at the venting pipe, so that
the fuel oil is pumped to the HFO service tank.
• Temperature in the system should now drop to the same level as the
HFO service tank temperature.
• Change position of the change-over valve at the fuel tanks, so that
DFO is led to the supply pumps.
• When the HFO is replaced with DFO, turn the change-over valve at the
venting pipe back to its normal position. The HFO in the venting pipe is
now mixed with DFO.
• Stop the circulating pumps.
• Stop the supply pumps.

4.4.2 Distillate fuel oil to heavy fuel oil

• Start the supply pumps.
• Start the circulating pumps (if they are not already running).
• Change position of the change-over valve at the fuel tanks so that HFO
is led to the supply pumps.
• Change position of the change-over valve at the venting pipe, so that
the fuel oil is pumped to the HFO service tank.
• Temperature in the system should now rise to the same level as the
HFO service tank temperature.
• When the DFO is replaced with HFO turn the change-over valve at the
venting pipe back to its normal position. The DFO in the venting pipe is
now mixed with HFO.
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4245-0120-0004

• Stop the supply pumps.

Description

• Start the preheating and heat tracing.

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 MAN B&W 4245-0120-0004

4.5 Change-over between normal fuel oil (HFO/MDO) and natural gas

Fuel Treatment
It is possible to change-over between normal fuel oil and gas. This operation is
handled by the GI-ECS. See MOP Description.

4.6 Sealing Oil System

The sealing oil system is a pressurised oil system, with a pressure kept at a higher
level than the gas pressure, prevents gas from entering the hydraulic oil system.
The sealing oil is applied to the gas injection valves and the window/shutdown
valve in the space between the gas on one side and the hydraulic oil on the other
side. The sealing oil pump unit is connected to the gas block with double-walled
pipes.
The sealing oil system consists of one pump and a safety block with an accumula-
tor. The sealing oil system uses the 300 bar engine control oil and pressurises it to
the operating pressure 25 – 50 bar higher than the gas pressure in order to pre-
vent that the hydraulic oil is polluted with gas. The Sealing oil system is installed at
the engine.
The consumption of sealing oil is small, corresponding to a sealing oil consumption
of approx. 0.135 g/kWh. After use, the sealing oil is burned in the engine.
See drawing 4255-0130.

4.6.1 Components
Pos. no. Description
600 El-Motor
601 Pump
610 Proportional Control Valve
632 Pressure Switch
650 Decompression Valve
655 Inlet Valve
660 Drain Valve
665 Pressure relief
670 Check Valve
675 Accumulator
680 Pressure Transducer
685 Minimess
690 Inlet valve
691 High pressure filter
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4245-0120-0004
Description

9 (9)
 2012-11-14 - en

MAN B&W

Drawing Residual Fuel Standards

4255-0100-0003
4255-0100-0003

1 (1)
 2013-10-23 - en

Standard
MAN B&W

Drawing Fuel Oil System

4255-0105-0004
4255-0105-0004

1 (2)
 Drawing Fuel Oil System

2 (2)
4255-0105-0004

Optional
4255-0105-0004
MAN B&W

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 2012-11-19 - en

MAN B&W

Drawing Fuel Oil Pipes on Engine

4255-0110-0002
4255-0110-0002

1 (1)
 2012-11-22 - en

MAN B&W

Drawing Fuel Oil Centrifuges (Modes of Operation)

4255-0115-0003
4255-0115-0003

1 (1)
 MAN B&W 4255-0120-0002

Rate of Flow

Centrifuge Flow Rate and Separation Temperature (Preheating)

Related to rated capacity of centrifuge

Separation Temperature

Log Scales
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4255-0120-0002
Drawing

1 (1)
 MAN B&W 4255-0125-0002

Preheating of Heavy Fuel Oil (Prior to Injection)

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4255-0125-0002

This cart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80. Since the
Drawing

viscosity after the preheater is the controlled parameter, the preheating temperature may vary, dependent on the vis-
cosity and the viscosity index of the fuel.

Recommended viscosity meter setting is 10-15 cSt.

1 (1)
 2013-12-17 - en

MAN B&W

Drawing Sealing Oil System

4255-0130-0001
4255-0130-0001

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Preface Chapter Hydraulics ... ............................................................... 4540-0100-0002

Hydraulics
Description Hydraulic System ME Engine ... .................................. 4545-0150-0003

Drawing EL Driven HPS, FIVA (3061145-2) ... ........................... 4555-0125-0001

EL Driven HPS, FIVA (3061145-2) ... ........................... 4555-0125-0002
Combined HPS, Common LPS, FIVA (take home 4555-0135-0001
pump) (3061154-7) ... .................................................
Combined HPS, Separat LPS, FIVA (take home pump) 4555-0140-0001
(3061155-9) ... ............................................................
Gear Driven HPS, Common LPS ME Engine Version 5, 4555-0146-0002
Rexroth pumps ... .......................................................
Gear Driven HPS, Common LPS ME Engine Version 5, 4555-0147-0002
Eaton Pumps ... ..........................................................
Leak Detection in Hydraulic System ... ........................ 4555-0150-0001
Throttle Valve on Fuel Oil Pressure Booster ... ............. 4555-0155-0002
Drainholes in HCU Block ... ......................................... 4555-0160-0001
Level Switch on ME Cylinder Lubricator ... .................. 4555-0165-0001
Hydraulic Control Oil System (Separate LPS) ... ........... 4555-0170-0001
Piping ... ...................................................................... 4555-0171-0002

Table of contents

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 MAN B&W 4540-0100-0002

Hydraulic Cylinder Unit

Hydraulics
HCU
The Hydraulic Cylinder Unit (one per cylinder) consists of a distributor block, the
electronically controlled fuel injection system and electronically controlled exhaust
valve actuation.
FIVA
The design of the hydraulically-activated valve is similar to that on the MC engines,
i.e. the exhaust valve is opened hydraulically and is closed by an ‘air spring’. The
Fuel Injection and Exhaust Valve Actuation fitted to each HCU consists of the FIVA
‘on/off valve’ and the two-stage hydraulic exhaust valve activator. The electronic
FIVA ‘on/off valve’ (controlled by the ECS) opens the oil flow to the two-stage
hydraulic actuator.
Exhaust Valve
The exhaust valve is closed by connecting the hydraulic piston to a drain via the
Actuator
FIVA valve and letting the air spring of the exhaust valve drive it to closed position.
This movement also drives the pushrod oil back into the exhaust actuator prepar-
ing it for the next actuation.
Fuel Oil Pressure
Each engine cylinder is equipped with its own fuel oil pressure booster, which is
Booster
mounted corresponding to the cylinder concerned on the HCU. The booster hous-
ing is attached to the housing by studs and nuts.
Distributor Block
The distributor block serves as a mechanical support for the hydraulically-activated
Fuel Oil Pressure Booster and exhaust valve actuator, each with an electronically
controlled control valve, the FIVA valve.

The function of the distributor block is, as its name indicates, to distribute the
hydraulic oil to the FIVA control valve mounted on the distributor block.
Accumulators
Fitted on the distributor block are hydraulic accumulators precharged with nitro-
gen. Their function is to ensure that the necessary hydraulic oil peak flow is availa-
ble for the injection of fuel oil and actuation of the exhaust valve.
Manuel valves
Close to the FIVA valve are two manually operated valves. One valve connects the
high-pressure inlet side while the other connects the accumulators to the bedplate
(drain).

These manually operated valves are used to isolate individual HCUs during their
overhaul. A manually activated valve connects the oil pushrod to its supply. This
valve must be closed during overhaul of the exhaust valve.
Oil Filter
The main filter in the hydraulic power system is of the multi-cartridge, self-cleaning
type, with automatic backflushing of the cartridges.

The backflushing of each cartridge is carried out with compressed air on a time
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basis, but is also activated if the pressure drop across the filter exceeds a certain
level.
Preface

A redundant filter is mounted in parallel with the main filter and is used during over-
haul of the main filter. Switching to the redundant filter and back again is done
manually without interrupting the oil flow to the pumps.

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General

Hydraulic System for ME Engines

This chapter describes the system layout, components and operating principle of
the hydraulic systems shown in Drawing 4555-0125, etc.

All position numbers are described and their intended use is explained.

Also shown is Drawing 4555-0150 used when detection of malfunctions and leaks
in the hydraulic system can be useful (this document is general, and position num-
bers named in this document may not be used on your system).

1 ME Engine Concept and Mechanical Hydraulic System Layout

The ME engine concept primarily concerns the use of a mechanical hydraulic sys-
tem for actuation of the fuel injection pumps and the exhaust valves, which are
electronically controlled by a computer based control system. The starting air sys-
tem is also controlled electronically by the ME control system.

Introduction of the hydraulic injection and exhaust actuation requires a hydraulic

power supply, designed with all the necessary functionality needed. The hydraulic
system used on the ME engine is outlined in the related diagrams on Drawing
4555-0125, etc.

With reference to these diagrams, the layout is explained in the following.

Main system lubricating oil is used as the hydraulic medium. The oil is filtered by
the filter unit to the appropriate purity for use in an oil hydraulic system. The oil is
then pressurised either by the Engine Driven Pumps or the Electrical Driven
Pumps, when the engine is rotating, or by the Electrically Driven Pumps, when the
engine is at standstill. In the Safety and Accumulator Block, pressurised oil is
accumulated to ensure a stable oil supply to the Hydraulic Cylinder Units (HCU).

A HCU is fitted to each cylinder. The HCU comprises a distribution block, carrying
the hydraulically activated Fuel Oil Pressure Booster and the exhaust valve actua-
tor. The control valve the FIVA valve, and the necessary accumulators are moun-
ted on the distributing block. The block connects the high-pressure oil supply to
both the fuel oil injection system and the exhaust valve actuation system.

The fuel oil injection system consists of the hydraulically activated fuel oil pressure
booster with associated control valve, high-pressure pipes and fuel valves.

The exhaust valve actuation system consists of an exhaust valve actuator with
associated control valve, the oil push rod (high-pressure pipe), and finally the
exhaust valve.
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Description

The fuel valves and the hydraulically activated exhaust valve itself are similar to
those of the MC engines.

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The starting valves are pneumatically opened by activating the solenoid valves (ZV
Hydraulic System for ME Engines

1120 C, pos. 51) controlled by the Engine Control System, see the related diagram
“Pneumatic Manoeuvring System Diagram” Drawing 7055-0155.

For cylinder lubrication, the ME Lube System is used, with lubricators located on
the HCU.

2 Functional Description

2.1 Hydraulic Power Supply Unit

The function of the Hydraulic Power Supply (HPS) unit is to deliver the necessary
high-pressure hydraulic oil flow to the fuel injection system and exhaust valve
actuation when the engine is either at stand-by or running.

The HPS unit consists of:

2.1.1 Filter unit

2.1.2 Electrically driven start-up or start-up/back-up pumps
2.1.3 Engine driven pumps
2.1.4 Safety and accumulator block
2.1.5 High pressure piping
2.1.6 Drip pan with leak sensors

2.1.1 Filter Unit

The main filter (pos. 106) of the HPS unit is of the multi-cartridge, self-cleaning
type with automatic back-flushing of the cartridges.

The back-flushing is performed with compressed air. It is effected regularly on a

time basis, or if the pressure drop across the filter exceeds a pre-defined level.

A redundant filter (pos. 105) is installed in parallel with the main filter, and is used
during overhaul of the main filter. Switching to the redundant filter and back is
done manually without interrupting the oil flow to the pumps.

The butterfly valve (pos. 115) is closed during all normal service conditions. It is
used in situations where cleaning of the entire supply of lubricating oil is required.

The ME filter unit has a 6 microns nominal mesh size. The redundant filter has 25
microns nominal mesh size. The conventional lubricating oil filter used for the
engine has a nominal mesh size of 34 - 48 microns.
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Description

The ME filter is fitted with a differential pressure indicator and produces an output
signal to activate an alarm if the pressure drop exceeds a certain limit.

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2.1.2 Electrically Driven Start-up or Start-up/Back-up Pumps

Hydraulic System for ME Engines

The Hydraulic power supply is available in three versions.

One version is the classic ME power supply where the hydraulic power is gener-
ated by engine driven pumps, and the start-up pressure is created by electrically
driven pumps. The capacity of the start-up pumps is only sufficient to generate the
start-up pressure. The engine cannot run with the engine driven pumps out of
operation.

The second version is similar to version one, aside from the fact that the electrically
driven start-up/back-up pumps have a capacity sufficient to give at least 15%
engine power (Named “Combined”). The electric power consumption should be
taken into consideration in the specification of the auxiliary machinery capacity.

The third version is the version with main Electrical Driven pumps all of the variable
displacement type. In case when using 4-5 pumps one or two pumps is adjusted
to 75% displacement all the time. During start-up one of the variable pumps is to
be started one by one and when the engine has reached a predefined load the
pump with full displacement will start. The number of pumps depending on the
size of the cylinderbore.

The purpose of the electrically driven pumps is to ensure adequate hydraulic sys-
tem pressure in situations where the main engine is not rotating, and thus not driv-
ing the engine driven pumps. The electrically driven pumps operate when there is
no hydraulic oil consumption. Therefore, only a small capacity is needed, and the
pumps are thus relatively small compared to the engine driven pumps.

The electrically driven pumps are either of the fixed or variable displacement type.

Following a situation where the system has been depressurised, for instance after
an engine shutdown or a black-out, the electrically driven pumps must run for a
certain period to build up an adequate system pressure for starting the engine.
The length of this period is determined by the accumulator capacity in the system
and the flow produced by the electrically driven highpressure pump.

When running with gear driven pumps, the pressure relief valves installed in the cir-
cuit limits the maximum pressure in the circuit and leads excessive oil back to the
suction side of the pumps.

The operation of the high-pressure pumps is supervised by means of the pressure

transducers (pos. 320).

2.1.3 Engine Driven Pumps

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All engine driven, hydraulic oil pumps are of the variable displacement type and of
Description

the same size. The displacement is electronically controlled by the ECS via a built
in control valve on the pumps.

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The pumps function when the engine is rotating, as they are mechanically driven
Hydraulic System for ME Engines

by the gear assembly, which is permanently connected to the crankshaft. Their

flow is determined by the actual displacement and rotational speed.

The pumps are designed to have two directions of rotation. This is necessary as
most engines are reversible. Upon reversing of the engine, the displacement con-
trol of the ECS must activate the swash plate to keep the direction of the flow.

The engine driven pumps supply the hydraulic pressure for the engine when it is
running.

In the event of failure of one pump, the remaining pumps are dimensioned to be
capable of supplying sufficient hydraulic oil corresponding to 66% engine load.

In the event that the electric power to the pump displacement control valve is lost,
the pump will mechanically go to maximum displacement in the AH direction. The
non-return valves (pos. 215) are installed to protect the pump in case of the con-
trol system failing. The valve open and allow the pump to draw oil from the high
pressure side and deliver the oil back to the suction side again.

2.1.4 Safety and Accumulator Block

The pre-charged accumulators of the Safety and Accumulator Block (on some
newer engines the accumulators are mounted directly on the engine-driven
pumps) are partly filled with a high pressure oil, ensuring a stable supply, without
fluctuation, to the cylinder units.

The block contains pressure relief valves, which protects the high pressure system
against excessive pressure.

The relief valves protect the electrically driven pumps and controls the maximum
pressure in the system during pressure build-up before starting. This is done when
operating on plants which require continuous boosting of the exhaust oil push rod
(exhaust valve activation).

The valve (pos. 310) protects the engine driven pumps against a too high pres-
sure. It is electrically controlled by the ECS and can be opened in different situa-
tions to feed the hydraulic oil back to the suction side of the engine driven pumps.

The valve (pos. 311) is the main system pressure relief valve protecting the entire
system. This valve has the highest pressure setting of the relief valves (pos. 310,
311 and 312).

Non-return valves (pos. 304 and 305) are installed at the hydraulic oil outlet from
the engine driven and electrically driven pumps, in order to prevent back-flow
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through any inactive pump.

Description

The pressure transducers (pos. 320) are used by the ECS for controlling the
engine driven and electrically driven pumps.

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The non-return valves (pos. 215) are related to the operation of a failing engine

Hydraulic System for ME Engines

driven pump described above.

Pressure relief valves (pos. 310, 311 and 312) have safety functions as described
above. The electrical actuation of the valves pos. 310 is duplicated (not shown on
the diagram) to allow redundant control as implemented in the ECS.

2.1.5 High Pressure Piping

The hydraulic oil pipes between the Hydraulic Power Supply unit and the Hydraulic
Cylinder Units employ piping or hoses. Single wall piping is also used for high
pressure pipes between the individual HCU units.

On Drawing 4555-0171 the single wall pipe design is shown.

2.1.6 Drip pan with leak sensors

A drip pan is located just below the hydraulic power supply unit to collect leaking
oil and lead it to a drain. In the drip pan, two leak detecting level switches (pos.
360 and 361) are installed. A small, yet significant leak from the HPS will, due to
the restriction in the outlet, cause the level in the drip pan to rise and be detected
by the lower level switch (pos. 360). This situation will activate an alarm. A severe
leak will also be detected by the higher switch (pos. 361) and cause the ECS to
shut down the engine.

3 Hydraulic Cylinder Unit

The Hydraulic Cylinder Unit (one per cylinder) consists of a distribution block, an
electronically controlled fuel injection system and an electronically controlled
exhaust valve actuation system. The distribution block serves as a mechanical
support for the hydraulically activated fuel oil pressure booster (pos. 500) and
exhaust valve actuator (pos. 515), each with their electronically controlled control
valve ELFI/ELVA or common FIVA, respectively.

4 Distribution Block

The function of the distribution block, as its name implies, is to distribute the
hydraulic oil to the ELFI/ELVA or FIVA control valves mounted on the distribution
block.

Nitrogen pre-charged hydraulic accumulators (pos.450) are fitted on the distribu-

tion block. Their function is to ensure that the necessary hydraulic oil peak flow is
available for injection of fuel oil and actuation of the exhaust valve.
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Close to the ELFI/ELVA or FIVA valves, are two manually operated valves. One
valve connects the high pressure inlet side (pos. 420) and the other (pos. 421)
Description

connects the accumulators to the bedplate (drain).

These manually operated valves are used for separating and blocking off the HCUs
during overhaul.

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To protect the accumulators from unnecessary stresses (fast

Hydraulic System for ME Engines

accelleration of the membrane) and oil jets, the valve Pos. 420
must not be opened when the oil system is pressurized.
After check/overhaul or whatever situation where the valve Pos. 420
has been closed the opening procedure is:

1) The engine must be stopped (no oil pressure).

2) Open/Close all valves into normal running position.
3) Pressurise the system by starting the Start-up pumps.

The manually activated valve (pos. 531) connects pressure supply to the oil push
rod. The valve must be closed during overhaul of the exhaust valve.

5 Electronically Controlled Fuel Injection

The electronically controlled fuel injection system consists of the hydraulically acti-
vated fuel oil pressure booster, its controlling valve (ELFI or FIVA) and the fuel
valves.

The ELFI or FIVA valve (controlled by the ECS) is capable of fast and precise con-
trol of the oil flow to the fuel oil pressure booster. This oil flow pushes the hydraulic
piston (pos. 502) and the fuel injection plunger (pos. 504), generating the injection
pressure and hence, the injection.

When the injection is finished, the plunger and piston are returned to their starting
positions by connecting the piston to a drain and driving the plunger back by
means of the pressure in the fuel supply. The fuel oil pressure booster is then filled
and ready for the next injection.

The design principle of the high pressure pipes and fuel valves is similar to that of
the MC engines. The fuel system permits continuous circulation of the heated
heavy fuel oil through the fuel oil pressure boosters and fuel valves. This keeps the
system heated during engine standstill.

6 Functional description of the Throttle Valve on the Fuel Oil Pressure Booster

As seen in Drawing 4555-0155, a throttle valve is situated at the bottom of the

Fuel Oil Pressure Booster Housing.

Via a bore from the housing bottom, the oil space underneath the Fuel Oil Pres-
sure Booster Piston is vented through the throttle valve.
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A small bore in the throttle valve piston ensures ventilation of the oil space at
Description

engine standstill (no oil pressure and low oil pressure at start-up), thereby keeping
the engine ready for start without having to ventilate the system.

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When the Fuel Oil Pressure Booster is activated by the FIVA valve, the oil pressure

Hydraulic System for ME Engines

in the space underneath the Fuel Oil Pressure Booster will rise significantly to lift
the piston. At the same time, the high pressure oil will overcome the resistance of
the spring in the throttle valve and the piston in the throttle valve will close.

In this way the oil amount vented from the space underneath the main piston is
kept very low.

7 Electronic Exhaust Valve Actuation System

The design of the hydraulically activated exhaust valve is similar to that on the MC
type engines, i.e. the exhaust valve is opened hydraulically and it is closed by an
“air spring”.

The actuator system fitted to each HCU consists of the ELVA or FIVA and the two-
stage hydraulic exhaust valve activator.

The electronic ELVA or FIVA (controlled by the ECS) opens for the oil flow to the
two-stage hydraulic actuator.

In the first stage the activation piston (pos. 517) is driven by the hydraulic pressure
acting on both the activation piston itself and the hydraulic piston (pos. 516). The
first stage performs the initial valve opening against the cylinder pressure. In the
second stage the movement of the hydraulic piston is stopped, and the activation
piston performs the second stage, lower force, main stroke of the exhaust valve
alone.

The exhaust valve is closed by connecting the activation piston to a drain via the
ELVA or FIVA valve and letting the air spring of the exhaust valve drive it to closed
position. This movement also drives the push rod oil back into the exhaust actua-
tor, preparing it for the next actuation.

The HCU design ensures that a failing HCU can be disconnected from the high
pressure system by manually operated valves, thereby enabling repair work while
the engine is running on the remaining cylinders.

In the case that the control signal for the ELFI or FIVA valve is missing (pressurised
or non-pressurised system), the control spring will position the valve so that the
hydraulic piston oil from the space below is connected to tank. This is the fail-safe
position, where the main spool in the FIVA is moved to the position Cfi to T, Cva to
P.

With regard to the safety of the ship’s personnel and the engine, the highpressure
fuel pipes are, as on the MC type engines, shielded by steel braiding.
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8 Components
Description

Pos. 101
Butterfly valve. Normally open. Used for shutting-off to the filter during overhauls at
standstill.

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Pos. 103
Hydraulic System for ME Engines

Double stage, 3-way cock. Situated between the Automatic back flushing filter and
the Stand-by filter. Used when Automatic filter elements are to be cleaned man-
ually during normal engine running.

Pos. 104
Mini-mess valve installed at the filter unit inlet (For mounting of portable pressure
gauge).

Pos. 105
Single filter. 25 microns filter mesh.

Pos. 106
Automatic back flushing filter. Boll filter. The main purpose of this filter is to keep
the hydraulic oil clean, thereby avoiding small particles damaging movable parts of
the hydraulic components. 6-microns filter mesh. 10-microns filter mesh on the
first engines built (2003 - 2005).

Pos. 107
Mini-mess valve installed at the filter unit outlet (for connection of portable pressure
gauge).

Pos. 108
Mini-mess valve installed at the system inlet. (for connection of portable pressure
gauge).

Pos. 110
Rubber Compensator (optional).

Pos. 115
Butterfly valve. Normally closed. Used during flushing at the commissioning of the
engine. Used after major overhauls and when found necessary.

Pos. 130
A pressure transducer measuring the oil pressure on the suction side of the main
supply pumps. The output from the transducer is sent to the ECS of the engine.
The suction pressure is continuously shown on the HPS screen on the MOP. An
alarm is activated if the suction pressure is too low.

Pos. 131
An orifice, ø 0.5 mm, for previously mentioned pressure transducer (130) is instal-
led to protect the transducer against pulsations and ensure a steady amount of oil
to the transducer.

Pos. 155
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Mini-mess valve installed in the low-pressure line (for connection of portable pres-
Description

sure gauge).

Pos. 201
High pressure Axial Piston Pumps. Type Rexroth A4VSO. Driven mechanically
either by a gear or electric motors.

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Pos. 202

Hydraulic System for ME Engines

Mini-mess valve installed in the low pressure inlet before the pump (for connection
of portable pressure gauge).

Pos. 203
Mini-mess valve installed in the high pressure pump outlet (for mounting of porta-
ble pressure gauge).

Pos. 204
Line break valve. Normally open. The valve protects the system in case of pilot line
(Sp) failure.

Pos. 205
Safety coupling (el-motor, gear – Rexroth pump).

Pos. 206
Electric motor (driving the Rexroth pump).

Pos. 210
Electronically controlled proportional valve situated on the high pressure pump.
The proportional valve controls the oil amount delivered by the pump. This is done
by changing the swash plate angle. The larger the angle the more oil is delivered, a
smaller angle gives less oil.

Pos. 210-2
On/Off valve for pump Nos.4 and 5 only. Only engines with more than 3 (three)
engine driven pumps.

Pos. 215
Check valve – cartridge. Non return valve in use when the pump draws from the
pressure side of the system (not used on engines with only electrically-driven
pumps).

Pos. 220
A positional transducer situated on the pump. The transducer sends an electric
current corresponding to the swash plate angle of the pump, thereby telling the
ECS the exact amount of oil circulated by the pumps.

Pos. 226
(Only used on very few 1. edition ME engines). Pressure transducer on the start-up
pump unit.

Pos. 227
(Only used on very few 1. edition ME engines). Orifice for pressure transducer pos.
226 above.
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4545-0150-0003
Description

Pos. 230
Butterfly valve on the high pressure pump suction side. Normally open.

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 4545-0150-0003 MAN B&W

Pos. 235
Hydraulic System for ME Engines

Check valve. Only to be found in “Combined HPS” systems, and few “Gear Driven
HPS” systems.

Pos. 236
Check valve. Only to be found in “Combined HPS” systems, and few “Gear Driven
HPS” systems.

Pos. 240
Orifice. This component is only to be found in “Combined HPS” systems, and few
“Gear Driven HPS” systems.

Pos. 241
Orifice. This component is only to be found in “Combined HPS” systems, and few
“Gear Driven HPS” systems.

Pos. 276
Mini-mess valve installed on the start-up pump pressure side.

Pos. 277
Start-up pump. This position number is only shown on hydraulic diagrams for
engines with “Combined HPS” systems where it is possible to use the start-up
pumps as Back-up Pumps.

Pos. 277a
Throttle valve. This valve is only installed in connection with start-up pumps in
“Combined HPS” systems where it is possible to use the start-up pumps as Back-
up Pumps.

The valve is normally open and used in cases where failure on engine driven
pumps or gear for engine driven pumps might occur. By manually closing this
throttle valve, the pressure control function change from pressure relief valve 277b
(adjusted to 225 bar) to pressure relief valve 277c (adjusted to 310 bar). In this way
the oil amount delivered from the electrically driven Start-up/Back-up Pumps
ensures a running of the engine at approximately 15% load (back-up power).

Should a failure situation occur, we recommend that you contact MAN Diesel &
Turbo for a special running procedure for your specific engine.

Pos. 277b
Pressure relief valve. This relief valve is only installed in connection with start-up
pumps in “Combined HPS” systems where it is possible to use the start-up pumps
as Back-up Pumps. The valve function is as described under pos. 277a.

Pos. 277c
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4545-0150-0003

Pressure relief valve. This relief valve is only installed in connection with start-up
Description

pumps in “Combined HPS” systems where it is possible to use the start-up pumps
as Back-up Pumps. The valve function is as described under pos. 277a.

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Pos. 278

Hydraulic System for ME Engines

Electric motor. This position number does only appear on the “Combined HPS”
systems where it is possible to use the start-up pumps as Back-up Pumps.

Pos. 279
Coupling house. This position number does only appear on the “Combined HPS”
systems where it is possible to use the start-up pumps as Back-up Pumps.

Pos. 280
Coupling. This position number does only appear on the “Combined HPS” sys-
tems where it is possible to use the start-up pumps as Back-up Pumps.

Pos. 280a
Coupling part. This position number does only appear on the “Combined HPS”
systems where it is possible to use the start-up pumps as Back-up Pumps.

Pos. 285
Inlet valve at start-up pump unit. Normally open. The valve does only exist in “Gear
driven HPS and FIVA” systems and ELFI and ELVA systems.

Pos. 304
Non-return valve. The non return valve is installed on the high pressure side of the
pumps to separate the pump from the pressure side. The forces in the oil in pipe
P2 is extremely high during normal running (pressure is high, oil amount is high,
forces in accumulators are high).

Should an electric motor, driving one of the pumps, suddenly stop (electric failure,
broken clutch) the forces from the other pump, together with the forces mentioned
above, will try to force the stopped pump in the wrong direction creating a violent
stress and possibly destroying the pump. This is avoided when the nonreturn valve
closes immediately after pressure drop at pump standstill.

Pos. 305
Non-return valve. The nonreturn valve (placed by the accumulator block inlet) is
installed on the start-up pump pressure side to protect the pump against high
pressure when the engine is running on the engine driven pumps.

Pos. 309
Check valve – cartridge. Non return valve.

Pos. 310
Pressure relief valve (opening pressure 310 bar)

Pos. 310a
Pilot valves arrangement situated on pos. 310 pressure relief valve.
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Description

Pos. 310b
Orifice.

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Cyl. Bore 50 60 65 70 80 90 98 cm
Hydraulic System for ME Engines

Orifice dia. 8 10 10 12 15 18 22 mm

Pos. 311
Pressure relief valve. Normally closed. The pressure relief valve is mechanically
adjusted to an opening pressure of 315 bar. If the pressure rises above 315 bar,
the relief valve will open and lead the oil:
- the main tank (when running with electrically driven pumps).
- or
- the suction line (when running with gear driven pumps).

Pos. 312
Pressure relief valve. Normally closed. The pressure relief valve is mechanically
adjusted to an opening pressure of 225 bar. The valve does only exists in ELFI and
ELVA systems and “Gear driven HPS and FIVA” systems.

Pos. 315
Ball valve. Normally closed. Used when the system needs to be drained off during
repairs, etc.

Pos. 316
Ball valve. Normally closed.
Must be opened for adjustment of pressure relieve valve 310.

Pos. 320
Pressure transducers. The system is supplied with three (3) transducers for redun-
dancy reasons. During normal running, all three transducers send an analogue sig-
nal to the ECS. The average value is shown on the MOP.

Pos. 321
An orifice, ø 0.5 mm for the above pressure transducers (320), is installed to pro-
tect the transducers against pulsations and ensure a steady amount of oil to the
transducers.

Pos. 335
Accumulators. Mounted on the Safety and Accumulator block or directly on the
engine driven pumps to avoid oil pulsations in the hydraulic system and keeping
the oil pressure steady at all engine loads. Manufacturer: HYDRO LEDUC.

Pos. 339
Mini-mess valves mounted at the main high pressure pipe (P1) for measuring the
system pressure (for connection of portable pressure gauge). The valve does only
exists in ELFI and ELVA systems and “Gear driven HPS and FIVA” systems.

Pos. 340
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4545-0150-0003

Mini-mess valves installed in the main high pressure pipe (P2) for measuring the
Description

system pressure. (for connection of portable pressure gauge). The valves does
only exist in “Combined HPS and FIVA” systems and “El-driven HPS and FIVA”
systems. Both with and without separate LPS.

Pos. 355
Leak indicator. In the event of a leak from the inner pipe, and the amount is high

12 (18)
 MAN B&W 4545-0150-0003

enough so that the small reservoir is filled, an alarm will be activated. This will not
affect the running of the engine. However, but the engineer is now warned about

Hydraulic System for ME Engines

the leak (searching for leaks is described in the procedure attached this docu-
ment).

Pos. 360
Leak indicator. The Hydraulic Supply Unit is enclosed in a cabinet protecting
against forceful oil spray if a leak should occur. In the event of a minor oil leak
occurring inside the cabinet, a drip pan placed in the bottom of the cabinet will be
filled and an alarm will be activated. The drip pan is fitted with an overflow pipe
with a diameter size and a height in the drip pan that match the oil amount allowed
to leak. This will not interferie with a safe oil delivery to the hydraulic system.

Pos. 361
Leak indicator. If the leakage described in Pos. 360 above increases, the drip pan
will fill, and shut down of the engine will occur.

Pos. 405
Drain valve. Normally closed. Drain of oil to tank during repairs on HCU block.
Opposite Drain valve 405 (see drawing). Return oil from the HCU block (during nor-
mal running) is led back to the main tank via an overflow pipe. This overflow
ensures that the HCU block and the attached components are ‘vented’ and ‘floo-
ded’ at all times.

Pos. 406
Drain valve.

Pos. 420
Inlet valve. Normally open. Main supply valve of highpressure oil to ELFI, ELVA or
FIVA valves

To protect the accumulators from unnecessary stresses (fast

accelleration of the membrane) and oil jets, the valve Pos. 420
must not be opened when the oil system is pressurized.
After check/overhaul or whatever situation where the valve Pos. 420
has been closed the opening procedure is:

1) The engine must be stopped (no oil pressure).

2) Open/Close all valves into normal running position.
3) Pressurise the system by starting the Start-up pumps.

Pos. 421
2013-01-21 - en

4545-0150-0003

Drain valve. Normally closed. Drain used during maintenance of ELFI/ELVA, Fuel
Description

Oil Pressure Booster, Exhaust Valve Actuator, Accumulators.

Pos. 425
Mini-mess valve fitted on the HCU block measuring the system pressure (for con-
nection of portable pressure gauge).

13 (18)
 4545-0150-0003 MAN B&W

Pos. 440
Hydraulic System for ME Engines

ELFI Valve or FIVA valve. ELectronic Fuel Injection valve or Fuel Injection Valve
Actuation valve, which is capable of fast and precise control of the hydraulic oil
flow to the fuel pump. The oil flow acts on the hydraulic piston and fuel injection
plunger, generating the fuel injection pressure and hence the injection. Manufac-
turer: Curtis-Wright, Parker Hannifin, MAN Diesel & Turbo.

Pos. 445
Electric Linear Motor driving the ELFI valve (proportional type) and the fuel injection
part in the FIVA valve. Manufacturer: Curtis-Wright.

Pos. 450
Accumulators. Mounted on the HCU block to boost flow during fuel injection and
exhust valve opening. See section 4 in this description. Manufacturer: HYDRO
LEDUC.

Pos. 455
Mini-mess valve fitted on the HCU block measuring the oil pressure at the inlet to
the ELFI and FIVA valve (for connection of portable pressure gauge).

Pos. 456
Mini-mess valve fitted on the HCU block measuring the oil pressure at the inlet to
the ELVA valve (for connection of portable pressure gauge).

Pos. 465
Mini-mess valve fitted on the HCU block measuring the oil pressure at the outlet
from the HCU block (for connection of portable pressure gauge).

Pos. 470 ELVA valve. ELectronic Exhaust Valve Activation valve opens for the oil
flow to the two-stage hydraulic actuator, which drives the pushrod oil to open the
exhaust valve.
Manufacturer: Curtis-Wright

Pos. 475
High Response Valve. The High Response Valve is an electric on/off valve driving
the ELVA valve.
Manufacturer: Curtis-Wright

Pos. 480
Airing Orifice.

Pos. 500
Fuel Oil Pressure Booster.

Pos. 501
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4545-0150-0003

Positional Transducer. Inductive sensor measuring the movement off the fuel
Description

plunger in the fuel oil pressure booster. Raises an alarm if the plunger movement is
slower/faster than a predefined value stated in the ECS. The sensor has no influ-
ence on the opening/closing timing of the ELFI valve.

14 (18)
 MAN B&W 4545-0150-0003

Pos. 502

Hydraulic System for ME Engines

Hydraulic piston.

Pos. 503
Umbrella.

Pos. 504
Fuel plunger.

Pos. 505
Fuel injection pipes.

Pos. 510
Fuel injection valves.

Pos. 515
Exhaust Valve Actuator.

Pos. 516
Hydraulic piston.

Pos. 517
Activation piston.

Pos. 520
High Pressure Pipe (push rod pipe).

Pos. 525
Exhaust Valve Top.

Pos. 526
Positional Transducer. Inductive sensor measuring the movement of the exhaust
valve spindle. Activates an alarm if the spindle movement is opening too low or
slower/ faster than a predefined value stated in the ECS. The sensor has no influ-
ence of the opening/closing timing of the ELVA valve.

Pos. 527
Check valve. Non return valve from exhaust valve top outlet.

Pos. 528
Orifice from exhaust valve top inlet.

Pos. 530
Non-return valve. Oil from the Low Pressure System is always delivered to the
2013-01-21 - en

4545-0150-0003

High Pressure Pipe. Due to system leakage, the valve ensure the actuator piston
Description

to return to "start-position" after exhaust valve actuation. (see also Pos. 541).

15 (18)
 4545-0150-0003 MAN B&W

Pos. 531
Hydraulic System for ME Engines

Supply valve. Normally open. See Pos. 530 above. This valve must be closed dur-
ing overhaul of the Exhaust Valve Actuator and High Pressure Pipe. Also to be
closed if FIVA valve is changed.

Pos. 540
Mini-mess valve fitted on the Exhaust Valve Actuator top measuring the oil pres-
sure in the High Pressure Pipe (for connection of portable pressure gauge).

Pos. 541
(Only some ME engines). Orifice ø1.0 mm. The Exhaust Actuator is equipped with
3 (three) drains.

The lower drain pipe drains the space between the Hydraulic Piston (516) and the
Activation Piston (517). Although the tolerances between the piston and the liner in
the Exhaust Valve Actuator are very narrow, a very small amount of oil will always
escape through this drain.

The upper drain drains the High Pressure Pipe during overhauls. The amount of oil
in the High Pressure Pipe is rather high and oil spill will be too high if the pipe is
loosened and removed too quickly. There will also be substantial cleaning after
overhaul. This drain drains the oil from the High Pressure Pipe to the main tank.
When the bolts at the top flange of the High Pressure Pipe are loosened and a
light push loosens the pipe (so that air can escape) the oil will (in a few minutes) be
drained to the tank.

The middle drain is designed with an orifice (541). This orifice ensures a stable
change of the oil in the top of the actuator. The movement and damping of the oil
in the actuator generates thermal energy in the top section of the actuator. This
energy results in an oil temperature rise (that may be harmful and stress the mate-
rial), which can be removed by changing a small amount of oil in the top of the
actuator.

Pos. 545
Mini-mess valve fitted in the Exhaust Valve Actuator bottom for measuring the oil
pressure activating the actuator activation piston (for connection of portable pres-
sure gauge).

Pos. 550
Mini-mess valve fitted in the Fuel Oil Pressure Booster bottom measuring the oil
pressure activating the Fuel Oil Pressure Booster hydraulic piston (for connection
of portable pressure gauge).

Pos. 555
Leak Indicator. Placed underneath the drip pan for all HCU units. An alarm will be
activated if an oil leak is too large.
2013-01-21 - en
4545-0150-0003
Description

Pos. 560
Connection valve. Normally open. Must be closed when working on cylinder lubri-
cators.

16 (18)
 MAN B&W 4545-0150-0003

Pos. 565

Hydraulic System for ME Engines

Mini-mess valve fitted in the HCU block measuring the oil pressure activating the
ME cylinder lubricator (for connection of portable pressure gauge).

The valve exists in all hydraulic systems – except the ELFI and ELVA systems.

Holes Pos.701, 702 and ‘not numbered’ (not shown on diagrams)

Functional description of drain holes Pos. No. 701, 702 and ‘not numbered’ all sit-
uated on both front-end and aft-end of the HCU Block.

As seen on Drawing 4555-0160, the HCU blocks have 3 drain holes on the sides.
702 on the aft end side and hole 701 and hole ‘not numbered’ on the fore end
side. (Engines with port side manoeuvring side)

The hole 701 is a drain/peep hole connected through bores to the underside of the
Fuel Oil Pressure Booster. Should the inner sealing ring under the Fuel Oil Pressure
Booster leak, system oil is detected in the drain 701.

The hole ‘not numbered’ is a drain/peep hole from the drain surrounding the Fuel
Oil Pressure Booster. (Eventually leaking oil is collected here and drained away to
avoid oil filth)

The hole 702 is a drain/peep hole connected through bores to the underside of the
Exhaust Valve Actuator. Should the sealing ring under the Exhaust Valve Actuator
leak, system oil is detected in the drain 702.

ME Cylinder Lubricator (no [Link])

Functional description of the Level Switch located on the HCU Block at the inlet
pipe to the Cylinder Lubricator on ME Engines. (Inclusive the 3-way cock fitted on
the inlet pipe to the Level Switch).

As shown on Drawing 4555-0165, a level switch is placed on the cylinder lubricat-

ing oil inlet pipe to the cylinder lubricator.

The function of the level switch is to keep the lubricator filled and ensure an oil flow
to the lubricator at all times. If the feeler in the level switch is exposed (low oil level
in the house) an alarm will be activated and a slow-down of the engine will occur.

The force of gravity and heated inlet lubricating oil pipes from the gravity tank to
the lubricators keep the level switch and, thereby, the lubricator filled. The lubricat-
ing oil is kept at 45 degrees Celcius in the tank, and the inlet main pipe is insulated
and heat traced to keep the same temperature at the inlet of the lubricator on the
2013-01-21 - en

4545-0150-0003

HCU block.
Description

The 3-way cock on the inlet pipe before the level switch is closed when overhaul-
ing the lubricator (or level switch). When closing the 3-way cock, the level switch is
vented to open air to ensure that the level switch and inlet pipe to the lubricator is
pressure free and empty before overhaul (at the same time, the alarm is activated
and the slow down function is checked).

17 (18)
 4545-0150-0003 MAN B&W

If the 3-way cock is closed by mistake during engine running, the venting to open
Hydraulic System for ME Engines

air will ensure (because of normal consumption) that an alarm of no cylinder lubri-
cation in the lubricator concerned is activated.

2013-01-21 - en
4545-0150-0003
Description

18 (18)
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Rexroth Pumps

4555-0125-0001 - 300 bar
4555-0125-0001

1 (5)
 Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Rexroth Pumps

2 (5)
4555-0125-0001 - 300 bar
4555-0125-0001
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Rexroth Pumps

4555-0125-0001 - 300 bar
4555-0125-0001

3 (5)
 Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Rexroth Pumps

4 (5)
4555-0125-0001 - 300 bar
4555-0125-0001
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Rexroth Pumps

4555-0125-0001 - 300 bar
4555-0125-0001

5 (5)
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Eaton Pumps -

4555-0125-0002 300 bar
4555-0125-0002

1 (5)
 Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Eaton Pumps -

2 (5)
4555-0125-0002 300 bar
4555-0125-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Eaton Pumps -

4555-0125-0002 300 bar
4555-0125-0002

3 (5)
 Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Eaton Pumps -

4 (5)
4555-0125-0002 300 bar
4555-0125-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing El Driven HPS, Common LPS, FIVA, ME Version 5, Eaton Pumps -

4555-0125-0002 300 bar
4555-0125-0002

5 (5)
 2012-11-28 - en

MAN B&W

Drawing Combined HPS, Common LPS and FIVA - 300 bar

4555-0135-0001
4555-0135-0001

1 (5)
 Drawing Combined HPS, Common LPS and FIVA - 300 bar

2 (5)
4555-0135-0001 4555-0135-0001
MAN B&W

2012-11-28 - en
 2012-11-28 - en

MAN B&W

Drawing Combined HPS, Common LPS and FIVA - 300 bar

4555-0135-0001
4555-0135-0001

3 (5)
 Drawing Combined HPS, Common LPS and FIVA - 300 bar

4 (5)
4555-0135-0001 4555-0135-0001
MAN B&W

2012-11-28 - en
 2012-11-28 - en

MAN B&W

Drawing Combined HPS, Common LPS and FIVA - 300 bar

4555-0135-0001
4555-0135-0001

5 (5)
 2012-11-23 - en

MAN B&W

Drawing Combined HPS, Seperate LPS and FIVA - 300 bar

4555-0140-0001
4555-0140-0001

1 (3)
 Drawing Combined HPS, Seperate LPS and FIVA - 300 bar

2 (3)
4555-0140-0001 4555-0140-0001
MAN B&W

2012-11-23 - en
 2012-11-23 - en

MAN B&W

Drawing Combined HPS, Seperate LPS and FIVA - 300 bar

4555-0140-0001
4555-0140-0001

3 (3)
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, ME Version 5, Rexroth
4555-0146-0002 Pumps - 300 bar
4555-0146-0002

1 (5)
 Drawing Gear Driven HPS and FIVA, Common LPS, ME Version 5, Rexroth

2 (5)
4555-0146-0002 Pumps - 300 bar
4555-0146-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, ME Version 5, Rexroth
4555-0146-0002 Pumps - 300 bar
4555-0146-0002

3 (5)
 Drawing Gear Driven HPS and FIVA, Common LPS, ME Version 5, Rexroth

4 (5)
4555-0146-0002 Pumps - 300 bar
4555-0146-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, ME Version 5, Rexroth
4555-0146-0002 Pumps - 300 bar
4555-0146-0002

5 (5)
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, Eaton Pumps - 300 bar
4555-0147-0002
4555-0147-0002

1 (5)
 Drawing Gear Driven HPS and FIVA, Common LPS, Eaton Pumps - 300 bar

2 (5)
4555-0147-0002 4555-0147-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, Eaton Pumps - 300 bar
4555-0147-0002
4555-0147-0002

3 (5)
 Drawing Gear Driven HPS and FIVA, Common LPS, Eaton Pumps - 300 bar

4 (5)
4555-0147-0002 4555-0147-0002
MAN B&W

2012-11-26 - en
 2012-11-26 - en

MAN B&W

Drawing Gear Driven HPS and FIVA, Common LPS, Eaton Pumps - 300 bar
4555-0147-0002
4555-0147-0002

5 (5)
 2012-11-23 - en

MAN B&W

Drawing Detection of Malfunction and Leaks in Hydraulic System

4555-0150-0001
4555-0150-0001

1 (2)
 4555-0150-0001 MAN B&W

Basic Procedures
Detection of Malfunction and Leaks in Hydraulic System

Item Function Possibilities Remarks

Measuring point Pressure in START-UP Pressure adjustment at the You can see this pressure at the MOP
276 system arrangement. valve 310, 311 and 312. panel (Engine STAND-BY).
Investigation of pressure build- Normal pressure adjusted to 225 bar.
ing time. To adjust the pressure at the valve 310
Investigation of pumps, pres- - OPEN the valve 316.
sure and displacement ability.
Measuring point Delivery pressure at the Investigation of delivered pres- You can always see this pressure at
203 gear driven pumps. sure. the MOP panel.
Investigation of gear driven Normal pressure = System pressure.
pumps, pressure and displace-
ment ability.
Measuring point System Pressure. Investigation of pressure and You can always see this pressure at
340 possible leakages. the MOP panel.
Leak detection. Procedure for leak Investigation of pressure and Stop the engine.
Measuring point detection on entire sys- possible leakages. Start the pressure building procedure
276 and 340 tem. Investigation of pressure build- with the START-UP pump arr.
ing time. Normal pressure will increase to a
pressure adjustet at the START-UP
pump arrangement. (225 bar)
If not, cut-out the Hydraulic Cylinder
Unit, one by one, by closing the valve
420.
When the pressure increase to expec-
ted level, the leakage position has been
found.
Leak detection. Procedure for leak Investigation of pressure drop Can be detected with engine in service.
Measuring point detection on one time. Cylinder cut-out (Electronically).
455 Hydraulic Cylinder Unit.
CLOSE the valve 420 at the HCU and
investigate the pressure drop time.
Compare the pressure drop time to the
same value at the next HCU.
Can be investigated when the engine is
stopped. Use the START-UP arrange-
ment to build the prssure up at one
HCU. Then compare the pressure
building time to the same value at the
next HCU.
2012-11-23 - en
4555-0150-0001
Drawing

2 (2)
 2012-11-28 - en

MAN B&W

Drawing Throttle Valve on Fuel Oil Pressure Booster

4555-0155-0002
4555-0155-0002

1 (1)
 2012-11-28 - en

MAN B&W

Drawing Drainholes in HCU Block

4555-0160-0001
4555-0160-0001

1 (1)
 2012-11-28 - en

MAN B&W

Drawing Level switch on ME Cylinder Lubricator

4555-0165-0001
4555-0165-0001

1 (1)
 2012-11-28 - en

MAN B&W

Drawing Hydraulic Control Oil System (Separate LPS)

4555-0170-0001
4555-0170-0001

1 (1)
 MAN B&W 4555-0171-0002

Single wall piping

Piping
2013-06-03 - en

4555-0171-0002
Drawing

1 (1)
MAN B&W

Preface Chapter Electronics ... .............................................................. 4740-0100-0002

Electronics
Table of contents

1 (1)
 MAN B&W 4740-0100-0002

Electronics

Electronics
This chapter of the instruction book is intended to provide the user with informa-
tion regarding the various electronic components installed on the engine.
2012-11-29 - en

4740-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Cooling Water ... ......................................................... 5040-0100-0001

Cooling Water System

Description Cooling Water System, Data ... ................................... 5045-0100-0004
Cooling Water Treatment ... ........................................ 5045-0200-0002

Drawing Seawater Cooling System (Main and Auxiliary Engines) 5055-0100-0003

Jacket Cooling Water System ... ................................. 5055-0105-0003
Central Cooling System .... ........................................... 5055-0110-0003
Preheating of Jacket Cooling Water ... ........................ 5055-0115-0002
Load Dependent Cylinder Liner – Cooling Water Sys- 5055-0120-0001
tem ... .........................................................................

Table of contents

1 (1)
 MAN B&W 5040-0100-0001

Cooling Water System

Cooling Water System

This chapter contains informations on how to operate and maintain your cooling
water system.

Please note that the pipe systems vary considerably from plant to plant.
2012-11-29 - en

5040-0100-0001
Preface

1 (1)
 MAN B&W 5045-0100-0004

1 General

Cooling Water Systems

Pipe systems vary considerably from plant to plant. The following schematic pipe
diagrams are included here, for guidance, to illustrate the essential principles of the
circuits and their correlation.

For a specific plant, the correct details must be found in the piping
diagrams supplied by the shipyard.

2 Seawater Cooling System

Drawing 5055-0100

The seawater cooling system is a lowtemperature system. However, to be sure

that the lubricating oil is kept at a viscosity level suitable for heat transfer, a recircu-
lation arrangement controlled by the thermostatic valve, item 3, ensures that the
inlet temperature of the cooling water does not fall below 10 °C.

2.1 Operation at Sea

Drawing 5055-0100

Seawater is drawn by the seawater pump, item 2, through two separate inlets or
“sea chests”, item 1, and pumped through the various coolers for both the main
engine and the auxiliary engines.

The coolers incorporated in the system are the lubricating oil cooler, item 6, the
scavenge air cooler(s), item 7, and a common jacket water cooler, item 8.

The air cooler(s) are supplied directly by the seawater pumps and are therefore
cooled by the coldest water available in the system. This ensures the lowest possi-
ble scavenge air temperature, and thus optimum cooling is obtained with a view to
the highest possible thermal efficiency of the engines.

Since the system is seawater cooled, all components are to be made of seawater
resistant materials.

With both the main engine and one or more auxiliary engines in service, the sea-
water pump, item 2, supplies cooling water to all the coolers and, through non-
2013-12-13 - en

5045-0100-0004

return valve, item 5, to the auxiliary engines. The pump, item 4, is inactive.
Description

1 (7)
 5045-0100-0004 MAN B&W

2.2 Operation in Port

Cooling Water Systems

Drawing 5055-0100

During operation in port, when the main engine is stopped but one or more auxili-
ary engines are running, a small seawater pump, item 4, is started up, instead of
the large pump, item 2. The seawater is led from the pump to the auxiliary
engine(s), through the common jacket water cooler, item 8 and is divided into two
strings by the thermostatic valve item 3, either for recirculation or for discharge to
the sea.

3 Jacket Water Cooling System

See drawing 5055-0105

The jacket water cooling system controls the temperature of the engines proper.

The jacket water must be inhibited to protect the surfaces of the cooling system
against corrosion, corrosion fatigue, cavitation and the formation of scale. See
description 5045-0200.

3.1 Operation at Sea

See drawing 5055-0105

The jacket water pump, item 1, circulates hot cooling water through the main
engine to the freshwater generator, item 2, and from there to the jacket water
cooler, item 3. Here a thermostatically controlled 3-way valve, item 4, mixes
cooled and uncooled water to maintain an outlet temperature of 88-92 °C from the
main engine.

An integrated loop in the auxiliary engines ensures a constant temperature of 80

°C at the outlet of the auxiliary engines.

There is one common expansion tank, item 6, for the main engine and the auxiliary
engines.

To prevent the accumulation of air in the jacket water system, a deaerating tank,
item 5, is to be installed. An alarm device is inserted between the deaerating tank
and the expansion tank, so that the operating crew can be warned if excess air or
gas is released, as this signals a malfunction of engine components.

3.2 Operation in Port

2013-12-13 - en
5045-0100-0004

See drawing 5055-0105 and 5055-0115

Description

The main engine is preheated by utilising hot water from the auxiliary engine(s).
Depending on the size of main engine and auxiliary engines, an extra preheater
may be necessary. This preheating is activated by closing valve A and opening
valve B.

2 (7)
 MAN B&W 5045-0100-0004

Activating valves A and B will change the direction of flow, and the water will now

Cooling Water Systems

be circulated by the auxiliary engine- driven pumps. From the auxiliary engines, the
water flows through valve B directly to the main engine jacket outlet. When the
water leaves the main engine, through the jacket inlet, it flows to the thermostati-
cally controlled 3-way valve, item 4.

As the temperature sensor for the valve in this operating mode is measuring in a
non-flow, low temperature piping, the valve will lead most of the cooling water to
the jacket water cooler, item 3. The integrated loop in the auxiliary engines will
ensure a constant temperature of 80 °C at the auxiliary engine outlet, the main
engine will be preheated, and auxiliary engines on stand-by can also be preheated
by operating valves F3 and F1.

4 Central Cooling System

See drawing 5055-0110

The central cooling system is an alternative to the seawater cooling system. It is
based on the same design principles with regard to cooler locations, flow control
and preheating, but has a central cooler and an additional set of pumps.

Maintenance work is minimised by the use of a central cooler, as this is the only
component that is in direct contact with seawater. All other parts of the system
use inhibited freshwater in accordance with MAN Diesel & Turbo specifications
See description 5045-0200.

The low and high temperature systems are directly connected to gain the advant-
age of preheating the main and auxiliary engines during standstill.

As all fresh cooling water is inhibited and common for the central cooling system,
only one common expansion tank, item 10, is necessary for deaeration of both the
low and high temperature cooling systems. This tank accommodates the differ-
ence in water volume caused by changes in the temperature.

To prevent the accumulation of air in the cooling water system, a deaerating tank,
item 11, is located below the expansion tank. An alarm device is inserted between
the deaerating tank and the expansion tank so that the operating crew can be
warned if excess air or gas is released, as this signals a malfunction of engine
components.

4.1 Operation at Sea

See drawing 5055-0110

The seawater cooling pump, item 1, pumps seawater from the sea chests through
the central cooler, item 2, and overboard. Alternatively, some shipyards use a
2013-12-13 - en

5045-0100-0004

pumpless scoop system. On the freshwater side, the central cooling water pump,
Description

item 3, circulates the low-temperature fresh water, in a cooling circuit, directly

through the lubricating oil coolers, item 4, of the main engine, the auxiliary engines
and the scavenge air coolers, item 5.

3 (7)
 5045-0100-0004 MAN B&W

The jacket water cooling system for the auxiliary engines is equipped with engine-
Cooling Water Systems

driven pumps and a by-pass system integrated in the low-temperature system.

The main engine jacket system has an independent pump circuit with a jacket
water pump, item 6, circulating the cooling water through the main engine to the
fresh water generator, item 7, and the jacket water cooler, item 8.

A thermostatically controlled 3-way valve, item 9, at the jacket cooler outlet mixes
cooled and uncooled water to maintain an outlet water temperature of 88-92 °C
from the main engine.

4.2 Operation in Port

See drawing 5055-0110

During operation in port, when the main engine is stopped but one or more auxili-
ary engines are running, valves A are closed and valves B are open. A small central
water pump, item 3, will circulate the necessary flow of water for the air cooler, the
lubricating oil cooler, and the jacket cooler of the auxiliary engines. The auxiliary
engine-driven pumps and the previously mentioned integrated loop ensure a satis-
factory jacket cooling water temperature at the auxiliary engine outlet.

The main engine and the stopped auxiliary engines are preheated as described for
the jacket water system, item 3.2 and drawing 5055-0105.

5 Preheating during Standstill

Preheat the engine in accordance with See description 6645-0170.

Preheat by means of:

▪ A built-in preheater, see also drawing 5055-0115.

The capacity of the preheater pump should correspond to about 10% of
the capacity of the jacket water main pump.
The pressure drop across the preheater should be approx. 0.2 bar.
The preheater pump and the main pump should be electrically interlocked
to avoid the risk of simultaneous operation.
▪ Cooling water from the auxiliary engines, see item 3.2, ‘Operation in Port’
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5045-0100-0004
Description

4 (7)
 MAN B&W 5045-0100-0004

6 Jacket Water Cooling Failure

Cooling Water Systems

It is assumed that the temperature rise is not caused by defective measuring
equipment or thermostatic valve. These components should be checked regularly
to ensure correct functioning.

If the cooling water temperature, for a single cylinder or for the entire engine, rises
to 93-100°C, follow this procedure:

Open the test cocks on the cylinder outlets.

Is the water coming out?

▪ Close the test cocks.

YES
▪ Re-establish the cooling water supply at once, or stop the engine
for troubleshooting.

The cooling space is not completely filled with water. This results in
local overheating, and hence the formation of steam.
▪ Close the test cocks.
▪ Stop the engine.
▪ Close the outlet valve on the overheated cylinder.
▪ Open the indicator cocks.
▪ Keep the auxiliary blowers and lub. oil pumps running.
▪ Turn the piston of the cylinder concerned to BDC to slowly cool
NO
down the overheated area via the air flow through the cylinder and
indicator cock.
▪ Leave the engine to cool. This prevents extra shock heat stresses in
cylinder liner, cover and exhaust valve housing, if the water should
return too suddenly.
▪ After 15 minutes, open the outlet valves a little so that the water
can rise slowly in the cooling jackets. Check the level at the test
cocks.
▪ Find and remedy the cause of the cooling failure.
▪ Check for proper inclination of the freshwater outlet pipe, and for
proper deaeration from the forward end of the engine.
▪ Make a scavenge port inspection to ensure that no internal leakage
has occurred. See also description 2245-0100.
Note: Slow-turn the engine with open indicator cocks before start-
ing the engine.
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5045-0100-0004
Description

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 5045-0100-0004 MAN B&W

7 Load Dependent Cylinder Liner (LDCL)

Cooling Water Systems

In order to prevent cold corrosion in the cylinder liner, "Load Dependent Cylinder
Liner" (LDCL) has been introduced on a number of engine designs.
See drawing: 5055-0120.

7.1 Purpose

Under very low engine load the temperature in the cylinder becomes relatively low
and this causes the sulphur from the fuel oil to condensate on the cylinder liner
wall which will cause corrosion.
The purpose of the LDCL cooling water system is to raise the temperature on the
cylinder liner wall to prevent the condensation of the sulphur. Raising the tempera-
ture of the cylinder liner wall is done by raising the jacket cooling water tempera-
ture at low load. This will cause the cylinder liner wall to have a higher temperature
and thus, the condensation of sulphur will be reduced.

7.2 Function

The LDCL cooling water system differs from the normal system by having a circu-
lation circuit of cooling water over the cylinder liners.
The circulation is driven by a circulation pump to ensure a high flow over the liners.
The circulation circuit is cooled by removing hot water from the circuit and adding
cold, corresponding to the heat release of the cylinder liner and the temperature
set point in the control system.

The high temperature circulation is only operative up to e.g. 75% engine load
(operation point is engine dependent). At this point, the circulation pump is stop-
ped and the 3-way mixing valve is moved to full open 3(B) – 1(AB) position. In this
position, the full flow of cooling water from the ship is sent through the liners.
See drawing: 5055-0120. Fig. 1.

In case of failure in the system, the circulation pump will stop and the 3-way mixing
valve will move to fail safe position which is full open 3(B) – 1(AB), and the cooling
water temperature will be controlled by the ships cooling water supply.

7.3 Control

The Cooling Water Control Unit (CWCU) measures inlet and outlet temperatures,
inlet and outlet pressures for the circulation pump and the actual engine load.

Based on these inputs, the 3-way mixing valve is moved to a position where the
temperature of the circulating cooling water matches the inlet and outlet tempera-
tures defined by the systems parameters.
See drawing: 5055-0120. Fig. 2.
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5045-0100-0004
Description

In addition, the CWCU will order an inlet temperature from the ships cooling water
system, which again is defined by the systems parameters (indicated in figure 2).

In case of a sensor failure or if the circulation pump starter cabinet is put in Local
Control, an alarm will be raised, and the system returns to fail safe state.

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 MAN B&W 5045-0100-0004

7.4 User interface

Cooling Water Systems

The stand-alone implementation of the CWCU has a single common alarm output
for the ships alarm system and a local status indication.

The status indication consists of 3 lamps and 2 buttons:

Alarm:
A red light indicates an active alarm. The circulation pump is stopped
and the high temperature circulation is inoperative. Action required to find
and correct the problem.
Un-acknowledged alarm:
An alarm has occurred but the alarm condition is no longer present.
Action required to acknowledge the alarm by pressing the blue button to
re-activate the system.
System OK:
No alarms, and the system is operative.

Acknowledge button (on or inside the cabinet):

After an alarm condition has been rectified, the button must be pressed
to re-activate the system.

Lamp test button.

Please note that acknowledging an un-acknowledged alarm will start

the circulation pump if no other alarms are active!
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5045-0100-0004
Description

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 MAN B&W 5045-0200-0002

1 Reducing Service Difficulties

Cooling Water Treatment

To reduce service difficulties to a minimum, we strongly recommend:
• effective protection against corrosion of the cooling water system by adding a chemi-
cal corrosion inhibitor. See Item 1.2.
• using the correct cooling water quality. See Item 1.3.
• effective venting of the system. See Item 1.4.
• Checking the system and water during service. See Item 2.
• Using the correct cleaning and inhibiting procedure. See Items 3 and 4.

1.1 Types of Damage

If the above-mentioned precautions are not taken, the following types of damage
may occur:
• corrosion, which removes material from the attacked surface by a chemical process.
• corrosion fatigue, which may develop into cracks because of simultaneous corrosion
and dynamic stresses.
• cavitation, which removes material because of local steam formation and subsequent
condensation in the cooling water, due to high water velocity or vibrations.
• scale formation, which reduces the heat transfer, mostly due to lime deposits.

Corrosion and cavitation may reduce the lifetime and safety factors of the parts
concerned. Deposits will impair the heat transfer and may result in thermal over-
load of the components to be cooled.

1.2 Corrosion Inhibitors

Various types of inhibitors are available but, generally, only nitrite-borate based
inhibitors are recommended.

A number of products marketed by major companies are specified in the table on

Page 10. The relevant dosages are also mentioned, and we recommend that
these directions are strictly observed.

Cooling water treatment using inhibiting oils is not recommended, as such treat-
ment involves the risk of uncontrolled deposits being formed on exposed surfaces,
and furthermore represents an environmental problem.

The legislation for disposal of waste water, incl. cooling water,

prohibits the use of chromate for cooling water treatment.
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5045-0200-0002

Chromate inhibitors must not be used in plants connected to a

Description

freshwater generator.

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 5045-0200-0002 MAN B&W

1.3 Cooling Water Quality

Cooling Water Treatment

It is important to use the correct cooling water quality. We recommend to use

deionized or distilled water (for example produced in the freshwater generator) as
cooling water.

This prevents, to a wide extent, the formation of lime stone on cylinder liners and in
cylinder covers, which would impair the heat transfer, and result in unacceptably
high material temperatures.

Before use, check that the following values are not exceeded:
• Hardness: max. 10° dH (=10 ppm CaO)
• pH: 6.5-8.0 (at 20°C)
• Chloride: 50 ppm (50 mg/litre)
• Sulphate: 50 ppm (50 mg/litre)
• Silicate: 25 ppm (25 mg/litre)

Check that there is no content of:

• Sulphide
• Sulphide
• Ammonia

Softening of the water does not reduce its sulphate and

chloride contents.

If deionized or distilled water cannot be obtained, normal drinking water can be

used in exceptional cases.

Rain water, etc. must not be used, as it can be heavily contaminated.

1.4 Venting

The system is fitted with a deaerating tank with alarm and with venting pipes which
lead to the expansion tank. See description 5045-0100.

2 Checking the System and Water during Service

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5045-0200-0002
Description

We recommend to keep a record of all tests, to follow the condition and trend of
the cooling water.

Check the cooling water system and the water at the intervals given below:

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 MAN B&W 5045-0200-0002

2.1 Regularly

Cooling Water Treatment

Whenever practical, check the cooling water system for sludge or deposits. See
also Item 2.5, ‘Every Four-Five Years and after Long Time Out of Operation’.

Check at the cooling pipes, cooling bores, at the top of the cylinder and cover and
exhaust valve bottom piece.

Sludge and deposits can be due to:

• contaminated cooling water system,
• zinc galvanized coatings in the cooling water system.
Experience has shown that zinc galvanized coatings in the freshwater cooling system
are often very susceptible to corrosion, which results in heavy sludge formation, even if
the cooling system is correctly inhibited.
In addition, the initial descaling with acid will, to a great extent, remove any galvanized
coating. Therefore, generally, we advise against the use of galvanized piping in the
freshwater cooling system.

2.2 Once a Week

Take a water sample from the circulating system during running.

i.e. not from the expansion tank or the pipes leading to the tank.

Check the condition of the cooling water.

Test kits are normally available from the inhibitor supplier.

Check:
• The concentration of inhibitor must not fall below the value recommended by the sup-
plier, as this will increase the risk of corrosion.
When the supplier specifies a concentration range, we recommend to maintain the
concentration in the upper end.
• pH-value should be within 8.5-10 at 20°C.
A decrease of the pH-value (or an increase of the sulphate content, if measured) can
indicate exhaust gas contamination (leakage).
pH can be increased by adding inhibitor, however, if large quantities are necessary, we
recommend to change the water.
• Chloride content should not exceed 50 ppm (mg/litre).
In exceptional cases, a maximum of 100 ppm can be accepted, however, the upper
limit specified by the inhibitor supplier must be adhered to. An increase of the chlorine
content can indicate salt water ingress. Trace and repair any leakages at the first
opportunity.
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5045-0200-0002
Description

If out-of-specification results are found, repeat the tests more

frequently.

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 5045-0200-0002 MAN B&W
Cooling Water Treatment

2.3 Every Third Month

Take a water sample from the system during running, as described in Item 2.2,
‘Once a week’.

Send the sample for laboratory analysis, in particular to ascertain the content of:
• inhibitor
• sulphate
• iron
• total salinity.

2.4 Once a Year

Empty, flush and refill the cooling water system. Add the inhibitor.
See also Item 4.5, ‘Adding the Inhibitor’, further on.

2.5 Every Four-Five Years and after Long Time Out of Operation

Based on the regular checks, see Item 2.1, clean the cooling water system for oil-
sludge, rust and lime. Refill and add the inhibitor.
See Items 3 and 4 further on.

2.6 Water Losses and Overhauling

Replace evaporated cooling water with non-inhibited water.

Replace water from leakages with inhibited water.

After overhauling, e.g. of individual cylinders, add a new portion of inhibitor imme-
diately after completing the job.

Check the inhibitor concentration any time a substantial amount of cooling water is
changed or added.

3 Cleaning and Inhibiting

3.1 General

Carry out cleaning before inhibiting the cooling water system for the first time. This
ensures uniform inhibitor protection of the surfaces and improves the heat transfer.
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5045-0200-0002
Description

During service, carry out cleaning and inhibiting every 4-5 years and after long time
out of operation, see also Item 2.5. Cleaning comprises degreasing to remove oil
sludge and descaling to remove rust and lime deposits.

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 MAN B&W 5045-0200-0002

3.2 Cleaning Agents

Cooling Water Treatment

Special ready-mixed cleaning agents can be obtained from companies specialising
in cooling water treatment, and from the supplier of inhibitors. See item 5.1.

These companies offer treatment, assistance and cooling water analysis. We point
out that the directions given by the supplier should always be closely followed.

The cleaning agents must not be able to damage packings, seals, etc. It must also
be ensured that the cleaning agents are compatible with all parts of the cooling
system to avoid any damage.

The cleaning agents should not be directly admixed, but should be dissolved in
water and then added to the cooling water system.

For degreasing, agents emulsified in water, as well as slightly alkaline agents, can
be used.

Ready-mixed agents which involve the risk of fire obviously

must not be used

For descaling, agents based on amino-sulphonic acid, citric acid and tartaric acid
are especially recommended.

Use only inhibited acidic cleaning agents

These acids are usually obtainable as solid substances, which are easily soluble in
water, and do not emit poisonous vapours.

3.3 Inhibitors

See Item 1.2, ‘Corrosion Inhibitors’, earlier in this Chapter.

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5045-0200-0002
Description

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 5045-0200-0002 MAN B&W

4 Cleaning and Inhibiting Procedure

Cooling Water Treatment

4.1 General

The engine must be at a standstill during the cleaning

procedure to avoid overheating during draining.

Normally, cleaning can be carried out without any dismantling of the engine.

Since cleaning can cause leaks to become apparent (in poorly assembled joints or
partly defective gaskets), inspection should be carried out during the cleaning
process.

4.2 Degreasing

Be careful. Use protective spectacles and gloves.

4.2.1 Prepare for degreasing

Does the cooling water contain inhibitor?

YES Drain the system.
Fill up with clean tap water.
Follow the procedure below.
NO Follow the procedure below.

Heat the water to 60°C and circulate it continuously.

Drain to lowest water level in the expansion tank sight glass.

4.2.2 Add the degreasing agent

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5045-0200-0002

Add the degreasing agent, preferably at the suction side of the running jacket
water pump.
Description

Use the amount of agent specified by the supplier.

Drain again to the lowest level in the expansion tank if the cooling water system is
filled-up, before all agent is applied.

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 MAN B&W 5045-0200-0002

4.2.3 Circulate the solution

Cooling Water Treatment

Circulate the agent for the period specified by the supplier.
Check and repair any leaks.

4.2.4 Drain and flush the system

Drain the system completely.

This will also flush out any oil or grease settled in the expansion tank.

Fill up with clean tap water.

Circulate the water for two hours.
Drain the system completely.
Proceed to the descaling procedure, see Item 4.3, ‘Descaling’.

4.3 Descaling

On completing the degreasing procedure, see Item 4.2, ‘Degreasing’, apply this
descaling procedure.

Be careful. Use protective spectacles and gloves.

To avoid polluting the discharge water with acid, it is recommended, if
possible, to collect all the drained water that contains acid in a tank
where it can be neutralised, for example by means of soda, before
being disposed.

4.3.1 Prepare for descaling

Fill up with clean tap water.

Heat the water to a maximum of 70°C, and circulate it continuously.

Some ready-mixed cleaning agents are specified to be used at

a lower temperature. This maximum temperature must be
adhered to.
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5045-0200-0002

4.3.2 Add the acid solution

Description

Dissolve the necessary dosage of acid compound in a clean iron drum, half filled
with hot water. Stir vigorously, e.g. using a steam hose.
For engines that were treated before the sea trials, the lowest dosage recommen-
ded by the supplier will normally be sufficient.

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 5045-0200-0002 MAN B&W

For untreated engines, a higher dosage - depending on the condition of the cool-
Cooling Water Treatment

ing system - will normally be necessary.

The solubility of acids in water is often limited. This can necessitate descaling in
two stages, with a new solution and clean water. Normally, the supplier specifies
the maximum solubility.

Fill the drum completely with hot water while continuing to stir. Slowly add the acid
compound at the suction side of the jacket water cooling pump.

Drain some water from the system, if necessary.

4.3.3 Circulate the acid solution

Keep the temperature of the water at the prescribed preheating temperature, and
circulate it constantly.
The duration of the treatment will depend on the degree of fouling.

Normally, for engines that were treated before the sea trials, the shortest time rec-
ommended by the supplier will be sufficient.

For untreated engines, a longer time must be reckoned with.

Check every hour, for example with pH-paper, that the acid has not been neutral-
ised.

A number of descaling preparations contain colour indicators which show the state
of the solution.

If the acid content is exhausted, a new admixture dosage can be added, in which
case the weakest recommended concentration should be used.

4.3.4 Neutralise any acid residues

After completing the descaling, drain the system and flush with water.
The flushing is necessary to remove any debris that may have formed during the
cleaning.

Continue the flushing until the water is neutral (pH approx. 7).
Acid residues can be neutralised with clean tap water containing 10 kg soda per
ton of water. As an alternative to soda, sodium carbonate or sodium phosphate
can be used in the same concentration.

Circulate the mixture for 30 minutes.

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5045-0200-0002
Description

Drain and flush the system.

Continue to flush until the water is neutral (pH approx. 7).

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 MAN B&W 5045-0200-0002

Check the acid content of the system oil directly after the

Cooling Water Treatment

descaling, and again 24 hours later. See description 3045-0130

4.4 Filling up with Water

To prevent the formation of rust on the cleaned surfaces, fill up with water immedi-
ately after the cleaning.

Fill up, with deionizer or distilled water, to the lowest level in the expansion tank.
See also Item 1.3, ‘Cooling Water Quality’.

4.5 Adding the Inhibitor

On account of the lack of hardness, the deionized or distilled water is relatively

corrosive.

Add the corrosion inhibitor immediately after filling up.

Weigh out the quantity of inhibitors specified by the supplier. See item 5.1.

We recommend to use the maximum amount specified by the makers.

Dissolve the inhibitor in hot deionized or distilled water, using a clean iron drum.

Add the solution at the suction side of the running jacket water cooling pump or at
another place where flow is ensured.

A liquid inhibitor may be entered directly into the system by equipment supplied by
the maker. Follow the maker’s instructions.

Fill up to normal water level, using deionized or distilled water.

Circulate the cooling water for not less than 24 hours. This ensures the forming of
a stable protection of the cooling surfaces.

Check the cooling water with a test kit (available from the inhibitor supplier) to
ensure that an adequate inhibitor concentration has been obtained.
See also Item 2.2, ‘Once a Week’, ‘Check: Inhibition concentration’.
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5045-0200-0002

5 Central Cooling System, Cleaning and Inhibiting

Description

It is important for the proper functioning of this system to remove existing deposits
of lime, rust and/or oil sludge in order to minimise the risk of blocking the coolers,
and to ensure a good heat transfer. Subsequent inhibiting shall, of course, be car-
ried out.

9 (10)
 5045-0200-0002 MAN B&W

For central cooling water systems, which are arranged with separate high and low
Cooling Water Treatment

temperature freshwater circuits, the careful, regular checks which are necessary
for the jacket cooling water (= high temperature freshwater circuit) are not neces-
sary for the low temperature freshwater circuit.

5.1 Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment

Company Name of Inhibitor Delivery Maker’s min. Recommended

Form Dosage (*)
Castrol Ltd. Swindon Castrol Solvex WT4 Powder 3 kg / 1.000 l
Wiltshire, England Castrol Solvex WT2 Liquid 20 l / 1.000 l
Drew Ameriod Marine DEWT NC Powder 3,2 kg / 1.000 l
Boonton, N.J./USA Liquidewt Maxiguard Liquid 8 l / 1.000 l
Liquid 16 l / 1.000 l
Nalfloc Ltd. Northwich, NALFLEET 9-121 Powder 2,5 kg / 1.000 l
Cheshire, England NALFLEET 9-108 Powder 2,2 kg / 1.000 l
Liquid 5 l / 1.000 l
Rohm & Haas (ex Duo- RD11 DIAPROSIM Powder 3 kg / 1.000 l
lite) Paris, France RD25 DIA PROSIM Liquid 50 l / 1.000 l

Vecom Maassluis, Hol- CWT Diesel QC2 Liquid 12 l / 1.000 l

land
Wilhelsen Ships Service Unitor Dieselguard NB Powder 2 kg / 1.000 l
AS Lysaker, Norway Unitor Rocor NB Liquid Liquid 9 l / 1.000 l

Generally we recommend 2000-2500 ppm Nitrite.

(*) Initial dosage may be larger.

5.2 Non Nitrite-borate Corrosion Inhibitors for Fresh Cooling Water Treatment

Company Name of Inhibitor Delivery Maker’s min. Recommended

Form Dosage (*)
Chevron, Houston USA Havoline XLI Liquid 50 l / 1.000 l
Havoline XLC Liquid 350 l / 1.000 l
Wilhelmsen Ships Serv- Unitor Cooltreat AL Liquid 50 l / 1.000 l
ice AS Lysaker, Norway

(*) Initial dosage may be larger.

These lists are for guidance only and must not be considered complete. We
undertake no responsibility for difficulties that might be caused by these or other
water inhibitors/chemicals.
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5045-0200-0002

Suitable cleaners can normally also be supplied by these firms.

Description

10 (10)
 2012-12-10 - en

MAN B&W

Drawing Seawater Cooling System (Main and Auxiliary Engines)

5055-0100-0003
5055-0100-0003

1 (1)
 2012-12-10 - en

MAN B&W

Drawing Jacket Cooling Water System

5055-0105-0003
5055-0105-0003

1 (1)
 2012-12-10 - en

MAN B&W

Drawing Central Cooling System

5055-0110-0003
5055-0110-0003

1 (1)
 MAN B&W 5055-0115-0002

Preheating of Jacket Cooling Water

Preheating of Jacket Cooling Water

If the cooling water is heated by means of a preheater installed in the freshwater

system, the curves above can be used.

The curves are drawn on the basis that, at the start of preheating, the engine and
engine-room temperatures are equal.

Example:
A freshwater preheater, with a heating capacity equal to 1% of nominal MCR
2012-12-10 - en

engine shaft, output, is able to heat the engine 35°C (from 15°C to 50°C) in the
5055-0115-0002

course of 12 hours.
Drawing

Cooling water preheating during standstill is described in description 6645-0170.

1 (1)
 2013-12-13 - en

MAN B&W

Schematic outline of the LDCL Cooling water system - Figure 1

Drawing Load Dependent Cylinder Liner - Cooling Water System

5055-0120-0001
5055-0120-0001

1 (2)
 Drawing Load Dependent Cylinder Liner - Cooling Water System

2 (2)
5055-0120-0001 5055-0120-0001

LDCL Principle - Temperature VS Engine Load - Figure 2

MAN B&W

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MAN B&W

Preface Chapter Exhaust Gas and Scavenge Air System ... ................... 5440-0100-0001

Exhaust Gas and Scavenge Air System

Drawing Scavenge Air Drain Pipes ... ........................................ 5455-0100-0001
Scavenge Air Spaces, Fire Extinguishing Systems ... ... 5455-0105-0001
Dry Cleaning of Turbocharger - Turbine side ... ........... 5455-0110-0003
Wet Cleaning of Turbocharger - Turbine side ... .......... 5455-0115-0002
Air Cooler Cleaning System - Option ... ....................... 5455-0120-0001

Table of contents

1 (1)
 MAN B&W 5440-0100-0001

Air System

Exhaust Gas and Scavenge Air System

The engine is supplied with scavenge air from one or more turbochargers,
depending on the engine type and layout.

The engine exhaust gas drives the turbine wheel of the turbocharger and, through
a common shaft, the turbine wheel drives the compressor wheel.

The compressor draws air from the engine room, through the air filters. From the
compressor outlet, the air passes through the charging air pipe to the charging air
cooler where the air is cooled down.

The charging air pipe, with compensator, is insulated.

The air cooler incorporates a water mist catcher, which is designed to separate
condensate from the air.

When the air has passed the water mist catcher, it is pressed into the scavenge air
receiver through non-return valves. The non-return valves open by pressure from
the turbocharger.

From the scavenge air receiver, the air flows to the cylinder through the scavenge
air ports when the piston is in the bottom position. When the exhaust valves open,
the exhaust gas is pressed into a common exhaust gas receiver, from where the
gas drives the turbine of the turbocharger with an even and steady pressure

Charging Air Cooler

The charging air cooler insert is of the block type. It is mounted in a housing which
is welded up of steel plates.

The cooler housing is provided with inspection covers.

The cooler is designed with an air reversing chamber which incorporates a water
mist catcher. The water mist catcher is built up of a number of lamellas which sep-
arate the condensation water from the scavenge air during the pas sage of the air-
flow.

The separated water is collected in the bottom of the cooler housing from which it
is moved by a drain system.

Check the drain

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5440-0100-0001

It is important to check that the drain functions correctly, as otherwise

water droplets may enter the cylinders.
See Description 6345-0320.
Preface

1 (4)
 5440-0100-0001 MAN B&W

An alarm device for high water level in the drain system is installed.
Exhaust Gas and Scavenge Air System

Non-Return Valves

It is of the utmost importance that the non-return valves of the auxiliary blowers
always function correctly and move easily. This can be checked either by moving
the valves manually in connection with the regular scavenge port inspections, or
via locally placed inspection covers.

The non-return valves protect the blowers and engine during:

• Start-up of the auxiliary blowers.

• Running with auxiliary blowers.

Starting the auxiliary blowers:

1. Owing to the relatively high starting current, the blowers start in sequence,
with 6-10 seconds in between.
The non-return valve of the blower that has not yet started must be in the
closed position to prevent the blower from rotating backwards. Otherwise,
there is a risk that the electric motor will burn out when it starts.
2. If an auxiliary blower fails to start, the non-return valve must be in the
closed position. Otherwise, the operating blower will not be able to draw
fresh air in through the turbocharger and air cooler. This is due to differen-
ces in the air flow resistance.

Running with auxiliary blowers:

If an auxiliary blower fails during running, the non-return valve must close to ensure
the continued supply of fresh air to the engine.
See “Starting the auxiliary blowers”, Item 2, above.

Auxiliary Blowers

The engine is provided with two or more auxiliary blowers. The suction sides are
connected to the space after the water mist catcher. The discharge sides are con-
nected to the scavenge air receiver. Separate non-return valves are in stalled at
the suction side or discharge side of the auxiliary blowers, in order to prevent
reversed air flow.
See also item, “Non-return valves”, above.
El. panels for
See special instructions supplied by the engine builder.
auxiliary blower
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5440-0100-0001
Preface

2 (4)
 MAN B&W 5440-0100-0001

Running with

Exhaust Gas and Scavenge Air System

During the starting of the engine, and when the engine is running at low load, the
auxiliary blowers
turbocharger is not able to supply enough air for the engine process. In these
cases a pressure switch will automatically start the auxiliary blowers.

When the auxiliary blowers are operating, they draw air from the engine room
through the turbocharger’s air filter and compressor side.

If the auxiliary blowers do not start during low-load running (because

of faults, or because the switch for the blowers is not in “AUTO”
position), unburned fuel oil may accumulate on top of the pistons. This
will involve the risk of a scavenge air box fire. In order to avoid such a
fire:
– obtain permission to stop the engine
– stop the engine
– remove any unburned fuel oil from the top of the pistons
– re-establish the supply of scavenge air
– start the engine

Note: the switch for the auxiliary blowers should be in “AUTO” position
during all modes of engine control, i.e.:

– remote control
– control from engine side control console.

The non-return valves fitted after the water mist catcher are now closed as a result
of partial vacuum and gravitation acting on the valve flaps.

There will be a lack of air supply if the non-return valves do not close.

Scavenge Air Receiver

The scavenge air receiver is a container having a large volume. The receiver is bol-
ted on to the cylinder frame, or alternatively integrated into the cylinder frame, if
welded. See Chapter 10.

Scavenge air is collected in the receiver after the air has passed through the
cooler, the water mist catcher and the non-return valves.

The receiver and the cylinder frame communicate through large openings.

The scavenge air receiver is provided with manhole covers and a safety valve.
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5440-0100-0001

Safety Valve,
The scavenge air receiver is fitted with a safety valve which is set to open should
Scavenge Air
the pressure in the scavenge air receiver exceed a value somewhat higher than the
Receiver
Preface

normal scavenge air pressure of the engine.

3 (4)
 5440-0100-0001 MAN B&W

In some cases it may be necessary to open the valve manually,

Exhaust Gas and Scavenge Air System

see Description 6645-0310.

Exhaust Gas Receiver

From the exhaust valves, the exhaust gas is led to the exhaust gas receiver where
the pulsatory pressure from the individual exhaust valves is equalized and led to
the turbocharger at a constant pressure.

The exhaust gas receiver is fastened to the seating by flexible supports. Compen-
sators are inserted between the receiver and the exhaust valves, and between the
receiver and the turbocharger.

Inside the exhaust gas receiver, a protective grating is mounted before the turbo-
charger.

The exhaust gas receiver and the exhaust pipe are insulated.

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5440-0100-0001
Preface

4 (4)
 2012-12-14 - en

MAN B&W

Drawing Scavenge Air Drain Pipes

5455-0100-0001
5455-0100-0001

1 (1)
 2013-06-24 - en

MAN B&W

Drawing Scavenge Air Spaces, Fire Extinguishing Systems

5455-0105-0001
5455-0105-0001

1 (1)
 MAN B&W 5455-0110-0003

Turbine side

Dry Cleaning of Turbocharger

Dry cleaning is carried out under high engine load (50% - 100%).
It is recommended to perform the cleaning with granules every one to two days.

1. Compressed air pipe

2. Screw plug
3. Granulate container
4. Pipe
5. Connection flange
6. Adapter
7. Gas-admission casing
8. Gas outlet casing
9. Turbine wheel
10. Nozzle ring
A Stop cock (compressed air)
B Stop cock (exhaust gas)

Dry wash operation:

1. Open valve A and B, in order to vent the granulate container for possible
deposits or condensate.
2. Close valve A and B. Fill the container with the specified amount of granules
and shut the container tight.
3. Slowly open valve A. Then open valve B to blow the granulate into the turbine.
4. After 1 to 2 minutes, close valves B and A.

T/C type Amount [liter] T/C type Amount [liter] T/C type Amount [liter]
TCR 14 0,1 TPL 61 0,5 MET 66 2,6
TCR 16 0,2 TPL 65 0,6 MET 71 3,0
TCR 18 0,2 TPL 69 0,9 MET 83 3,5
TCR 20 0,3 TPL 73 1,2 MET 90 3,5
TCR 22 0,5 TPL 77 1,5 ------- ---
------- --- TPL 80 2,0 A165-L 1,0
TCA 33 0,5 TPL 85 3,0 A170-L 1,5
TCA 44 0,5 TPL 91 3,5 A175-L 2,0
TCA 55 1,0 ------- --- A180-L 2,5
TCA 66 1,5 MET 33 0,4 A185-L 3,0
TCA 77 2,0 MET 42 0,7 A190-L 3,5
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5455-0110-0003

TCA 88 2,5 MET 53 1,6

TCA 99 3,0 MET 60 2,1

Drawing

1 (1)
 MAN B&W 5455-0115-0002

Turbine side

Wet Cleaning of Turbocharger

Wet cleaning of the turbine is carried out during operation at reduced engine load
in order to avoid overstressing of the turbine blades (thermal shock)

A general recommendation is to perform cleaning every 250 operating hours.

Type TCR 22 TCR 33 TCR 44 TCA 55 TCA 66 TCA 77 TCA 88 TCA 99

Exh. gas tem- ≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤
perature before 320 320 320 320 320 320 320 320
Turbine [°C]
Turbocharger ≤ ≤ ≤ ≤ ≤ ≤ ≤ ≤
Speed [rpm] 12 000 15 500 13 000 11 000 9 500 8 000 7 000 5 500

1. Washing water
2. Pressure gauge
3. Nozzles
4. Gas-admission casing
5. Nozzle ring
6. Turbine wheel
7. Washing water drain
8. Drain funnel
A Water stop cock
B Drainage cock

▪ Use fresh water without any chemical additives whatsoever.

▪ The washing duration is 10 to 20 minutes (until clean water comes out of the
dirt-water outlet openings).

The wash water flows through the stop cock with a water pressure of 2-3 bar into
the gas-admission casing. The washing nozzles spray the water in front of the tur-
bine. The droplets of the washing water bounce against the nozzle ring and the
turbine where they wear off contamination.

The washing water collects in the gas-outlet casing and runs through the washing
water outlet and the drainage cock. The washing water is conducted via a funnel
to a sediment tank and collected there.

The funnel enables the visual inspection of the washing water. The cleaning proce-
dure is completed once the washing water remains clean.
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5455-0115-0002
Drawing

1 (1)
 2013-06-24 - en

MAN B&W

Drawing Air Cooler Cleaning System (Option)

5455-0120-0001
5455-0120-0001

1 (1)
MAN B&W

Preface Chapter Performance ... ........................................................... 6340-0100-0002

Performance
Description Testbed Adjustments ... .............................................. 6345-0100-0001
IMO NOx Components ... ............................................ 6345-0200-0003
Observations during Operation .... ................................ 6345-0300-0002
Evaluation of Records ... ............................................. 6345-0310-0003
Cleaning Turbochargers and Air Coolers ... ................. 6345-0320-0003
Measuring Instruments .... ............................................ 6345-0330-0002
Pressure Measurements and Engine Power Calcula- 6345-0340-0002
tions .... ........................................................................
Correction of Perforemance Parameters ... ................. 6345-0350-0002
Turbocharger Efficiency .... ........................................... 6345-0360-0002
Estimation of the Effective Engine Power without Indi- 6345-0370-0002
cator Diagrams ... .......................................................

Drawing Load Diagram for Propulsion alone ... ......................... 6355-0100-0002

Load Diagram for Propulsion and Main Engine Driven 6355-0105-0001
Generator ... ................................................................
Performance Observations .... ...................................... 6355-0110-0001
Readings relating to Thermodynamic Conditions .... ..... 6355-0115-0001
Synopsis Diagrams for Engine .... ................................. 6355-0120-0002
Synopsis Diagrams for Engine - Pmax ... ..................... 6355-0125-0002
Synopsis Diagrams for Engine - Pe ... ......................... 6355-0130-0002
Synopsis Diagrams for Turbocharger ... ...................... 6355-0135-0002
Synopsis Diagrams for Turbocharger Compressor and 6355-0140-0002
Turbine - Psav .... .........................................................
Synopsis Diagrams for Air Cooler ... ............................ 6355-0145-0002
Specific Fuel Oil Consumption .... ................................. 6355-0150-0002
Normal Indicator Diagram ... ........................................ 6355-0155-0001
Correction to ISO Reference Ambient Conditions - 6355-0180-0003
Maximum Combustion Pressure ... .............................
Correction to ISO Reference Ambient - Compession 6355-0205-0001
Pressure ... .................................................................
Calculation of Turbocharger Efficiency .... ..................... 6355-0210-0001
Power Estimation ... .................................................... 6355-0215-0002
Turbocharger Compressor Wheel Diameter and Slip 6355-0220-0002
Factor ... .....................................................................
Table of contents

1 (1)
 MAN B&W 6340-0100-0002

Performance

Performance
This chapter of the instruction book is intended to provide the user with compre-
hensive information regarding the performance of the engine. Information includes
recording, calculation and evaluation of the performance.
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6340-0100-0002
Preface

1 (1)
 2013-03-13 - en

MAN B&W

Description Testbed Adjustments

6345-0100-0001
6345-0100-0001

1 (1)
 MAN B&W 6345-0200-0003

1 The Unified Technical File TF

Technical File, On-board Survey & NOx Components

MAN Diesel & Turbo introduced in connection with the IMO Legislation a "unified"
Technical File (TF) for all MAN B&W Low Speed Propulsion engines, as a template
for all MAN Diesel & Turbo licencees. This attemp in order for MAN B&W custom-
ers to experience the same type of TF document on board.

The TF is a Flage State approved document that describe the certified engine and
explain how the engine needs to be surveyed onboard to stay in compliance with
the IMO regulation.

A small boklet was issued to explain on the unified TF for Tier I engines "A guide-
line to the Unified Technial File".

2 Engine group definition

The TF describe engine particulars and engine group information:

▪ Performance references & tolerances
▪ NOx components
▪ Summary of engine performance & setting values
▪ Including emission data from testing of the "parent" engine
(See Chapter 1 to 4 of the Technical File)

3 MAN Diesel & Turbo survey procedure

On board, the ‘on-board’ survey method defined in the engine TF, shall be used
for future surveys. (Provided that the required IMO certificates have been issued
based on the engine ‘pre-certification’ and ‘initial’ surveys.)

The standard two-stroke MAN Diesel & Turbo on-board survey method (see flow
chart item 3.4) is defined as a combination of performance parameter checks, and
component and setting verification. The extend of the component and setting veri-
fication depends on different conditions, but, in general, can be reduced to the fuel
nozzle, if the performance data are within the specified tolerances given in TF
Table 2.1 and no component changes have been made to the engine.

The necessary performance parameters and corrections are specified in Appendix

A of the TF. And a description with step-by-step procedures of the actual survey is
presented in TF Appendix A.

On board, the ‘on-board survey’ method checks with a minimum of component

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6345-0200-0003

and adjustment verifications in order not to stop and dismantle the engine. The
more extended component and setting adjustment verification can be used, when
Description

the engine is apart. Since a performance check can not be performed in dock, the
‘missing’ setting values are based on recorded data obtained within (a recommen-
ded) one-month period from a called (or anticipated) survey. However, it is strongly
recommended to perform a performance check to verify the setting values soonest
possible after the docking to ensure continuing compliance.

1 (7)
 6345-0200-0003 MAN B&W

The parameter check method defined through the survey code accounts the influ-
Technical File, On-board Survey & NOx Components

ence of certain parameters, only. Through the cylinder pressure: adjustments of

injection timing, compression shims and exhaust-valve timing, through the scav-
enging-air temperature: a deteriorated scavenging-air cooler performance, and
through the back pressure: eventually blocking up of the exhaust heat exchanger.

3.1 On-board survey code

The on-board survey (parameter check) can be performed using the manufacturer
supplied survey code. If a computer is not available, a manual evaluation can be
performed following Appendix A 2.3 & 2.4. The procedure is based on a ‘standard
MAN Diesel & Turbo performance check’ .

Two versions of the code exist. The ‘on-board’ version is used as the standard
survey method on board. And, the ‘test-bed’ version, a more detailed version, is
used to show compliance on test bed for member engines. The on-board version
differs slightly for a sea-water and a central cooling-water system.

To perform the survey, the following steps are to be taken (see flow chart item 3.4)
independent of the survey-code version:

1. Inspect NOx components in TF and record book

2. Check fuel valve nozzle compliance and ECS check sums
3. Check remaining NOx components for compliance (as considered necessary)
4. Registration of referance performance parameters
5. Measure ambient performance parameters
6. Calculate ISO corrected maximum combustion and compression pressure
7. Calculate maximum allowed scavenge-air temperature

The Tables in Appendix A show input and output from the survey code based on
the parent engine test-bed data, as an example.

3.2 Manual procedure

All the steps in the flow chart (item 3.4) are followed.

To evaluate manually the NOx compliance, calculate the ISO ambient corrected
performance data in A2.3 and the cooling water corrected scavenging-air temper-
atur in A2.4.

(All these asumptions have been build into the MAN Diesel & Turbo survey code
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6345-0200-0003

for automatic evaluation).

Description

2 (7)
 MAN B&W 6345-0200-0003

3.3 Comments on component checks

Technical File, On-board Survey & NOx Components

The actual NOX components are specified in TF Chapter 2.2 and TF Chapter 5.3 +
5.4 specifies the necessary verification procedures. The extend of the component
verification is discussed above.

To verify the setting values, a performance check has to be performed using the
on-board survey code. When the specified performance data (see TF Table 2.1)
corrected to ISO ambient conditions are within the given tolerances, the setting
adjustments are within compliance.

For spare part changes (only components as listed in TF Table 2.2 are allowed) a
review of the record book would normally be sufficient. Although a standard per-
formance check will reveal changes to many NOX components, a new combustion
chamber or a new fuel nozzle may not be discovered. (The fuel nozzle is the most
important component to affect the NOX emission from an engine.) Therefore, a
review of the record book is necessary as a starting point for the survey, and a fuel
nozzle should be inspected.
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6345-0200-0003
Description

3 (7)
 Description Technical File, On-board Survey & NOx Components

4 (7)
6345-0200-0003 6345-0200-0003

3.4 Flow Chart for Survey Methods

MAN B&W

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 MAN B&W 6345-0200-0003

4 Check of IMO-ID, Markings on Components

Technical File, On-board Survey & NOx Components

The components described in the following have been marked with unambiguous
identification numbers to enable the relevant drawing and certificate to be traced.
The schematic drawings show where to find the markings on the individual com-
ponent types.

The circled part of the number is the only part of the entire number that is
to be defined as the “IMO number”. The component marking may include a revi-
sion reference nnnnnnn-n.n, however, that reference is not part of the defining
marking and should be ignored.

See also Production Specification No. 0742980-3 regarding marks and stamps on
components for MAN Diesel & Turbo two-stroke diesel engines.

4.1 Cylinder Cover

Certified markings:
Part No.

Marking
instruction:
No. 0742634-2

4.2 Fuel Valve Nozzle

Certified markings:
Part No.

Marking
instruction:
No. 0742639-1
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6345-0200-0003
Description

5 (7)
 6345-0200-0003 MAN B&W

4.3 Cylinder Liner

Technical File, On-board Survey & NOx Components

Certified
markings:
Part No.

Marking
instruction:
No. 0742637-8

4.4 Pressure booster Top Cover

Certified markings:
Part No.

Marking
instruction:
No. 0742962-4

4.5 Hydraulic Piston Housing

Certified markings:
Part No.

Marking
instruction:
No. 0742960-0.1

4.6 Multi-Way-Valve
Certified markings:
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6345-0200-0003

Part No.
Description

Marking
instruction:
No. 0743505-4

6 (7)
 MAN B&W 6345-0200-0003

4.7 Piston Crown

Technical File, On-board Survey & NOx Components

Certified markings:
Part No.

Marking
instruction:
No. 0742392-0

5 Perfomance adjustment (setting values)

5.1 Shims

Checking the shim thickness, t (compression volume)

Turn the crankthrow towards the exhaust side, to provide access for measuring
the thickness of the shim which is inserted between piston rod and crosshead pin.
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6345-0200-0003
Description

7 (7)
 MAN B&W 6345-0300-0002

1 Symbols and Units

Observations during Operation

The following designations are used:

Parameter Symbol Unit

Effective engine power Pe kW

Engine speed speed r/min
Indicated engine power Pi ikW
Fuel pump index Index %
Specific fuel oil consumption SFOC g/kWh
Fuel oil lower calorific value LCV kJ/kg
Turbocharger speed T/C speed r/min

Barometric pressure pbaro mbar

Pressure drop across T/C air filters Δpf mbar
Pressure drop across air cooler Δpc mbar
Scavenge air pressure pscav bar
Mean indicated pressure pi bar
Mean effective pressure pe bar
Compression pressure pcomp bar
Maximum combustion pressure pmax bar
Exhaust receiver pressure pexhrec bar
Pressure after turbine patc mbar

Air temperature before T/C filters tini °C

Air temperature before cooler tbcoo °C
Cooling water inlet temp., air cooler tcoolinl °C
Cooling water outlet temp., air cooler tcoolout °C
Scavenge air temperature tscav °C
Temperature after exhaust valve texhv °C
Temperature before turbine tbtc °C
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6345-0300-0002

Temperature after turbine tatc °C

Description

1 (6)
 6345-0300-0002 MAN B&W

1.1 Conversion factors

Observations during Operation

1 hp = 0.736 [J/s]
1 bar = 105 Pa = 1000 hPa or 0.1 MPa / [N/m2]

1 mbar = 0.001 bar or 1.0 [hPa]

1 kg/cm 2
= 0.981 bar or 980.7 [hPa]
1 kp/cm2 = 0.981 bar or 980.7 [hPa]
1 psi = 0.070 bar or 68.9 [hPa]
1mmHg = 0.001 bar or 1.3 [hPa]
1mWC = 0.098 bar or 98.1 [hPa]

π = 3.14159

Pressure stated in bar (or Pa) is the measured value, i.e. read from an
ordinary pressure gauge.

Note: the official designation of bar (or Pa) is Absolute Pressure

2 Operating Range

2.1 Load Diagram

The specific ranges for continuous operation are given in the ‘Load Diagrams’:
▪ For propulsion alone
See drawing 6355-0100.
▪ For propulsion and main engine driven generator
See drawing 6355-0105.

Specific engine calculations (load diagrams) can be ordered by contacting MAN

Diesel & Turbo.
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6345-0300-0002
Description

2 (6)
 MAN B&W 6345-0300-0002

2.2 Definitions

Observations during Operation

The load diagram, in logarithmic scales (see drawing 6355-0100 and/or drawing
6355-0105) defines the power and speed limits for continuous as well as overload
operation of an installed engine having a specified MCR (Maximum Continous Rat-
ing) point ‘M’ according to the ship’s specification.

The service points of the installed engine incorporate the engine power required for
ship propulsion, see drawing 6355-0100, and for main engine driven shaft genera-
tor, if installed, see drawing 6355-0105.

2.3 Limits for Continuous Operation

The continuous service range is limited by four lines:

Line 3: Represents the maximum speed which can be accepted for continuous
operation.
Running at low load above 100% of the nominal speed of the engine is,
however, to be avoided for extended periods.
Line 4: Represents the limit at which an ample air supply is available for com-
bustion and gives a limitation on the maximum combination of torque
and speed.
Line 5: Represents the maximum mean effective pressure (mep) level, which can
be accepted for continuous operation.
Line 7: Represents the maximum power line for continuous operation.

2.4 Limits for Overload Operation

Many parameters influence the performance of the engine. Among these is: over-
loading. The overload service range is limited as follows:

Line 8: Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dotted line 8 is available as overload
for limited periods only (1 hour per 12 hours).

2.5 Recommendations

Continuous operation without limitations is allowed only within the area limited by
lines 4, 5, 7 and 3 of the load diagram.
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6345-0300-0002
Description

The area between lines 4 and 1 is available for running conditions in shallow water,
heavy weather and during acceleration, i.e. for non-steady operation without actual
time limitation.

3 (6)
 6345-0300-0002 MAN B&W

After some time in operation, the ship’s hull and propeller will be fouled, resulting in
Observations during Operation

heavier running of the propeller, i.e. loading the engine more. The propeller curve
will move to the left from line 6 to line 2 and extra power is required for propulsion.
The extent of heavy running of the propeller will indicate the need for cleaning the
hull and possibly polishing the propeller.

Point A is a 100% speed and power reference point of the load

diagram. Point M is normally equal to point A but may in special cases,
for example sometimes when a shaft generator is installed, be placed
to the right of point A on line 7.

2.6 Propeller Performance

Experience indicates that ships are – to a greater or lesser degree – sensitive to

bad weather (especially with heavy waves, and with head winds and seas), sailing
in shallow water with high speeds and during acceleration. It is advisable to notice
the power/speed combination in the load diagram and to take precautions when
approaching the limiting lines.

3 Performance Observations

3.1 General

During engine operation, several basic parameters need to be checked and evalu-
ated at regular intervals.

The purpose is to follow alterations in:

▪ the combustion conditions,

▪ the general cylinder condition,
▪ the general engine condition

in order to discover any operational disturbances.

This enables the necessary precautions to be taken at an early stage, to prevent

the further development of trouble.

This procedure will ensure optimum mechanical condition of the engine compo-
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6345-0300-0002

nents, and optimum overall plant economy.

Description

4 (6)
 MAN B&W 6345-0300-0002

3.2 Key Parameters

Observations during Operation

The key parameters in performance observations are:

▪ Barometric pressure
▪ Engine speed
▪ Ship’s draught
▪ Mean indicated pressure
▪ Compression pressure
▪ Maximum combustion pressure
▪ Fuel pump index
▪ Exhaust gas pressures
▪ Exhaust gas temperatures
▪ Scavenge air pressure
▪ Scavenge air temperature
▪ Turbocharger speed
▪ Exhaust gas back pressure in exhaust pipe after turbocharger
▪ Air temperature before T/C fi lters
▪ Δp air filter (if pressure gauge installed)
▪ Δp air cooler
▪ Air and cooling water temperatures before and after scavenge air cooler.

3.3 Measuring Instruments

The measuring instruments for performance observations comprise:

▪ Thermometers,
▪ Pressure gauges,
▪ Tachometers,
▪ PMI – On/Off-line Cylinder pressure measurring equipment
▪ Eventually the engine diagnosis system CoCos-EDS or similar

It is important to check the measuring instruments for correct functioning.

Regarding check of thermometers and pressure gauges:

See description 6345-0330.
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6345-0300-0002
Description

5 (6)
 6345-0300-0002 MAN B&W

3.4 Intervals between Checks

Observations during Operation

Constantly: Temperature and pressure data should be constantly monitored,

in order to protect the engine against overheating and failure. In
general, automatic alarms and slow-down or shut-down equip-
ment are installed for safety.
Guiding values of permissible deviations from the normal service
data are given in description 7045-0100.

Daily: Fill-in the Performance Observation record.

See drawing 6355-0110.

Every two Take "Pressure Volume (P/V)" diagrams and fill in the complete
weeks: Performance Observations record.
See drawing 6355-0110.

3.5 Evaluation of Observations

Compare the observations to earlier observations and to the testbed / sea trial
results.

From the trends, determine when cleaning, adjustment and overhaul should be
carried out.

See description 7045-0100, regarding normal service values and alarm limits.

Not all parameters can be evaluated individually. This is because a change of one
parameter can influence another parameter. For this reason, these parameters
must be compared to the influencing parameters to ensure correct evaluations.
A simple method for evaluation of these parameters is presented in description
6345-0310.

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6345-0300-0002
Description

6 (6)
 MAN B&W 6345-0310-0003

1 General

Evaluation of Records
Record the performance observations as described in the previous description
6345-0300..

Use the synopsis diagrams to obtain the best and most simple method of plotting
and evaluating the parameters:

Engine: See drawings: 6355-0120, 6355-0125 & 6355-0130

Turbocharger: See drawings: 6355-0135 & 6355-0140
Air cooler: See drawing: 6355-0145

Drawings 6355-0120, 6355-0125 & 6355-0130 are sufficient to give a general

impression of the overall engine condition.

The drawings comprise:

Model curve: shows the parameter as a function of the parameter on which it is

most dependent (based on the testbed/commissioning test results).

Time based deviation curve: shows the deviation between the actual service
observations and the model curve, as a function of time. The limits for max. rec-
ommended deviation is also shown. The limits are based on the MAN Diesel &
Turbo CAPAsystem. (Computer Aided Performance Analysis).

From the deviation curves, it is possible to determine what engine components

should be overhauled.

From the slope of the curves, it can be determined approximately when the over-
haul should be carried out.

Blank sheets: Blank ‘Time based deviation’ sheets which can be copied. Use
these sheets for plotting the deviation values for the specific engine.

The following Items describe the evaluation of each parameter in detail.

2 Engine Synopsis

A 6G70ME-C has been used in these examples.

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6345-0310-0003
Description

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 6345-0310-0003 MAN B&W

2.1 Parameters related to the Mean Indicated Pressure (pi)

Evaluation of Records

Drawing 6355-0120 and drawing 6355-0125 (engine synopsis diagrams) show

model curves for engine parameters which are dependent upon the mean indica-
ted pressure (pi).

Drawing 6355-0120 also includes two charts for plotting the draught of
the ship, and the average mean indicated pressure as a function of the
engine running hours.

For calculation of the mean indicated pressure:

See description 6345-0340.

2.1.1 Mean Draught

The mean draught is depicted here because, for any particular engine speed, it will
have an influence on the engine load.

2.1.2 Mean indicated Pressure (pi)

The average calculated value of the mean indicated pressure is depicted in order
that an impression of the engine’s load can be obtained.

Load balance: the mean indicated pressure for each cylinder should not deviate
more than 0.5 bar from the average value for all cylinders.

The load balance must not be adjusted on the basis of the exhaust gas
temperatures after each exhaust valve.

It is recommended to apply PMI-system for easy access to P-V-diagrams (work

diagram), if the indicator drive is not installed.

2.1.3 Engine Speed (pi)

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6345-0310-0003

The model curve shows the relationship between the engine speed and the aver-
age mean indicated pressure (pi).
Description

The engine speed should be determined by counting the revolutions over a suffi-
ciently long period of time.

2 (15)
 MAN B&W 6345-0310-0003

Deviations from the model curve show whether the propeller is light or heavy, i.e.

Evaluation of Records
whether the torque on the propeller is small or large for a specified speed. If this is
compared with the draught (under the same weather conditions), see remarks in
description 6345-0300, then it is possible to judge whether the alterations are
owing to:

▪ changes in the draught,

▪ or an increase in the propulsion resistance, for instance due to fouling of the
hull, shallow water, etc.

Valuable information is hereby obtained for determining a suitable docking sched-

ule.

If the deviation from the model curve is large, (e.g. deviations from shop trial to sea
trial), it is recommended to plot the results on the load diagram, see description
6345-0300, and from that judge the necessity of making alterations on the engine,
or to the propeller.

2.1.4 Maximum Combustion Pressure (pmax - pi)

The model curve shows the relationship between the average pmax (corrected to
ISO reference ambient conditions) and the average pi.

For correction to reference conditions:

See description 6345-0350.

Deviations from the model curve are to be compared with deviations in the com-
pression pressure and the fuel index (see further on).

Constant pmax in the upper load range is achieved by a combination of fuel injection
timing and variation of the compression ratio (the latter by varying the timing of
closing the exhaust valve).

If an individual pmax value deviates more than 3 bar from the average value, the rea-
son should be found and the fault corrected.

The pressure rise pmax - pcomp must not exceed the specified limit, i.e. 40 bar.

2.1.5 Fuel Index (pi)

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6345-0310-0003
Description

The model curve shows the relationship between the average index and the aver-
age pi.

Deviations from the model curve give information on the condition of the fuel injec-
tion equipment.

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 6345-0310-0003 MAN B&W

Worn fuel pumps, and leaking suction valves, will show up as an increased fuel
Evaluation of Records

index in relation to the mean pressure. Note, however, that the fuel index is also
dependent on:
▪ The viscosity of the fuel oil, (i.e. the viscosity at the preheating temperature)
Low viscosity will cause larger leakages in the fuel pump, and thereby necessi-
tate higher indexes for injecting the same volume.
▪ The calorific value and the specific gravity of the fuel oil. These will determine
the energy content per unit volume, and can therefore also influence the index.
▪ All parameters that affect the fuel oil consumption (ambient conditions, pmax,
etc.)

Since there are many parameters that influence the index, and thereby also the
pmax, it can be necessary to adjust the pmax from time to time.

It is recommended to overhaul (including change of plunger/barrell), the fuel

pumps when the index has increased by about 10%.

In case the engine is operating with excessively worn fuel pumps, the starting per-
formance of the engine will be seriously affected.

2.2 Parameters related to the Effective Engine Power (Pe)

Drawing 6355-0130 shows model curves for engine parameters which are
dependent on the effective power (Pe).

Regarding the calculation of effective engine power:

See description 6345-0340.

It is recommended to apply PMI-system for easy access to P-V-diagrams (work

diagrams) and thereby the effective engine power.

2.2.1 Exhaust Temperature (texhv - Pe)

The model curve shows the average exhaust temperatures (after the valves), cor-
rected to reference conditions, and drawn up as a function of the effective engine
power (Pe).

For correction to ISO reference ambient conditions:

See description 6345-0350.
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6345-0310-0003
Description

Regarding maximum exhaust temperatures:

See description 6345-0350.

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 MAN B&W 6345-0310-0003

The exhaust temperature is an important parameter, because the majority of faults

Evaluation of Records
in the air supply, combustion and gas systems manifest themselves as increases
in the exhaust temperature level.

The most important parameters which influence the exhaust temperature are listed
in the table on the next page, together with a method for direct diagnosing, where
possible.
Increased Exhaust Temperature Level – Fault Diagnosing
Possible Causes Diagnosing

a. Fuel injection equipment: As these faults occur in individual cylin-

▪ Leaking or incorrectly working fuel ders, compare:
valves (defective spindle and seat) ▪ fuel indexes
▪ Worn fuel pumps. If a high wear ▪ PMI readings
rate occurs, the cause for this must See description 6345-0340.
be found and remedied. Check the fuel valves:
Note: Inadequate cleaning of the ▪ visually
fuel oil can cause defective fuel ▪ by pressure testing
valves and worn fuel pumps.
b. Cylinder condition: These faults occur in individual cylin-
▪ Blow-by, piston rings ders.
See description 6645-0140, Run- ▪ Compare the compression pres-
ning Difficulties’, point 6. sures with PMI.
▪ Leaking exhaust valves See description 6345-0340.
See description 6645-0140, Run- ▪ During engine standstill:
ning Difficulties’, point 5. Carry out scavenge port inspection.
Check the exhaust valves.
See description 2245-0100.
c. Air coolers: Check the cooling capability.
▪ Fouled air side See description 6345-0310.
▪ Fouled water side
d. Climatic conditions: Check cooling water and engine room
▪ Extreme conditions temperatures.
Correct texhv to reference conditions.
See description 6345-0350.
e. Turbocharger: Use the turbocharger synopsis meth-
▪ Fouling of turbine side ods for diagnosing.
See description 6345-0310.
▪ Fouling of compressor side
f. Fuel oil: Using heavy fuel oil will normally
▪ Type increase texhv by approx. 15°C, com-
pared to the use of gas oil.
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6345-0310-0003

▪ Quality
Further increase of texhv will occur when
Description

using fuel oils with particularly poor

combustion properties. In this case, a
reduction of pmax can also occur.

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2.2.2 Compression Pressure (Pcomp - Pe)

Evaluation of Records

The model curve shows the relationship between the compression pressure pcomp
(corrected to ISO reference ambient conditions) and the effective engine power Pe.

For correction to reference conditions:

see description 6345-0350.

Deviation from the model curve can be due to:

1. a scavenge air pressure reduction,
2. - mechanical defects in the engine components (blow-by past piston rings,
defective exhaust valves, etc. – see the table on the next page)
- excessive grinding of valve spindle and bottom piece.

It is therefore expedient and useful to distinguish between ‘1’ and ‘2’, and investi-
gate how large a part of a possible compression reduction is due to ‘1’ or ‘2’.

This distinguishing is based on the ratio between absolute compression pressure

(pcomp + pbaro) and absolute scav. pressure (pscav + pbaro) which, for a specific engine,
is constant over the largest part of the load range (load diagram area).

Constant pmax in the upper load range is achieved by a combination of fuel injection
timing and variation of the compression ratio (the latter by varying the timing of
closing the exhaust valve).

The ratio is first calculated for the “new” engine, either from the testbed results, or
from the model curve.

See the example below regarding:

▪ Calculating the ratio
▪ Determining the influence of mechanical defects.

It should be noted that, the measured compression pressure, for the individual cyl-
inders, can deviate from the average, owing to the natural consequence of air/gas
vibrations in the receivers. The deviations will, to some degree, be dependent on
the load.

However, such deviations will be “typical” for the particular engine, and should not
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6345-0310-0003

change during the normal operation.

Description

When evaluating service data for individual cylinders, comparison must be made
with the original compression pressure of the cylinder concerned, at the corre-
sponding load.

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 MAN B&W 6345-0310-0003

Example:

Evaluation of Records
The following four values can be assumed read from the model curves:

The barometric pressure was: 1.00 bar

The scavenge pressure was: 2.25 bar
This gave an absolute scavenge pressure of: 3.25 bar
The average (or individual) compression pressure was: 115 bar
which gave an absolute compression pressure of 115 + 1.00 = 116 bar

pcomp abs / pscav abs = 116 / 3.25 = 35.7 bar

This value is used as follows for evaluating the data read during service.

Service Values

pcomp : 101 bar (average or individual)

pscav : 2.0 bar
pbaro : 1.02 bar

Calculated on the basis of pscav and pbaro, the absolute compression pressure
would be expected to be:

pcomp abs = 35.7 × (2.0 + 1.02) = 107.8 bar

i.e. pcomp = 107.8 – 1.02 = 106.8 bar

The difference between the expected 106.8 bar and the measured 101 bar could
be owing to mechanical defects or grinding of exhaust valve spindle and bottom
piece.

Concerning the pressure rise pcomp-pmax, see Item 2.1.4, ‘Maximum Combustion
Pressure (pmax – pi)’.
Mechanical Defects which can influence the Compression Pressure
Possible Causes Diagnosis / Remedy

a. Piston rings: Diagnosis:

▪ Leaking See Table Increased Exhaust Tempera-
ture Level – Fault Diagnosing
Remedy:
See description 6645-0140.
b. Piston crown: Check the piston crown by means of
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the template.
6345-0310-0003

▪ Burnt
See work card 2265-0401.
Description

c. Cylinder liner Check the liner by means of the meas-

▪ Worn uring tool.
See work card 2265-0601.

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Possible Causes Diagnosis / Remedy

Evaluation of Records

d. Exhaust valve: Remedy:

▪ Leaking See description 6645-0140.
▪ The exhaust temperature rises Check:

▪ A hissing sound can possibly be ▪ Cam lead (ME-B Only)

heard at reduced load ▪ Hydraulic oil leakages, e.g. mis-
▪ Timing. alignment of high pressure pipe
between exhaust valve actuator
and hydraulic cylinder
▪ Damper arrangement for exhaust
valve closing.
e. Piston rod stuffing box: Small leakages may occur due to ero-
▪ Leaking sion of the bronze segments of the
stuffing box, but this is normally consid-
▪ Air is emitted from the check funnel ered a cosmetic phenomenon.
from the stuffing box.
Remedy: Stuffing box overhaul.
See work card 2265-0501.

3 Turbocharger Synopsis

See Drawings 6355-0135 and 6355-0140 (Turbocharger synopsis diagrams)

Drawing 6355-0135 and 6355-0140 should be filled out in a number of

copies which corresponds to the number of turbochargers.

Regarding cleaning of the turbochargers.

See description 6345-0320.

3.1

3.1.1 Scavenge Air Pressure (pscav – Pe)

The model curve shows the scavenge air pressure (corrected to reference condi-
tions) as a function of the effective engine power (Pe).

See description 6345-0340 and 6345-0370 regarding the effective engine power.

For correction to ISO reference ambient conditions.

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6345-0310-0003

See description 6345-0350.

Description

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 MAN B&W 6345-0310-0003

Deviations in the scavenge air pressure are, like the exhaust temperature, an

Evaluation of Records
important parameter for an overall estimation of the engine condition. A drop in the
scavenge air pressure, for a given load, will cause an increase in the thermal load-
ing of the combustion chamber components.

A simple diagnosis, made only from changes in scavenge air pressure, is difficult.

Fouled air filter, air coolers and turbochargers can greatly influence the scavenge
air pressure.

Changes in the scavenge air pressure should thus be seen as a “consequential

effect” which is closely connected with changes in:
▪ the air cooler condition
▪ the turbocharger condition
▪ the timing.

Reference is therefore made to the various sections covering these topics.

3.1.2 Turbocharger Speed (T/C speed – pscav)

The model curve shows the speed of the turbocharger as a function of the scav-
enge air pressure (pscav).

Corroded nozzle ring or turbine blades will reduce the turbine speed. The same
thing will happen in case of a too large clearance between the turbine blades and
the shroud ring (MAN Diesel & Turbo) / cover ring ABB).

Deviation from the model curve, in the form of too high speed, can normally be
attributed to a fouled air filter, scavenge air cooler, turbine side or compressor
side.

A more thorough diagnosing of the turbocharger condition can be made as out-

lined in the ‘turbocharger efficiency’ section below.

3.1.3 Pressure Drop across Turbocharger Air Filter (Δpf – pscav)

The model curve shows the pressure drop across the air filter as a function of the
scavenge air pressure (pscav).

Deviations from this curve give direct information about the cleanliness of the air
filter.
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6345-0310-0003

Like the air cooler, the filter condition is decisive for the scavenge air pressure and
Description

exhaust temperature levels.

The filter elements must be cleaned when the pressure drop is 50% higher than
the testbed value.

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 6345-0310-0003 MAN B&W

If a manometer is not standard, the cleaning interval is determined by visual

Evaluation of Records

inspection.

3.1.4 Turbocharger Efficiency (ηT/C)

The model curves show the compressor and turbine efficiencies as a function of
the scavenge air pressure (pscav).

In order to determine the condition of the turbocharger, the calculated efficiency

values are compared with the model curves, and the deviations plotted.

Calculation of the efficiency is explained in description 6345-0360.

As the efficiencies have a great influence on the exhaust temperature, the condi-
tion of the turbocharger should be checked if the exhaust temperature tends to
increase up to the prescribed limit.

Efficiency reductions can normally be related to “flow deterioration”, which can be

counteracted by regular cleaning of the turbine side (and possibly compressor
side).

4 Air Cooler Synopsis

The Drawing 6355-0145 (Air cooler synopsis diagrams)

The plate gives model curves for air cooler parameters, which are dependent on
the scavenge air pressure (pscav). Regarding cleaning of air coolers.
See description 6345-0320.

4.1

4.1.1 Temperature Difference between Air Outlet and Water Inlet (Δ t(air-water) – pscav)

The model curve shows the temperature difference between the air outlet and the
cooling water inlet, as a function of the scavenge air pressure (pscav).

This difference in temperature is a direct measure of the cooling ability, and as

such an important parameter for the thermal load on the engine. The evaluation of
this parameter is further discussed in Item 4.1, ‘Evaluation’.

4.1.2 Cooling Water Temperature Difference (Δ twater – pscav)

The model curve shows the cooling water temperature increase across the air
cooler, as a function of the scavenge air pressure (pscav).
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6345-0310-0003
Description

This parameter is evaluated as indicated in Item 4.1.

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 MAN B&W 6345-0310-0003

4.1.3 Pressure Drop across Air Cooler (Δpair – pscav)

Evaluation of Records
The model curve shows the scavenge air pressure drop across the air cooler, as a
function of the scavenge air pressure (pscav).

This parameter is evaluated as indicated in Item 4.1, ‘Evaluation’.

4.2 Evaluation

Generally, for the above three parameters, changes of approx. 50% of the testbed
value can be considered as a maximum. However, the effect of the altered tem-
peratures should be kept under observation in accordance with the remarks under
Exhaust Temperature. (Point 2.2 earlier in this Section).

In the case of pressure drop across air cooler, for purposes of simplification, the
mentioned “50% margin” includes deviations caused by alterations of the suction
temperature, scavenge air temperature, and efficiency of the turbochargers.

Of the three parameters, the temperature difference between air outlet and water
inlet, is to be regarded as the most essential one.

Deviations from the model curves, which are expressions of deteriorated cooling
capability, can be due to:

1. Fouling of the air side

2. Fouling of the water side

1. Fouling of the air side: manifests itself as an increased pressure drop across
the air side.

Note however, that the heat transmission can also be influenced by an “oily
film” on tubes and fins, and this will only give a minor increase in the pressure
drop.

Before cleaning the air side, it is recommended that the U-tube manometer is
checked for tightness, and that the cooler is visually inspected for deposits.

Make sure that the drainage system from the water mist catcher functions
properly, as a high level of condensed water (condensate) – up to the lower
measuring pipe – might greatly influence the Δp measuring.
See descripton 6345-0320.
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6345-0310-0003
Description

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 6345-0310-0003 MAN B&W

2. Fouling of the water side: Normally involves a reduction of the cooling water
temperature difference, because the heat transmission (cooling ability) is
Evaluation of Records

reduced.

Note however that, if the deposits reduce the cross sectional area of the
tubes, so that the water quantity is reduced, the cooling water temperature
difference may not be affected, whereby diagnosis is difficult (i.e. lower heat
transmission, but also lower flow volume).

Furthermore, a similar situation will arise if such tube deposits are present
simultaneously with a fault in the salt water system, (corroded water pump,
erroneous operation of valves, etc.). Here again the reduced water quantity
will result in the temperature difference remaining approximately unaltered.

In cases where it is suspected that the air cooler water side is obstructed,
the resistance across the cooler can be checked by means of a differential
pressure gauge.

A mercury manometer pressure gauge should not be used, because of

environmental considerations.

Before dismantling the air cooler, for piercing of the tubes, it is recommended that
the remaining raw water system is examined, and the cooling ability of the other
heat exchangers checked.

Be careful when piercing, because the pipes are thin-walled.

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Description

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 MAN B&W 6345-0310-0003

5 Specific Fuel Oil Consumption

Evaluation of Records
Calculation of the specific fuel oil consumption (g/kWh) requires that engine power,
and the consumed fuel oil amount (kg), are known for a certain period of time.
See drawing 6355-0150.

The method of determining the engine power is illustrated in description

6345-0340.

The oil amount is measured as described below.

To achieve a reasonable measuring accuracy, it is recommended to measure over

a suitably long period – dependent upon the method employed i.e.:
▪ If a day tank is used, the time for the consumption of the whole tank contents
will be suitable.
▪ If a flow-meter is used, a minimum of 1 hour is recommended.

The measurements should always be made under constant load conditions.

Since both of the above-mentioned quantity measurements will be in volume units,

it will be necessary to know the oil density, in order to convert to weight units. The
density is to correspond to the temperature at the measuring point (i.e. in the day
tank or flow-meter).

The specific gravity, (and thus density) can be determined by means of a hydrome-
ter immersed in a sample taken at the measuring point, but the density can also
be calculated on the basis of fuel specifications.

Normally, in fuel specifications, the specific gravity is indicated at 15°C/60°F.

The actual density (g/cm3) at the measuring point is determined by using the curve
on drawing 6355-0150, where the change in density is shown as a function of
temperature.

The consumed oil quantity in kg is obtained by multiplying the measured volume

(in litres) by the density (in kg/litre).

In order to be able to compare consumption measurements carried out for various

types of fuel oil, allowance must be made for the differences in the lower calorific
value (LCV) of the fuel concerned.

Normally, on the testbed, gas oil will have been used, having a lower calorific value
of approx. 42,707 kJ/kg. If no other instructions have been given by the ship
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6345-0310-0003

owner, it is recommended to convert to this value.

Description

Usually, the lower calorific value of a fuel oil is not specified by the oil companies.
However, by means of the graph, drawing 6355-0150, the LCV can be determined
with sufficient accuracy, on the basis of the sulphur content, and the specific grav-
ity at 15°C.

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 6345-0310-0003 MAN B&W

The corrected consumption can then be determined by multiplying the “measured

Evaluation of Records

consumption”, by:

Example: (6G70ME-C9.2)
Effective engine power, Pe : 21,840 kW
Consumption of fuel oil, Co : 13.145 m3 over 3 hours
Measuring point temperature : 119°C
Fuel data:
(Specific gravity at 15°C, 3% sulphur) 0.9364 g/cm3
Density at 119°C: (ρ119 = 0.9364 -0.068) 0.8684 g/cm3
(See drawing 6355-0150)

where:

Co = Fuel oil consumption over the period, m3

ρ119 = Corrected gravity, g/cm3
h = Measuring period, hours
Pe = Brake power, kW

Correction to ISO reference conditions regarding the specific lower calorific value:
LCV = 40,700 kJ/kg, derived from drawing 6355-0150.
Consumption corrected for calorific value:

The ambient conditions (blower inlet temperature and pressure and

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6345-0310-0003

scavenge air coolant temperature) will also influence the fuel

consumption. Correction for ambient conditions is not considered
Description

important when comparing service measurements.

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 MAN B&W 6345-0310-0003

6 Specific Fuel Gas Consumption

Evaluation of Records
The energy consumption for the GI engine is lower when running on gas in dual
fuel mode, compared to fuel oil only. When a given amount of oil is known in g/
kWh, and after deducting the pilot oil the additional gas consumption can be found
by converting the energy supplied as gas into cubic metre per hour according to
the LCV of the gas.

Example: (6G70ME-C9.2-GI)

Fuel - Pilot oil Fuel - Gas

Consumption at 3 hours 0.395 m 3
8.66 ton
LCV of fuel 40.700 kj/kg 52.000 kj/kg
Measuring point temperature 119 °C
Specific fuel gravity at 15 °C, 3% S 0.9364 g/cm3
gravity correcting value -0.068 g/cm3
Density at 119 °C 0.8684 g/cm3

Specific consumption 5.2 g/kWh 132.2 g/kWh

MDT basis LCV 42.707 kj/kg 50.000 kj/kg

Correction to basis LCV 5.0 g/kWh 137.5 g/kWh

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6345-0310-0003
Description

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 MAN B&W 6345-0320-0003

1 Turbocharger

Cleaning of Turbochargers and Air Coolers

1.1 General

We recommend to clean the turbochargers regularly during operation.

This prevents the build-up of heavy deposits on the rotating parts and keeps the
turbochargers in the best running condition between manual overhauls.

The intervals between cleaning during operation should be determined from the
degree of fouling of the turbocharger in the specific plant.

This is because the tendency to form deposits depends, among other things, on
the combustion properties of the actual fuel oil.

Guiding intervals between cleaning are given for each cleaning method in the fol-
lowing items.

If the cleaning is not carried out at regular intervals, the deposits may
not be removed uniformly. This will cause the rotor to be unbalanced,
and excite vibrations.

If Then

Vibrations occur after cleaning Clean again

Vibrations occur after repeated cleaning See description 6645-0320
Clean the turbochargers manually at
the first opportunity.

Manual overhauls are still necessary to remove deposits which the cleaning during
operation does not remove, in particular on the non-rotating parts.

Regarding intervals between the manual overhauls, see the maker’s instructions.

1.2 Cleaning the Turbine Side

1.2.1 Dry Cleaning

Intervals between cleaning: 24-50 hours of operation.

See drawing 5455-0110.
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6345-0320-0003
Description

The cleaning is effected by injecting a specified volume of crushed nut shells or

similar. The “grain size” is to be about 1.5 mm.

Since the cleaning is mechanical, the highest efficiency is obtained at full load, and
cleaning should not be carried out below half load.

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 6345-0320-0003 MAN B&W

Carry out the cleaning according to the instruction given on the “instruction plate”
Cleaning of Turbochargers and Air Coolers

located at the turbocharger.

See drawing 5455-0110 and work card 5465-0701.

1.2.2 Water Cleaning (Not TCA, TCR and MET-Turbochargers)

Intervals between cleaning: Approx. every 50 to 500 operating hours.

See drawing 5455-0115.

The cleaning is effected by injecting atomised water through the gas inlet, at
reduced engine load.

Carry out the cleaning according to the instruction given on the “instruction plate”
located at the turbocharger.
See drawing 5455-0115.

Be aware that water cleaning can cause corrosion on the shroud ring surrounding
the T/C turbine blading.

Note that, during normal running, some of the scavenge air is led through a three-
way cock, from pipe No. 2 to pipe No. 1, at the turbine outlet drainage hole,
whereby this pipe is kept clean.

1.3 Cleaning the Compressor Side

Guiding intervals between cleaning: 25-75 hours of operation.

Always refer to the maker’s special instruction.

The cleaning is effected by injecting water through a special pipe arrangement dur-
ing running at high load and normal temperatures.

Regarding the cleaning procedure, see the maker’s special instructions.

If the deposits are heavy and hard, the compressor must be

dismantled and cleaned manually.
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6345-0320-0003
Description

If the in-service cleaning is carried out when the compressor side is too contami-
nated, the loosened deposits can be trapped in the narrow passages of the air
cooler element. This reduces the air cooler effectiveness.

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 MAN B&W 6345-0320-0003

Regarding air cooler cleaning, see Item 2., ‘Air Cooler Cleaning System’, below.

Cleaning of Turbochargers and Air Coolers

We recommend to wrap a thin foam filter gauze around the turbocharger intake fil-
ter, and fasten it by straps. This greatly reduces fouling of the compressor side,
and even makes inservice cleaning unnecessary.

Replace and discard the filter gauze, when it becomes dirty.

2 Air Cooler Cleaning System

See drawing 5455-0120, and description 7045-0100 regarding the basis for inter-
vals between cleaning.

Carry out the cleaning only when the engine is at standstill.

This is because the water mist catcher is not able to retain the cleaning
fluid. Thus there would be a risk of fluid being blown into the cylinders,
causing excessive liner wear.

Cleaning of the air side of the scavenge air cooler is effected by injecting a chemi-
cal fluid through ‘AK’ to a spray pipe arrangement fitted to the air chamber above
the air cooler element.

The polluted chemical cleaning agent returns from ‘AM’, through a filter to the
chemical cleaning tank.

The procedure is described in work card 5465-0101.

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6345-0320-0003
Description

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3 Drain System for Water Mist Catcher

Cleaning of Turbochargers and Air Coolers

3.1 Condensation of Water

A combination of high air humidity and cold cooling water will cause an amount of
condensed water to be separated from the scavenge air in the water mist catcher.

Estimation of condensate from the water mist catcher drain

The amount of condensate from the water mist catcher(s) can be estimated based
on the below listed measurements and figure 1 and 2.
▪ Engine load (kW)
▪ Ambient air temperature (°C)
▪ Relative humidity of ambient air (%)
▪ Scavenge air pressure (Bar abs)
▪ Scavenge air temperature (°C)

Figures of water vapour in ambient and scavenge air can be seen in full figur on
drawing 2255-0135.

Figure 1 Figure 2
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Description

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 MAN B&W 6345-0320-0003

Calculation procedure

Cleaning of Turbochargers and Air Coolers

1. The amount of water vapour in the intake air (Mambient) is found in figure 1 based
on measurements of ambient air temperature and relative humidity.
2. The maximum amount of water vapour in the scavenge air (Mscavenge ) is found
in figure 2 based on measurements of scavenge air pressure and temperature.
3. The expected amount of condensate is calculated by:
MCondens = k × Engine load × (Mambient - Mscavenge)* [kg/h]

where,
k = 1.05 for K80-K98 type engines
k = 1.00 for S50-S90 and L50-L70 type engines
k = 0.90 for S26-S46 and L35-L42 type engines

*) The tolerance of the result is ± 10%

No water condensation occurs, if the result is negative.

The sea water temperature may alternatively be used in figure 1 instead of the
ambient air temperature and relative humidity. The 100% relative humidity curve
applies, if the sea water temperature is used.

Example of estimation of condensate amount:

Readings:
Engine type: 7K80MC-C
Engine load: 22,700 kW
Ambient air temperature: 30 ºC
Relative humidity: 85 %
Scavenge air pressure: 3.25 Bar abs
Scavenge air temperature: 45 ºC

Calculation procedure:
1) Mambient = 0.21 kg/kWh found from figure 1 (as outlined)
2) Mscavenge = 0.17 kg/kWh found from figure 2 (as outlined)
3a) k = 1.05 for K80 type engine
3b) Mcondens = 1.05 x 22700 x (0.21 - 0.17) = 953 kg/h

The condensate amount is estimated to be 950 kg/h (± 10%) or 22.8 t/day for the
7K80MC-C engine.
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The estimation of condensate amount is based on nominal air amount for the
engine and even distribution of the air outlet temperature from the scavenge air
Description

cooler. The expected condensate amount should, therefore, be taken as rough

guidance in case of small amounts of condensate (between -0.01 and 0.01 kg/
kWh).

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 6345-0320-0003 MAN B&W

3.2 Drain System

Cleaning of Turbochargers and Air Coolers

See drawing 5455-0120.

Condensed water will be drained off from the water mist catcher through the sight
glass, the orifice and flange AL to bilge.

The size of the orifice in the drain system is designed to be able to drain off the
amount of condensed water under average running conditions.

In case of running under special conditions with high humidity, it can be necessary
to open the bypass valve on the discharge line a little.

Close the bypass valve when possible to reduce the loss of scavenge air.

A level-alarm (description 7045-0100) will set off alarm in case of too high water
level at the drain.

Check the alarm device regularly to ensure correct functioning.

3.3 Checking the Drain System by the Sight Glass

1. A mixed flow of air and water indicates a correctly working system where con-
densation takes place.
2. A flow of water only, indicates malfunctioning of the system.
Check the orifice for blocking.
Check for any restrictions in the discharge pipe from AL.
Check and overhaul the level alarm.
3. A flow of air is only normal when running under dry ambient conditions

A sight glass which is completely filled with clean water, and with no
air flow, visually looks like an empty air-filled sight glass.

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6345-0320-0003
Description

6 (6)
 MAN B&W 6345-0330-0002

1 Thermometers and Pressure Gauges

Measuring Instruments
The thermometers and pressure gauges fitted on the engine are often duplicated
with instruments for remote indication.

Owing to differences in the installation method, type and make of sensing ele-
ments, and design of pockets, the two sets of instruments cannot be expected to
give exactly the same readings.

During shoptest and sea trials, readings are taken from the local instruments. Use
these values as the basis for all evaluations.

In case the local and the remote sensors are installed i seperate
pockets, a temperature difference of up to 50 ˚C can be expected.
Consider this when evaluating performance measurements.

Check the thermometers and pressure gauges at intervals against calibrated con-
trol apparatus.

Thermometers should be shielded against air currents from the engine-room venti-
lation.

If the temperature permits, keep thermometer pockets filled with oil to ensure
accurate indication.

Keep all U-tube manometers perfectly tight at the joints.

Check the tightness from time to time by using soap-water.

To avoid polluting the environment, do not use mercury instruments.

Check that there is no water accumulation in tube bends, as this could falsify the
readings.

If cocks or throttle valves are incorporated in the measuring equipment, check

these for free flow, prior to taking readings.

If an instrument suddenly gives values that differ from normal, consider the possi-
bility of a defective instrument.
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6345-0330-0002

The easiest method of determining whether an instrument is faulty or not, is to

Description

exchange it for another.

1 (2)
 6345-0330-0002 MAN B&W

2 PMI System
Measuring Instruments

The PMI System is designed to provide engineers and service personnel onboard
ship and at power plants with a computerised tool for pressure measurements and
analysis on two-stroke diesel engines. The main advantages of the system are:
▪ On-line measurement of cylinder pressure. Fully automated measurement rou-
tine for measurements conducted from engine control room.
▪ Graphic display and print out of PT, PV and Balance Diagrams, together with
Mean Indicated Pressure and Max. Pressure deviation limits.
▪ Calculated values of Effective Power, Mean Indicated Pressure pi, Compres-
sion Pressure pcomp, Max. Pressure pmax, and Scavenge Pressure pscav, includ-
ing proposed values for index adjustments, etc.
▪ Software interface for use with MAN Diesel & Turbo’s engine performance and
engine diagnostics software, e.g. CoCos-EDS.

3 Indicator Valve

During the running of the engine, soot and oil will accumulate in the indicator bore.

Clean the bore by opening the indicator valve for a moment.

To protect the valve against burning:

▪ Open the valve only partially,
▪ Close the valve after one or two ignitions.

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Description

2 (2)
 MAN B&W 6345-0340-0002

1 Calculation of the Indicated and Effective Engine Power

Pressure Measurements and Engine Power Calculations

Regarding the diagrams and PMI system.
See description 6345-0330.

For engines without PMI-system.

See description 6345-0370

Calculation of the indicated and effective engine power consists of the following
steps:

Calculate:
▪ The mean indicated pressure, pi
▪ The mean effective pressure, pe
▪ The cylinder constant, k2
▪ The indicated engine power, Pi
▪ The effective engine power, Pe

The mean indicated pressure, pi

where:
A [mm2] = area of the indicator diagram, as found by planimetering.
L [mm] = length of the indicator diagram (= atmospheric line).
Cs [mm/bar] = spring constant (= vertical movement of the indicator stylus
[mm] for a 1 [bar] pressure rise in the cylinder).

pi corresponds to the height of a rectangle with the same area and length as the
indicator diagram.
▪ I.e., if pi was acting on the piston during the complete downwards stroke, the
cylinder would produce the same total work as actually produced in one com-
plete revolution.

The mean effective pressure, pe

pe = pi – k1 [bar]
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6345-0340-0002

where:
Description

k1 = the mean friction loss

The mean friction loss has proved to be practically independent of the engine load.
By experience, k1 has been found to be approx. 1 [bar].

1 (2)
 6345-0340-0002 MAN B&W

The cylinder constant, k2

Pressure Measurements and Engine Power Calculations

k2 is determined by the dimensions of the engine, and the units in which the power
is wanted.

For power in [kW] : k2 = 1,309 × D2 ×S

D [m] = cylinder diameter
S [m] = piston stroke
Examples:
Engine type For power in [kW]
k2

S50ME 0.6250
S50ME-C 0.6545
L60ME 0.9161
S60ME 1.0801
S60ME-C 1.1310
L70ME 1.4547
S70ME 1.7151
S70ME-C 1.7959
L80ME 2.1715
S80ME 2.5602
K80ME-C 1.9268
L90ME 3.0918
K90ME 2.7037
K90ME-C 2.4387
K98ME-C 3.0172

The indicated engine power, Pi

Pi = k2 × n × pi [ikW]

where:
n [rpm] = engine speed.

The effective engine power, Pe

Pe = k2 × n × pe [kW]

where:
n [rpm] = engine speed.
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6345-0340-0002

Due to the friction in the thrust bearing, the shaft power is up to 1% less than the
Description

effective engine power, depending on speed and load conditions and plant type
(FPP/CPP).

2 (2)
 MAN B&W 6345-0350-0002

1 General

Correction of Performance Parameters

Some measured performance parameters need to be corrected to ISO ambient
conditions to facilitate reliable evaluation.

These parameters are: pmax, texhv, pcomp and pscav.

See description 6345-0300.

Making such corrections enables comparison to earlier (corrected) readings or

model curves, regardless of deviations of the actual tinl and tcoolinl from reference
conditions.

I.e. the correction provides the values which would have been measured if tinl and
tcoolinl had been 25°C.

In extreme cases, the divergencies can be large.

Record the corrected value as described in description 6345-0310.

Use the following reference conditions:

tinl = Air inlet temperature = 25°C

The air inlet temperature can vary greatly, depending on the position
in which it is measured on the intake filter. Experience has shown
that two thermometers situated at ten o’clock and four o’clock posi-
tions (i.e. 180° apart) and at the middle of the filter, give a good indi-
cation of the average temperature.

tcoolinl = Cooling water inlet temp. to air cooler = 25°C.

See drawing 6355-0145, regarding Δt (tscav- tcoolinl).

See description 6345-0300.
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6345-0350-0002
Description

1 (5)
 6345-0350-0002 MAN B&W

2 Correction
Correction of Performance Parameters

The correction for deviations of tinl and tcoolinl from reference conditions can be car-
ried out in two ways:

By reading
See drawing 6355-0180.

By calculation
The corrections can be determined by the general equation:

Acorr = (tmeas – tref) × F × (K + Ameas)

where:
Acorr = the correction to be applied to the parameter,
i.e. to pmax, texh, pcomp or pscav.
tmeas = measured tinl or tcoolinl.
tref = reference tinl or tcoolinl (in case of Standard Conditions, 25°C).
F1, F2 = constants, see the table below.
K = constant, see the table below.
Ameas = the measured parameter to be corrected, i.e. pmax, texh, pcomp or pscav.

For instructions, how to use the formulas.

See drawing 6355-0180.
Parameter to F1: for air inlet F2: for cooling K
be corrected temp water inlet temp
texhv - 2.446 x 10-3 - 0.59 x 10-3 273

pscav + 2.856 x 10-3 - 2.220 x 10-3 pbaro = 1 bar or 750 mm Hg

pcomp + 2.954 x 10-3 - 1.530 x 10-3 pbaro = 1 bar or 750 mm Hg

pmax + 2.198 x 10-3 - 0.810 x 10-3 pbaro = 1 bar or 750 mm Hg

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6345-0350-0002
Description

2 (5)
 MAN B&W 6345-0350-0002

3 Examples of calculations:

Correction of Performance Parameters

See drawing 6355-0180, which states a set of service readings.

1. Correction of texhv (drawing 6355-0180).

Measured:
Exhaust temperature after valve = 425°C

Air inlet temp. = 42°C

Cooling water inlet temp.(air cooler) = 40°C

Correction for air inlet temperature:

(42 – 25) × (–2.466 × 10–3) × (273 + 425) = –29.3°C

Correction for cooling water inlet temperature:

(40 – 25) × (–0.59 × 10–3) × (273 + 425) = –6.2°C

Corrected texhv value = 425 – 29.3 – 6.2 = 389.5°C

2. Correction of pscav (drawing 6355-0180).

Measured:
Scavenge air pressure = 2.0 bar

Air inlet temp. = 42 °C

Cooling water inlet temp. (air cooler) = 40 °C

Correction for air inlet temp.:

(42 – 25) × (2.856 × 10–3) × (1 + 2.0) = 0.146 bar

Correction for cooling water inlet temp.: =

(40 – 25) × (–2.220 × 10–3) × (1 + 2.0) –0.10 bar

Corrected pscav value = 2.0 + 0.146 – 0.10 = 2.046 bar

Corrections of pcomp and pmax can be made in a similar manner.

See drawing 6355-0180.
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6345-0350-0002
Description

3 (5)
 6345-0350-0002 MAN B&W

4 Maximum Exhaust Temperature

Correction of Performance Parameters

The engine is designed to allow a limited increase of the thermal loading, i.e.
increase of texhv.
▪ This enables the engine to operate under climatic alterations and under nor-
mally deteriorated service condition.

Whether the engine exceeds this built-in safety margin for thermal loading can be
evaluated as follows:

The factors contributing to increased exhaust temperature levels (and thereby ther-
mal loads) and the largest permissible deviation values are:
Factor Max. temp. increase

due to fouling of turbocharger (incl. air intake filters), and + 30°C

exhaust uptake.
See description 7045-0100 (PT8708)
due to fouling of air coolers + 10°C

due to deteriorated mechanical condition (estimate) + 10°C

due to climatic (ambient) conditions + 45°C

due to operation on heavy fuel, etc. + 15°C

Total 110°C

Regarding increasing exhaust temperatures.

See description 6345-0310.

For new engines it is not unusual to observe a temperature increase of 50-60°C

from the shop test to sea trial.
▪ This is due to the operation on heavy fuel oil and altered climatic conditions.

If the temperature increases further during service:

▪ Find the cause of the temperature increase.
▪ Clean, repair or overhaul the components in question at the first opportunity,
to improve the engine performance.

The exhaust temperature must not exceed the alarm limit.

See description 7045-0100 'Guidance Value Automation'.
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6345-0350-0002
Description

4 (5)
 MAN B&W 6345-0350-0002

To evaluate the exhaust temperature correctly, it is important to distinguish

Correction of Performance Parameters

between:
▪ Exhaust temperature increase due to fouling and mechanical condition, and
▪ Exhaust temperature increase due to climatic alterations.

The method to distinguish between the factors is shown in the example:

Example:
According to a model curve, the exhaust temperature (approx. 95% engine load)
should be 375°C. The observed exhaust temperature is 425°C.

Correct texhv according to drawing 6355-0180:

Air inlet temp. (tinl) = 42°C corresponding to (42 - 25) = 17°C above the reference
value.

Cooling water inlet temp. to the air cooler (tcoolinl) = 40°C, corresponding to (40 -
25) = 15°C above the reference value.

Using the curves, the following temperature corrections are obtained:

Correction due to increased engine room temperature: -27.0°C

Correction due to increased cooling water inlet temp.: -6.0°C

Total -33.0°C

Distinguish between the factors:

The total exhaust temp. increase of 425°C - 375°C = 50°C, is caused by:
▪ an increase of 33.0°C on account of climatic alterations,
▪ an increase of 50°C – 33°C = 17°C, due to mechanical conditions and opera-
tion on heavy fuel oil.
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6345-0350-0002
Description

5 (5)
 MAN B&W 6345-0360-0002

1 General

Turbocharger Efficiency
To record the turbocharger efficiencies.
See description 6345-0310.

Drawing 6355-0140 shows model curves for compressor and turbine efficiencies,
based on the scavenge air pressure.

For general evaluation of the engine performance, it is unnecessary to calculate

turbocharger efficiencies.

However, if such calculations are desired, they can be carried out as described
below.

2 Calculating the Efficiencies

The total turbocharger efficiency is the product of the compressor, turbine, and
mechanical efficiencies.

However, the last one has almost no effect on the efficiency calculations, and is
therefore omitted.

When calculating the turbocharger efficiency, it is necessary to distinguish

between:
▪ Plants without turbo compound system (TCS) and exhaust by-pass.
▪ Plants with TCS and/or exhaust by-pass.

2.1 Plants without TCS and Exhaust By-Pass

Measure the parameters listed in Table 1.

It is essential that, as far as possible, the measurements are taken simultaneously.

Convert all pressures to the same unit.

About conversion factors, see description 6345-0300.
Unit Example of Measurements

Barometric pressure pbaro bar 1.022 bar

Pressure drop, air cooler ∆pc bar 0.0168 bar
Temperature before tinl ºC 21ºC
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6345-0360-0002

compr.
Description

Turbocharger speed n rpm 11950 rpm

Scavenge air pressure pscav bar 2.533 bar *)
Exhaust receiver pressure pexh bar 2.393 bar *)

1 (4)
 6345-0360-0002 MAN B&W

Unit Example of Measurements

Turbocharger Efficiency

Pressure after turbine patc bar 0.026 bar *)

Temperature before turbine tbtc ºC 400ºC

Table: Measurements for calculation of efficiencies *) “Gauge” Pressure

Note that the official designation of bar (HPa) is “absolute pressure”.

Total Efficiency: The total efficiency ηtot is given by the equation

Example:
MF : Fuel mass flow injected for combustion: 0.88 kg/s
MX : Exhaust gas mass flow through turbine: 48.05 kg/s
MA : Air mass flow through compressor

MA = MX – MF

if MA or MX unknown:

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6345-0360-0002
Description

2 (4)
 MAN B&W 6345-0360-0002

Compressor efficiency:

Turbocharger Efficiency
The compressor efficiency ηcompr is given by the equation

μ = slip factor, see drawing 6355-0220.

U = (π x D x n) is the peripheral speed of the compressor wheel.
D = Diameter of compressor wheel, see drawing 6355-0220.
n = Turbocharger revelution per minute.

The turbocharger used in this example is a MAN Diesel & Turbo, type TCA77.

From drawing 6355-0220 is taken:

D = 0.752 m
μ = 0.745

* Determine the values of the expressions (R10.286–1) and (1– R20.265).

Use a mathematical calculator or use the curves in drawing 6355-0205 and
6355-0210.

Turbine efficiency: The turbine efficiency ηturb appears from ηtotal = ηcompr × ηturb

2.2 Plants with TCS and/or Exhaust By-Pass

The equation:
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6345-0360-0002
Description

- stated in item 2.1 is based on a situation where the mass flow through the tur-
bine is equal to the mass flow through the compressor plus the fuel oil amount.

3 (4)
 6345-0360-0002 MAN B&W

If a TCS or an exhaust by-pass is fitted, the mass flow through the turbine is
Turbocharger Efficiency

reduced by the mass flow through the TCS or the exhaust by-pass.

The mass flows through the turbine and the TCS or through the turbine and the
exhaust by-pass are proportional to the effective areas in the turbines or the orifice
in the exhaust by-pass.

Calculate the turbocharger efficiency as described in Item 2.1 ‘Plants without TCS
and exhaust by-pass’. Then correct the results in accordance with the following:

Total efficiency:

where
Aeff = Effective area in turbocharger turbine
aeff = Effective area in TCS or exhaust by-pass.
See ‘Remarks’, below

Turbine Efficiency:

See also ‘Remarks’, below

Compressor Efficiency:

ηcompr is unchanged, as it is not affected by whether the plant operates with TCS/
by-pass or not.

Remarks
The relation:

- can vary from plant to plant, but is most often about 1.07. This value can be
used when evaluating the trend of the effi ciency in service.

When using a computer program in which the relation Aeff + aeff / Aeff is not intro-
duced, the value for ηtot and ηturb will have to be multiplied by the above-mentioned
factor of about 1.07.
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6345-0360-0002
Description

4 (4)
 MAN B&W 6345-0370-0002

1 General

Estimation of the Effective Engine Power without Indicator Dia-

grams
The estimation is based on nomograms involving engine parameter measurements
made on testbed.

The nomograms are shown in drawing 6355-0215. The following relationships are
illustrated:

Chart I - fuel index and mean effective pressure.

Chart II - mean effective pressure and effective engine power (kW), with the engine
speed as a parameter.

Chart III - turbocharger speed and effective engine power (kW), with the scavenge
air temperature and ambient pressure as parameters.

A condition for using these charts is that the engine timing and turbocharger
matching are unchanged from the testbed.

2 Methods

In the following refer to drawing 6355-0215.

2.1 Fuel Index(an approximate method)

Chart I: Draw a horizontal line from the observed fuel index to the nomogram
curve, and then a vertical line down to the observed engine speed on

Chart II: From this intersection a horizontal line is drawn to the effective engine
power scale, i.e. 12.100 kW.

This method should only be used as a quick (rough) estimation, because the fuel
oil, as well as the condition of the fuel pump, may have great effect on the index. In
particular, worn fuel pumps or suction valves tend to increase the index, and will
thus result in a too high power estimation.

2.2 Turbocharger Speed(A more accurate method)

Chart III: Draw a horizontal line from the observed tscav value and an inclined line
from the observed turbocharger speed.
From the intersection point, draw a vertical line down to the nomogram curve and
then a horizontal line to the vertical line from the observed ambient pressure (point
x in the ambient pressure scale).
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6345-0370-0002
Description

Finally, a line is drawn parallel with the inclined ‘ambient pressure correction’ lines.
The effective engine power can then be read on the scale at the right hand side,
i.e. 11.500 kW.

1 (2)
 6345-0370-0002 MAN B&W
Estimation of the Effective Engine Power without Indicator Dia-
grams

This method is more reliable, and an accuracy to within ± 3% can be expected.

However, the accuracy obtained will depend on the condition of the engine and
turbocharger. A fouled or eroded turbocharger will in most cases tend to decrease
the turbocharger speed, and thus result in a too low power estimation. This situa-
tion is characterized by increased exhaust gas temperatures and a decreased
scavenge air pressure.

It is recommended to apply PMI-system, for easy access to P-V-diagrams (work

diagrams) for power calculation.
See description 6345-0340.

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6345-0370-0002
Description

2 (2)
 MAN B&W 6355-0100-0002

Load Diagram for Propulsion alone

Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve – heavy running, recommended limit for fouled hull at calm
weather conditions
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve – light running (range: 3.0-7.0%) for clean hull and calm
weather conditions – for propeller layout
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Speed limit at sea trial
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6355-0100-0002
Drawing

1 (1)
 MAN B&W 6355-0105-0001

Load Diagram for Propulsion and Main Engine Driven Generator

Line 1: Propeller curve through point A – layout curve for engine
Line 2: Propeller curve – heavy running, recommended limit for fouled hull at
calm weather conditions
Line 2A: Engine service curve for heavy running propulsion (line 2) and shaft
generator (SG)
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Propeller curve – light running (range: 3.0-7.0%) for clean hull and
calm weather conditions – for propeller layout
Line 7: Power limit for continuous running
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Line 8: Overload limit

6355-0105-0001

Line 9: Speed limit at sea trial

Drawing

1 (2)
 6355-0105-0001 MAN B&W

The propeller curve for propulsion alone is found by subtracting the

Load Diagram for Propulsion and Main Engine Driven Generator

actual shaft generator power (incl. generator efficiency) from the

effective engine power at maintained speed.

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6355-0105-0001
Drawing

2 (2)
 2013-10-21 - en

MAN B&W

Drawing Performance Observations

6355-0110-0001
6355-0110-0001

1 (2)
 Drawing Performance Observations

2 (2)
6355-0110-0001 6355-0110-0001
MAN B&W

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 2013-10-21 - en

MAN B&W

Drawing Readings relating to Thermodynamic Conditions

6355-0115-0001
6355-0115-0001

1 (1)
 MAN B&W 6355-0120-0002

Time based deviation charts for: mean draught and average mean indicated pres-

Synopsis Diagrams - for engine (Pi)

sure (pi). Model curves + time based deviation chart for: r/min as a function of pi.
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6355-0120-0002
Drawing

1 (2)
 6355-0120-0002 MAN B&W

Time based deviation charts for: mean draught and average mean indicated pres-
sure (pi). Model curves + time based deviation chart for: r/min as a function of pi.
Synopsis Diagrams - for engine (Pi)

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6355-0120-0002
Drawing

2 (2)
 MAN B&W 6355-0125-0002

Model curves and time based deviation chart for:

Synopsis Diagrams - for engine (Pmax)

pmax and fuel index as a function of pi
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6355-0125-0002
Drawing

1 (2)
 6355-0125-0002 MAN B&W

Time based deviation chart for:

pmax and fuel index
Synopsis Diagrams - for engine (Pmax)

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6355-0125-0002
Drawing

2 (2)
 MAN B&W 6355-0130-0002

Model curves and time based deviation chart for:

Synopsis Diagrams - for engine (Pe)

texhv and pcomp as a function of pe
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6355-0130-0002
Drawing

1 (2)
 6355-0130-0002 MAN B&W

Time based deviation chart for:

texhv and pcomp
Synopsis Diagrams - for engine (Pe)

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6355-0130-0002
Drawing

2 (2)
 MAN B&W 6355-0135-0002

Model curves and time based deviation chart for:

Synopsis Diagrams - for turbocharger (Pscav - Pe)

pscav as a function of pe T/C r/min and Δ pf as a function of pscav
2013-10-21 - en

6355-0135-0002
Drawing

1 (2)
 Drawing Synopsis Diagrams - for turbocharger (Pscav - Pe)

2 (2)
6355-0135-0002 6355-0135-0002

pscav T/C r/min and Δ pf

Time based deviation chart for:
MAN B&W

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 MAN B&W 6355-0140-0002

Model curves and time based deviation chart for:

Synopsis Diagrams - for turbocharger (Pscav - Compressor)

Compressor and turbine efficiencies as a function of pscav
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6355-0140-0002
Drawing

1 (2)
 Drawing Synopsis Diagrams - for turbocharger (Pscav - Compressor)

2 (2)
6355-0140-0002 6355-0140-0002

Time based deviation chart for:

compressor and turbine efficiencies
MAN B&W

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 MAN B&W 6355-0145-0002

Model curves and time based deviation chart for:

Synopsis Diagrams - for air cooler (Pscav - Tair)

tair-water, twater and pair, as a function of pscav
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6355-0145-0002
Drawing

1 (2)
 6355-0145-0002 MAN B&W

Time based deviation chart for:

Δtair-water Δtwater and Δpai
Synopsis Diagrams - for air cooler (Pscav - Tair)

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6355-0145-0002
Drawing

2 (2)
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MAN B&W

Drawing Specific Fuel Oil Consumption (Corrections)

6355-0150-0002
6355-0150-0002

1 (1)
 MAN B&W 6355-0155-0001

K/L-MC Engines:

Normal Indicator Diagram

S-MC Engines:

For this type of engine it has been necessary to delay the point of ignition to 2 - 3°
after TDC, in order to keep the pressure rise, pcomp - pmax, within the specified 35
bar, while still maintaining optimum combustion and thereby low SFOC.

Due to this delay in ignition, the draw diagram will often show two pressure peaks,
as shown in the figure below.
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6355-0155-0001
Drawing

1 (1)
 MAN B&W 6355-0180-0003

Maximum Combustion Pressure

Correction to ISO Reference Ambient Conditions

Correction of measured pmax
because of deviations between tinl / tcoolinl and standard conditions

Calculating the corrections:

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6355-0180-0003

tinl : Acorr = (tmeas – 25) x 2.198 x 10-3 x (1 + Ameas) Bar

Drawing

tcoolinl : Acorr = (tmeas – 25) x -0.810 x 10-3 x (1 + Ameas) Bar

See page 5.

1 (5)
 6355-0180-0003 MAN B&W

Exhaust Temperature (after exhaust valves)

Correction to ISO Reference Ambient Conditions

Correction of measured exhaust temperature (texhv)

because of deviations between tinl / tcoolinl and standard conditions

Calculating the corrections:

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6355-0180-0003

tinl : Acorr = (tmeas – 25) x 2.466 x 10-3 x (273 + Ameas) °C

tcoolinl : Acorr = (tmeas – 25) x -0.590 x 10-3 x (273 + Ameas) °C
Drawing

See page 5.

2 (5)
 MAN B&W 6355-0180-0003

Maximum Combustion Pressure

Correction to ISO Reference Ambient Conditions

Correction of measured pmax
because of deviations between tinl / tcoolinl and standard conditions

Calculating the corrections:

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6355-0180-0003

tinl : Acorr = (tmeas – 25) x 2.954 x 10-3 x (1 + Ameas) Bar

Drawing

tcoolinl : Acorr = (tmeas – 25) x -1.530 x 10-3 x (1 + Ameas) Bar

See page 5.

3 (5)
 6355-0180-0003 MAN B&W

Scavenge Pressure
Correction to ISO Reference Ambient Conditions

Correction of measured scavenge pressure

because of deviations between tinl / tcoolinl and standard conditions

Calculating the corrections:

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6355-0180-0003

tinl : Acorr = (tmeas – 25) x 2.856 x 10-3 x (1 + Ameas) Bar

tcoolinl : Acorr = (tmeas – 25) x -2.220 x 10-3 x (1 + Ameas) Bar
Drawing

See page 5.

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 2013-10-21 - en

MAN B&W

Drawing Correction to ISO Reference Ambient Conditions

6355-0180-0003
6355-0180-0003

5 (5)
 2013-10-21 - en

MAN B&W

Curve for the factor (R10.286-1)

Drawing Calculation of Compressor Efficiency

6355-0205-0001
6355-0205-0001

1 (1)
 2013-10-21 - en

MAN B&W

Curve for the factor (1 – R2 0.265)

Drawing Calculation of Total Turbocharger Efficiency

6355-0210-0001
6355-0210-0001

1 (1)
 2013-10-21 - en

MAN B&W

Drawing Power Estimation

6355-0215-0002
6355-0215-0002

1 (1)
 MAN B&W 6355-0220-0002

Turbocharger Make: MAN Diesel & Turbo

Turbocharger Compressor Wheel Diameter and Slip Factor

Type Designation Diameter, D(m) Slip Factor μ
TCR18 0.264
TCR20 0.318 0.727
TCR22 0.415
TCA44 0.449
TCA55 0.533
TCA66 0.633 0.745

TCA77 0.752
TCA88 0.893

Turbocharger Make: Mitsubishi H.I. (MET)

Type Designation Diameter, D(m) Slip Factor μ
Impeller Profile All V, Z, W S, O or R
Impeller Size 2 3 2 3 2 3
MET33SD,SE 0.352 0.373
MET42SD,SE 0.436 0.462
MET53SD,SE 0.553 0.586
MET60MA 0.652

MET66SD,SE 0.689 0.730 0.72 0.69

MET71SE 0.790

MET83SD,SE 0.873 0.924

MET90SE 1.020

Turbocharger Make: ABB TPL

Type Designation Diameter, Slip Factor μ Type Designation Diameter, Slip Factor μ
D(m) D(m)
TPL65-A10 0.3390 VTR254 0.2943
TPL69-BA10 0.3999 VTR304 0.3497
TPL73-B11 0.4879 VTR354 0.4157
TPL73-B12 0.5065 VTR454D-VA12 0.5233
TPL77-B11 0.5799 VTR454D-VA13 0.5756
TPL77-B12 0.6020 0.69 VTR564D-VA12 0.6588 0.77

TPL80-B11 0.6729 VTR564D-VA13 0.7247

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6355-0220-0002

TPL80-B12 0.6985 VTR714D-VA12 0.8294

TPL85-B11 0.8239 VTR714D-VA13 0.9123
Drawing

TPL85-B12 0.8553

TPL91-B12 0.9430

1 (1)
MAN B&W

Preface Chapter Operation .... ................................................................ 6640-0100-0002

Operation
Description Checks during Standstill Periods .... ............................. 6645-0100-0003
Preparation for Starting ... ........................................... 6645-0110-0004
Starting-up .... .............................................................. 6645-0120-0002
Loading .... ................................................................... 6645-0130-0002
Running ... .................................................................. 6645-0140-0003
Preparations PRIOR to Arival in Port ... ........................ 6645-0150-0002
Stopping ... ................................................................. 6645-0160-0002
Operation AFTER Arrival in Port .... ............................... 6645-0170-0002
Engine Control System, 50 - 108 ME/ME-C Engines . . 6645-0180-0003
Trouble Shooting ... ..................................................... 6645-0182-0001
MOP Description .... ..................................................... 6645-0190-0007
Alarm Handling on MOP .... .......................................... 6645-0240-0007
Engine Operation ... .................................................... 6645-0250-0006
Auxilliaries ... ............................................................... 6645-0260-0007
Maintenance ... ........................................................... 6645-0270-0006
Admin ... ..................................................................... 6645-0280-0005
Fire in Scavenge Air Box ... ......................................... 6645-0290-0001
Ignition in Crankcase .... ............................................... 6645-0300-0002
Turbocharger Surging - Stalling .... ............................... 6645-0310-0001
Running with Cylinders or Turbochargers out of Opera- 6645-0320-0003
tion ... .........................................................................
Lubrication Back Up Signal - Special running ... .......... 6645-0321-0002
Running with Cracked Cylinder Cover Studs/Staybolts 6645-0330-0001

Drawing Sequence Diagram - FPP Plant .... ............................... 6655-0115-0002

Sequence Diagram - CPP Plant ... .............................. 6655-0120-0002
MOP Overview ... ........................................................ 6655-0125-0004
MOP Alarm List .... ....................................................... 6655-0130-0007
MOP Event Log ... ....................................................... 6655-0135-0006
MOP Manual Cut-Out List ... ....................................... 6655-0140-0006
MOP Channel List ... ................................................... 6655-0145-0007
MOP Operation .... ....................................................... 6655-0150-0005
MOP Status ... ............................................................ 6655-0155-0003
MOP Process Information ... ....................................... 6655-0160-0005
MOP Process Adjustment ... ....................................... 6655-0161-0003
MOP Chief Limiters ... ................................................. 6655-0162-0003
MOP Hydraulic System ... ........................................... 6655-0175-0005
MOP Scavenge Air .... .................................................. 6655-0180-0006
Table of contents

MOP Cylinder Lubricators ... ....................................... 6655-0185-0005

MOP System View - I/O Test ... ................................... 6655-0190-0006
MOP Invalidated Inputs ... ........................................... 6655-0195-0006
MOP Network Status ... .............................................. 6655-0200-0006
MOP Function Test ... ................................................. 6655-0203-0003
MOP Troubleshooting ... ............................................. 6655-0204-0003
MOP Set Time ... ........................................................ 6655-0205-0006

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 MAN B&W

MOP Version .... ........................................................... 6655-0210-0006

Operation

MOP Language .... ....................................................... 6655-0211-0001

Cutting Cylinder out of Action .... .................................. 6655-0215-0002
Cutting Turbocharger out of Action ... ......................... 6655-0220-0003
Turbocharger Surging ... ............................................. 6655-0225-0003
Components for Hydraulic Systems – Hydraulic Cylin- 6655-0235-0001
der Unit .... ...................................................................
Components for Hydraulic Systems – Accumulator 6655-0240-0001
Block ... ......................................................................
Table of contents

2 (2)
 MAN B&W 6640-0100-0002

Operation

Operation
This chapter of the instruction book is intended to provide the user with informa-
tion regarding operation of the engine. Information includes starting, running and
stopping of the engine as well as descriptions of special running conditions.
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6640-0100-0002
Preface

1 (1)
 MAN B&W 6645-0100-0003

1 General

Checks During Standstill Periods

The present chapter describes how to check up on the condition of the engine
while it is at a standstill.

To keep the engine-room staff well informed regarding the operational condition,
we recommend recording the results of the inspections in writing.

The checks mentioned below follow a sequence which is suited to a forthcoming

period of major repairs.

Checks 2.1-2.9
- should be made regularly at engine standstill during normal service.

Checks 2.1 to 2.9 should be coordinated and evaluated together with the meas-
urements described in: description 6345-0310, ‘Engine Synopsis’.

Checks 3.1-3.5
- should be made at engine standstill during the repairs.

Checks 4.1-4.7
- should be made at engine standstill after the repairs.

If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried

out, repeat checks 2.1, 2.2 and 2.6.

Checks to be made just before starting the engine are mentioned in

description 6645-0110.

2 Regular Checks at Engine Standstill during Normal Service

The work should be adapted to the sailing schedule of the ship, such that it can be
carried out at suitable intervals – for instance as suggested in the ‘Checking and
Maintenance Schedule’.
See Maintenance Schedule 0760-0300.

The maintenance intervals stated therein are normal for sound machinery. If, how-
ever, a period of operational disturbances occurs, or if the condition is unknown
due to repairs or alterations, the relevant inspections should be repeated more fre-
quently.

Based upon the results of Checks 2.1-2.9, combined with performance observa-
tions, it is determined if extra maintenance work (other than that scheduled) is nec-
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6645-0100-0003

essary.
Description

1 (8)
 6645-0100-0003 MAN B&W

2.1 Oil Flow

Checks During Standstill Periods

While the circulating oil pump is still running and the oil is warm, open up the
crankcase and check that the oil is flowing freely from all crosshead, crankpin and
main bearings.

The oil jets from the axial oil grooves in the crosshead bearing lower shells should
be of uniform thickness and direction. Deviations may be a sign of “squeezed
white-metal” or clogged-up grooves, See description 2545-0100.

By means of the sight glasses at the piston cooling oil outlets, check that the oil is
passing through the pistons.

Check also the thrust bearing and step-up gear lubrication.

After a major overhaul of pistons, bearings, etc., this check 2.1 should
be repeated before starting the engine.

2.2 Oil Pan, and Bearing Clearance

After stopping the circulating oil pump, check the bottom of the oil pan for frag-
ments of white metal from the bearings.

Check crosshead, crankpin, main bearing and thrust bearing clearances with a
feeler gauge, and note down the values, as described in description 2545-0100.

2.3 Filters

Open up all filters, (also automatic filters), to check that the wire gauze and/or
other filtering material is intact, and that no foreign bodies are found, which could
indicate a failure elsewhere.

2.4 Scavenge Port Inspection

Inspect the condition of the piston rings, cylinder liners, pistons, and piston rods,
as detailed in description 2245-0100.

Note down the conditions as described in description 2245-0100.

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6645-0100-0003

During this inspection, circulate the cooling water and cooling oil through the
Description

engine so that leakages, if any, can be discovered.

Remove any coke and sludge from the scavenge air ports and boxes.

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 MAN B&W 6645-0100-0003

(In case of prolonged port calls or similar, follow the precautions mentioned in

Checks During Standstill Periods

point 4.2).

2.5 Exhaust Reciever

Open up the exhaust receiver and inspect for deposits and/or any metal frag-
ments, (which could indicate a failure elsewhere). Examine also the gas grid to
make sure that it is clean and undamaged.

2.6 Crankshaft

Take deflection measurements as described in description 2545-0110.

2.7 Circulating Oil Samples

Take an oil sample and send it to a laboratory for analysis and comments.
See description 3045-0130.

2.8 Turbocharger

Unscrew the drain plugs or open the cocks at the bottom of the turbocharger
housings. Also drain from the drain box/pipe in the exhaust gas uptake (also used
when cleaning the exhaust gas evaporator).
This prevents the possible accumulation of rain water, which could cause corro-
sion in the gas ducts, and partial wash-off of soot deposits, which again may result
in unbalance of the turbocharger rotor.
Open inspection covers (if fitted) or remove the gas inlet pipe on the turbine side of
the charger, and check for deposits on the turbine wheel and nozzle ring.

See Check 4.4 regarding precautions to avoid turbocharger bearing damage dur-
ing engine standstill.
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6645-0100-0003
Description

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 6645-0100-0003 MAN B&W

2.9 Regular tests of the ME control system

Checks During Standstill Periods

Most failures will be indicated by alarms or malfunction during daily use (malfunc-
tion which will not prevent continuous safe operation)

However the following tests listed below have to be carried out regularly in service,
to secure proper operation and keeping the redundancy.

The tests are:

1. LOP lamp test.

2. Test of the pilot valves to the main start valve.
3. Function test of cylinder start valves.
4. Start up pumps.
5. HCU Safety by-pass.
6. Test of shut down signals to all MPC units.
7. Cylinder lubricator level sensor slow down function.
(For plant with level sensor, flow sensor is tested automatically)
8. Leakage test of the hydraulic system.
9. Leakage test of pipes and alarm function (Hydraulic oil system).
10. Leakage test of the gas system.
11. Visual inspection of the inside of the electronic boxes and check of the tighten-
ing torque of the terminals.

See table on the next pages.

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6645-0100-0003
Description

4 (8)
 MAN B&W 6645-0100-0003

Test When Preconditions and initial state Action Expected result

Checks During Standstill Periods

1 Weekly Stopped Engine Press the lamp test bottom and con-
firm that the light is on in all lamps
(after some time).
2 After Stopped Engine Activate the pilot valves one by one
arrival Permission from the bridge via the MOP-Screen: 'Maintenance -
in Port before FWE > System View I/O Test -> CCUx ->
Change MPC mode to TEST mode -
> Wait until the screen has changed
to TEST mode -> Ch. 50.'. By toggle
the input to the pilot valve on this
screen, is it possible to hear the solo-
noid valve moving. When the test is
completed the MPC mode must be
set back to NORMAL mode. Please
see MOP description -> 'Mainte-
nance' -> 'System View I/O Test'.
See drawing:
7055-0155 pos. 26.
This test is to be made together with
the cylinder starting valves test 3.
3 After Stopped Engine Make a manual Slow Turn and Air
arrival Permission from the bridge run, via the MOP-Screen: 'Engine
in Port before FWE Operation', both more than one revo-
lution. Confirm by visual inspection
that the rotation has the same regu-
larity during the full revolution.
4 Monthly Change master pump via the
MOP-Screen:
'Auxiliaries -> Hydraulic System'.
5 Every 6 Engine stopped. Open manual connection valve 316
month MOP Access level = Chief (P1-P2) From MOP-Screen:
'Auxiliaries -> Hydraulic System':
HPS Mode = manual
- Open Pump Bypass from ACU1 Pressure drops
Start-up pumps running.
towards zero
- Close Pump Bypass from ACU1 Pressure increases
to 230 bar
- Open Pump Bypass from ACU3 Pressure drops
towards zero
- Close Pump Bypass from ACU3 Pressure increases
NOTE: Valve 316 must be closed to 230 bar
after the test is completed.
6 Every 6 Engine stopped Activate emergency stop, check that
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month both ECUA, ECUB and all CCU's

6645-0100-0003

gives alarm for shut down.

Description

MOP-Screen: 'Alarms -> Alarm List'.

5 (8)
 6645-0100-0003 MAN B&W

Test When Preconditions and initial state Action Expected result

Checks During Standstill Periods

7 Every 6 Engine stopped Close the manual valve for lube oil Cylinder lube oil
month supply on all cylinders and activate alarm for all cylin-
from the MOP-Screen: 'Auxiliaries -> ders.
Cylinder Lubrication' the Lubricator Slow Down request
Test Sequence for all cylinders. activated.
NOTE: Lubricator Test Sequence
must be All Off when checked
8 Every 6 See work card 4565-0301.
month
9 Every 6 See work card 4565-0301.
month
10 Engine in standby See work card 4265-2301.
11 Engine stopped As described above.
See chapter 0545-0100 Safety Pre-
cautions regarding general cleanli-
ness, order and tidiness.

3 Checks at Engine Standstill during Repairs

3.1 Bolts, Studs and Nuts

Check all bolts, studs and nuts in the crankcase and chain casing to make sure
that they have not worked loose.

The same applies to the holding-down bolts in the bedplate. Check that side and
end chocks are properly positioned.
See work card 1065-0201.

Check all locking devices.

See work card 7665-0501.

3.2 Leakage and Drains

Remedy any water or oil leakages. Clean drain and vent pipes of possible block-
ages by blowing-through.

3.3 Pneumatic Valves in the Control Air System

Clean the filters.

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3.4 Bottom Tank

6645-0100-0003
Description

If not done within the previous year, pump the oil out of the bottom tank and
remove the sludge. After brushing the tank ceiling (to remove rust and scale), clean
the tank and coat the ceiling with clean oil.

6 (8)
 MAN B&W 6645-0100-0003

After brushing the tank ceiling (to remove rust and scale), clean the tank and coat

Checks During Standstill Periods

the ceiling with clean oil.

4 Checks at Engine Standstill after Repairs

If repair or alignment of bearings, crankshaft, camshaft or pistons has been carried

out, repeat Checks 2.1, 2.2 and 2.6.

4.1 Flushing

If during repairs (involving opening-up of the engine or circulating oil system) sand
or other impurities could have entered the engine, flush the oil system while
bypassing the bearings, as described in description 3045-0130.
Continue the flushing until all dirt is removed.

4.2 Piston Rods

If the engine is to be out of service for a prolonged period, or under adverse tem-
perature and moisture conditions, coat the piston rods with clean oil, and turn the
engine while the circulating oil pump is running.

Repeat this procedure regularly in order to prevent corrosion attack on piston rods
and crankcase surfaces.

4.3 Turning

After restoring normal oil circulation, check the movability of the engine by turning
it one or more revolutions using the turning gear.

Before leading oil to the exhaust valve actuators, via the main lube oil
pump, check that air supply is connected to the pneumatic pistons of
the exhaust valves, and that the exhaust valves are closed.
See description 6645-0110.

4.4 Turbocharger

Mount the drain plugs, (or close the cocks) and re-fit the inspection covers.

Make sure that the turbocharger shafts do not rotate during engine standstill, as
the bearings may suffer damage if the shafts rotate while the lube oil supply is
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6645-0100-0003

stopped.
Description

4.5 Cylinder Lubricators

Check that all pipe connections and valves are tight.

7 (8)
 6645-0100-0003 MAN B&W

Press the ‘Lubricator Test Sequence’ button on the MOP and inspect that all
Checks During Standstill Periods

LED’s for feedback indication on the intermediate boxes are flashing. This indi-
cates that the lubricators are functioning correctly. If in doubt, dismantle the pipe
at the cylinder liner to observe the oil flow.
See description 6645-0260.

4.6 Air Cooler

With the cooling water pump running, check if water can be seen through the
drain system sight glass or at the small drain pipe from the water mist catcher.

If water is found, the cooler element is probably leaking. In that case the element
should be changed or repaired.

5 Laid-up Vessels

During the lay-up period, and also when preparing the engine for a long time out at
service, we recommend that our special instructions for preservation of the main
engine are followed.

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6645-0100-0003
Description

8 (8)
 MAN B&W 6645-0110-0004

General

Preparations for Starting

The following descriptions cover the standard manoeuvring system for the
ME/ME-C engine.

Since the manoeuvring and hydraulic system supplied for a specific

engine may differ from the standard system, ‘Plant Installation Drawings’
should always be consulted when dealing with questions regarding a spe-
cific plant.

See description 4245-0120 regarding correct fuel oil temperature before starting.

Regarding checks to be made before starting, when cylinders are out of operation,
see description 6645-0320.

1 Air Systems

▪ Drain water, if any, from the starting air system. See drawing 3455-0100.
▪ Drain water, if any, from the control air system at the receivers.
▪ Pressurise the air systems. Check the pressures.
See description 0545-0100. 'Safety Precautions'.
▪ Pressurise the air system to the pneumatic exhaust valves.

Air pressure must be applied before the lube oil pump is started. This
is necessary to prevent the exhaust valves from opening too much.
See description 6645-0100.

The exhaust valve activation is controlled by the FIVA valve. Each open and close
movement, performed by the exhaust valve spindle is measured by the ECS. The
actual mechanical delay is determined and used for the next activation. The ECS
tells whether the exhaust valve is open or closed. The exhaust valve must be
closed.

2 Lube Oil Systems

1. Start the lube oil pumps for:

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6645-0110-0004

- The engine
Description

- Turbochargers
If the turbochargers are equipped with a separate, built-in, lubrication system,
check the oil levels through the sight-glasses.
Check the oil pressures.
See description 7045-0100.

1 (4)
 6645-0110-0004 MAN B&W

2. Check the oil flow, through the sight-glasses, for:

Preparations for Starting

- Piston cooling oil

- Turbochargers
3. Check that the cylinder lubricators are filled with the correct type of oil.
See drawing 2255-0125.

If the regulation handle put on STAND-BY, the ECS automatically

initiates a prelubrication sequence, from the cylinder lubricators. When
the MOP is set in PREPARE START mode, the auxiliary blowes and the
cylinder prelubrication is started.

3 Cooling Water Systems

The engine must not be started if the jacket cooling water temperature
is below 20°C.

Preheat to minimum 20°C or, preferably, to 50°C.

See descriptions 6645-0130 and 6645-0170.
▪ Start the cooling water pumps.
▪ Check the pressures.
See description 7045-0100.

4 Slow-Turning the Engine

This must be carried out to prevent damage caused by fluid in one of the cylin-
ders.
Before beginning the slow-turning, obtain permission from the bridge.

Always carry out the slow-turning at the latest possible moment before
starting and, under all circumstances, within the last 30 minutes if it is
more than 30 minutes since last rotation and the engine is in STAND-
BY mode, at control room or bridge control, the slow turn is performed
automatically.

The slow turning device is standard on ME-engines, and the slow

turning follows item 4.1. However it is still possible to turn the engine
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6645-0110-0004

manually with the turning gear. See item 4.2.

Description

2 (4)
 MAN B&W 6645-0110-0004

4.1 Slow-turn with Slow-Turning Device

Preparations for Starting

1. Disengage the turning gear.
Check that it is locked in the OUT position.
Check that the indicator lamp for TURNING GEAR DISENGAGED turns off.
2. Regulating handle is put from FINISHED WITH ENGINE to STAND-BY.
3. Lift the locking plate of the main starting valve to the SERVICE position.
Check the indicator lamp.
– The locking plate must remain in the upper position during running.
– The locking plate must remain in the lower position during repairs.
4. Open the indicator valves.
5. Turn the slow-turning switch to SLOW-TURNING position.

All personnel must stand clear from the engine before starting the slow
turning sequence

6. Move the regulating handle to RUN position. Check to see if fluid flows out of
any of the indicator valves.
7. When the engine has moved one revolution, move the handle back to STOP
position.
8. Turn the slow-turning switch back to NORMAL position.
9. Close the indicator valves.

4.2 Slow-turn with Turning Gear

1. Regulating handle must be in FINISHED WITH ENGINE state.

2. Open the indicator valves.
3. Turn the engine one revolution with the turning gear in the direction indicated
by the regulating handle.
Check to see if fluid flows out of any of the indicator valves.
4. Close the indicator valves.
5. Disengage the turning gear.
6. Check that it is locket in the out position. Check that the indicatator lamp for
TURNING GEAR ENGAGED turns off. This is seen on the MOP-panel in the
control room.
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6645-0110-0004
Description

3 (4)
 6645-0110-0004 MAN B&W

5 Fuel Oil System

Preparations for Starting

Regarding fuel oil temp. before starting, see description 4245-0120.

▪ Start the fuel oil supply pump and circulating pump.
If the engine was running on heavy fuel oil until stop, the circulating pump is
already running.

Check the pressures and temperatures.

See description 7045-0100.

6 Hydraulic System. HPS - Hydraulic Power Supply

Start the electrical driven hydraulic pumps. This is done via the MOP in the control
room. The ECS states if the oil pressure is correct.

7 Miscellaneous

Check that all drain valves from scavenge air receiver and boxes to tank are open
and that test cocks are closed.
See drawing 5455-0100.

Set the switch for the auxiliary blowers in AUTO mode. The blowers will start at
intervals of 6 sec.

See the warning of scavenge air box fire due to incorrectly working
auxiliary blowers in description 6645-0290.

If the engine has been out of service for some time, starting-up is
usually performed as a quay trial.
Prior to this, it must be ascertained that:

1: The harbour authorities permit quay trials.

2: The moorings are sufficient.
3: A watch is kept on the bridge.

The engine is now ready to start.

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6645-0110-0004
Description

4 (4)
 MAN B&W 6645-0120-0002

1 Starting

Starting-up
Start the engine as described in MOP description.
See description 6645-0250.

If the engine has been out of service for some time, starting-up is
usually performed as a quay trial.
Prior to this, it must be ascertained that:

1: The harbour authorities permit quay trials.

2: The moorings are sufficient.
3: A watch is kept on the bridge.

2 Starting Difficulties

Starting Difficulties – See also Item 3,‘Supplementary Comments’

Difficulty Point Possible Cause Remedy
*1 Pressure in starting air receiver too low Start the compressors. Check that
they are working properly
*2 Shut-off valve for solenoid valves is Open the valve
Engine fails to turn closed
on starting air after *3 Valve on starting air receiver closed Open the valve
START order has
been given *4 No pressure in the control air system Check the pressure (normally 7 bar). If
too low, change over to the other
reducing valve and clean the filter
Points marked
with * are all moni- *5 Main staring valve (ball valve) locked in Lift locking plate to working position
tored by the ECS closed position
and an error
6 Main starting valve (ball valve) sticking/ Check the valve
report will occur.
failing
7 Spool in solenoid air valves sticking Overhaul the solenoid
8 Starting air valves in cylinder covers Pressure test the valves. Replace or
defective overhaul defective valves.
See description 6645-0170.
Engine does not 9 Propeller blades are not in zeropitch Set pitch to zero position.
reverse when (CPP-plants).
order is given.
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6645-0120-0002
Description

1 (5)
 6645-0120-0002 MAN B&W
Starting-up

Starting Difficulties – See also Item 3,‘Supplementary Comments’

Difficulty Point Possible Cause Remedy
10 Trigger/Marker signal missing. Check signal.
11 ‘Slow-turning’ of engine adjusted to Set the ‘Slow-turning’ adjustment
low. screw so that the engine turns as
Engine turns too slowly as possible without faltering.
slowly (or 12 ‘Slow-turning’ is not cancelled (auto- See the ‘Bridge Control’ instructions.
unevenly) on start- matic control).
ing air.
13 Main starting valve is not working Check valve.
properly.
14 Sticking slow-turning valve (valve not Check valve.
returned).
*15 Shut-down of engine (no rotation Check pressure and temperature.
Engine turns on present). Reset "shut-down".
starting air but *16 Fuel Oil Pressure Booster, sticking. Check Fuel Oil Pressure Booster.
stops after receiv-
ing order to run on *17 NC valves not functioning. Check NC valves.
fuel. *18 Fuel pressure missing (an error is Check fuel pressure.
reported in the ECS).
*19 Auxiliary blowers not functioning. - Stop the engine.
- Start the auxiliary blowers for 10 min.
- Slow-turn the engine by air.
- Start the engine.
*20 Scavenge air limit set at too high or Check level of scavenge air limiter.
Engine turns on too low level. Check the scavenge air pressure and
fuel, but runs
the exhaust gas pressure at the actual
unevenly (unsta-
load. Compare the pressures with
ble) and will not
testbed or seatrial observations.
pickup rpm.
21 Fuel filter blocked. Clean the filter.
*22 Too low fuel pressure. Increase the pressure.
*23 One or more cylinders not firing. Check suction valves.
See MOP-panel description.
If fault not found, check/change fuel
valves.
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Description

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 MAN B&W 6645-0120-0002

3 Supplementary Comments

Starting-up
Item 2, ‘Starting Difficulties’ gives some possible causes of starting failures, on
which the following supplementary information and comments can be given.

Point 1

The engine can usually start when the starting air pressure is above 10 bar. The
compressors should, however, be started as soon as the pressure in the starting
air receiver is below 25 bar.

Point 7

Examine whether there is voltage on the solenoid valve which controls the starting
signal.

If the solenoid valve is correctly activated or the engine is being manually control-
led, trace the fault by loosening one copper pipe at a time on the route of the sig-
nal through the system, until the valve blocking the signal has been found. The fail-
ure can be due to a defective valve, or to the causes mentioned under point 15.

Point 8

The testing procedure describing how to determine that all starting valves in the
cylinder covers are closed and are not leaking is found in description 6645-0170. If
a starting valve leaks during running of the engine, the starting air pipe concerned
will become very hot. When this occurs, the starting valve must be replaced and
overhauled, possibly replacing the spring. If the engine fails to start owing to the
causes stated under point 8, this will usually occur in a certain position of the
crankshaft.

If this occurs during manoeuvring, reversing must be made as quickly as possible

in order to move the crankshaft to another position, after which the engine can be
started again in the direction ordered by the telegraph.

Point 15

If the shut-down was caused by over-speed, cancel the shut-down impulse by

moving the regulating handle to the STOP position, whereby the cancellation
switch closes.

If the shut-down was caused by too low pressures or too high temperatures, bring
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6645-0120-0002

these back to their normal level. The shut-down impulse can then be cancelled by
Description

actuating the appropriate “reset” switch on the alarm panel.

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 6645-0120-0002 MAN B&W

4 Checks during Starting

Starting-up

Make the following checks immediately after starting:

The start/stop logic in the ECS has already, before start, checked that
the direction of rotation is corresponding to the telegraph order.
A live signal from the FIVA valves to the ECS states whether the
exhausts valves are operating correctly.
If an error occurs an alarm will occur.

Check 1: Direction of Rotation

Ensure that the direction of propeller rotation corresponds to the telegraph order.
The current direction of the propeller can be seen on the MOB screen.

Check 2: Exhaust Valves. - See that all exhaust valves are operating correctly.
Disengage the lifting/rotation indicators (If mounted) after checking the functioning.
Check that the slide valve spindles of the sealing air control units protrude through
the covers to ensure sealing air supply.

Check 3: Turbochargers
Ensure that all turbochargers are running.

Check 4: Circulating Oil

Check that the pressure and discharge are in order (main engine and turbocharg-
ers).

Check 5: Cylinders
Check that all cylinders are firing.

Check 6: Starting Valves & safety caps

Feel over the pipes. A hot pipe indicates leaking starting valve.

If a bursting disc of the safety cap is damaged due to excessive pressure in the
starting air line, overhaul or replace the starting valve which caused the burst, and
mount a new disc. If a new disc is not available immediately, turn the cover in rela-
tion to the cylinder, in order to reduce the leakage of starting air.

Mount a new bursting disc and return the cover to the open position at
the first opportunity.
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Description

See work card 3465-0201.

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 MAN B&W 6645-0120-0002

Check 7: Pressures and Temperatures

Starting-up
See that everything is normal for the engine speed. In particular: the circulating oil
(bearing lubrication and piston cooling), hydraulic oil pressure, fuel oil, cooling
water, scavenge air, and control air.

Check 8: Cylinder Lubricators

Make sure that all lubricators are working by checking the feedback signal on the
MOP. Follow the Alpha lubricator manual for checking and adjustment of the oil
feed rate.
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Description

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 MAN B&W 6645-0130-0002

1 Loading Sequence

Loading
Regarding load restrictions after repairs and during running-in, see check 10.

If there are no restrictions, load the engine according to this programme:

Is the cooling water temperature above 50°C?

YES ▪ Increase gradually to:

- FPP-plants: 90% of MCR speed
- CPP-plants: 80% pitch
▪ Increase to 100% speed/pitch over a period of 30 minutes
or more.
See drawings 6655-0115 and 6655-0120.

NO ▪ See table below.

Is the cooling water temperature between 20°C and 50°C?

YES ▪ Preferably, preheat to 50°C.

▪ If you start with a cooling water temperature below 50°C,
increase gradually to:
- FPP-plants: 90% of MCR speed
- CPP-plants: 80% pitch.
▪ When the cooling water temperature reaches minimum
50°C, increase to 100% of MCR speed/pitch over a period
of 30 minutes or more.
▪ The time it takes to reach 50°C will depend on the amount
of water in the system and on the engine load.
See drawings 6655-0115 and 6655-0120.

NO ▪ Do not start the engine.

▪ Preheat to minimum 20°C, or preferably to 50°C.
When 20°C, or preferably 50°C, has been reached, start
and load the engine as described above.
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6645-0130-0002

See description 6645-0110.

Description

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 6645-0130-0002 MAN B&W

2 Checks during Loading

Loading

Check 9: Feel-over Sequence

If the condition of the machinery is uncertain (e.g. after repairs or alterations), the
“feel-over sequence” should always be followed, i.e.:

A. After 15-30 minutes’ running on SLOW

(depending on the engine size).
B. Again after 1 hour’s running.
C: At sea, after 1 hour’s running at service speed.

Stop the engine, open the crankcase, and feel-over the moving parts listed below
(by hand or with a “Thermo-feel”) on sliding surfaces where friction may have
caused undue heating.

During feeling-over, the turning gear must be engaged, and the main
starting valve must be blocked.
Use of safety harness is recommended.

Feel:
▪ Main, crankpin and crosshead bearings,
▪ Piston rods and stuffing boxes,
▪ Crosshead shoes,
▪ Telescopic pipes,
▪ Thrust bearing / guide bearing,
▪ Gear wheels on hydraulic pump gearbox, and chains (on some ME-engines)
▪ Axial vibration damper,
▪ Torsional vibration damper (if mounted).

After the last feel-over, repeat 'check 2.1'as mentioned in description 6645-0100
'Oil Flow'' : "While the circulating oil pump is still running and the oil is warm, open
up the crankcase and check that the oil is flowing freely from all the crossheads,
crankpin and main bearings".
See description 6645-0300.

Check 10: Running-in

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For a new engine, or after:

Description

▪ Repair or renewal of the large bearings,

▪ Renewal or reconditioning of cylinder liners and piston rings, Allowance must
be made for a running-in period.
Regarding bearings: increase the load slowly, and apply the feel-over sequence,
see check 9. Regarding liners/rings: See description 2245-0100.

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 MAN B&W 6645-0140-0003

1 Running Difficulties

Running
Difficulty Point Possible Cause Remedy

Exhaust temperature 1 Increased scavenge air temper- See description 6345-0310

rises *) ature owing to inadequate air The chapter entitled ‘Evaluation of
cooler function. Records’, item 4, ‘Air Cooler Synop-
sis’.
2 Fouled air and gas passages. Clean the turbine by means of dry
cleaning/water washing. Clean the
blowers and air coolers.
a) All cylinders. See description 6345-0320.

Check the back pressure in the

exhaust gas system just after the T/C
turbine side. *)
3 Inadequate fuel oil cleaning, or See description 4245-0100 *)
altered combustion characteris-
tics of fuel.
Exhaust temperature 4 Defective fuel valves, or fuel *)
rises nozzles.
5 Leaking exhaust valve Replace or overhaul the valve. *)
6 Blow-by in combustion cham- *)
ber.
7 Falling scavenge air tempera- Check that the seawater system ther-
ture. mostat valve is functioning correctly.
8 Air/gas/steam in fuel system. Check the fuel oil supply and circulat-
ing pump pressures.
b) Single cylinder. Check the function of the de-aerating
valve.
Check the suction side of the supply
pumps for air leakages.
Check the fuel oil preheater for steam
leakages.
9 Defective Fuel Oil Pressure Repair the suction valve.
Booster (FOPB) suction valve.
10 Fuel Oil Pressure Booster Replace the fuel oil pressure booster
(FOPB) plunger sticking or leak- plunger/barrel.
ing. (an alarm will occur in the
ECS)
*) See description 6645-0310 in particular the fault diagnosing table.
Table 1: Running Difficulties – See also Item 2. ‘Supplementary Comments’
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Description

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 6645-0140-0003 MAN B&W

Running Difficulties (continiued)

Running

Difficulty Point Possible Cause Remedy

Engine r/min decrease 11 Exhaust valve sticking in open Replace the exhaust valve.
position.
(an alarm will occur in the ECS)
12 Oil pressure before fuel oil pres- Raise the supply and circulating pump
sure boosters too low. pressures to the normal level.
13 Air/gas/steam in the fuel oil. See point 8.
14 Defective fuel valve(s) or fuel oil Replace and overhaul the defective
pressure boosters. valve(s) and fuel oil pressure boosters.
15 Fuel index limited by torque/ See description 6345-0300.
scavenge air limiters in the ECS
due to abnormal engine load.
16 Water in fuel oil. Drain off the water and/or clean the
fuel more effectively.
17 Fire in scavenge air box. See description 6645-0290.
18 Slow-down or shut-down. Check pressure and temperature lev-
els. If these are in order, check for
faults in the slow-down equipment.
19 Combustion characteristics of When changing from one fuel oil type
fuel oil. to another, alterations can appear in
the r/min, at the same booster index.
Fuel index (MEP%) must be rectified
with the fuel quality, so that correct
MEP can be obtained.
20 Fouling of hull. See description 6345-0300.
Sailing in shallow water.
Smoky exhaust 21 Turbocharger revolutions do not Some smoke development during
correspond with engine r/min. acceleration is normal; no measures
called for.
Heavy smoke during acceleration:
Fault in ECS limiters setting.
22 Air supply not sufficient. See reference quoted under point 1.
Check engine room ventilation.
23 Defective fuel valves (incl. noz- See point 4, and description
zles). 6345-0340.
24 Fire in scavenge air box. See description 6645-0290.
Table 2: Running Difficulties (Continued) - See also Item 2. ‘Supplementary Comments
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Description

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 MAN B&W 6645-0140-0003

2 Supplementary Comments

Running
The previous paragraph, ‘Running Difficulties’ gives some possible causes of
operational disturbances, on which the following supplementary information and
comments can be given.

Point 5
A leaking exhaust valve manifests itself by an exhaust temperature rise, and a drop
in the compression and maximum pressures.

In order to limit the damage, if possible, immediately replace the valve concerned,
or, as a preliminary measure, cut out the fuel oil pressure booster.
See description 6645-0320.

Point 6
In serious cases, piston ring blow-by manifests itself in the same way as a leaking
exhaust valve, but sometimes reveals itself at an earlier stage by a hissing sound.
This is clearly heard when the drain cock from the scavenge air box is opened. At
the same time, smoke and sparks may appear.

When checking, or when cleaning the drain pipe, keep clear of the line of ejection,
as burning oil can be blown out.

With stopped engine, blow-by can be located by inspecting the condition of the
piston rings, through the scavenge air ports. Piston and cylinder liner become
black in the area of blow-by. Sludge, which has been blown into the scavenge air
chamber, can also indicate the defective cylinder.
See description 2245-0100.

Since blow-by can be due to sticking of unbroken piston rings, there is a chance
of gradually diminishing it, during running, by reducing the fuel oil pressure booster
index for a few minutes and, at the same time, increasing the cylinder oil amount. If
this is not effective, the fuel oil pressure booster index and the pmax must be
reduced until the blow-by ceases.

The pressure rise pcomp - pmax must not exceed the value measured on testbed at
the reduced mean effective pressure or fuel oil pressure booster index.
Regarding adjusting of pmax: See MOP description 6645-0250.

If the blow-by does not stop, the fuel oil pressure booster should be taken out of
service (with the engine stopped), or the piston rings changed. The load limit can
be reduced and the exhaust valve movement stopped individually on each cylin-
der, without stopping the engine.
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Running with piston ring blow-by, even for a very limited period of time, can cause
Description

severe damage to the cylinder liner. This is due to thermal overheating of the liner.
Furthermore, there is a risk of fire in the scavenge air boxes and scavenge air
receiver.
See description 6645-0290.

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 6645-0140-0003 MAN B&W

In case of severel blow-by, there is a general risk of starting troubles owing to too
Running

low compression pressure during the starting sequence.

Concerning the causes of blow-by, See description 2245-0100, where the regular
maintenance is also described.

Points 8 and 13
Air/gas in the fuel oil system can be caused by a sticking fuel valve spindle, or
because the spring has broken.

If a defective fuel valve is found, this must be replaced, and it should be checked
that no fuel oil has accumulated on the piston crown.

Points 10 and 14
If, to obtain full load, it proves necessary to increase an individual fuel booster
index by more than 10% (from sea trial value), then this in most cases indicates
that the fuel oil pressure booster is worn out. This can usually be confirmed by
inspecting the plunger. If the cut-off edge shows a dark-coloured eroded area, the
fuel oil pressure booster plunger/barrel should be replaced.

3 Check during Running

Check 11: Thrust Bearing

Check measuring equipment.

Check 12: Chain Tighteners (if applicable)

Check the chain tighteners for the moment compensators (if applicable). The com-
bined chain tighteners and hydraulic damping arrangements should be re-adjus-
ted, when the red-coloured part of the wear indicators is reached.
See work card 1465-0501.

Check 13: Shut Down and Slow Down

Check measuring equipment.

Check 14: Pressure Alarms (Pressure Switches)

General:
The functioning and setting of the alarms should be checked.

It is essential to carefully check the functioning and setting of pressure sensors

and temperature sensors.

They must be checked under circumstances for which the sensors are designed
to set off alarm.
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Description

This means that sensors for low pressure/temperature should be tested with falling
pressure/temperature, and sensors for high-pressure/temperature should be tes-
ted with rising pressure/temperature.

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 MAN B&W 6645-0140-0003

Checking:

Running
If no special testing equipment is available, the checking can be effected as fol-
lows:

a. The alarm pressure switches in the lubricating and cooling systems may be
provided with a test cock, by means of which the pressure at the sensor may
be decreased, and the alarm thereby tested.
b. If there is no such test cock, the alarm point must be displaced until the
alarm is given. When the alarm has thus occurred it is checked that the pres-
sure switch scale is in agreement with the actual pressure. (Some types of
pressure switches have an adjustable scale).

Then reset the pressure switch to the preselected alarm limit, which should
cause the alarm signal to stop.

Check 15: Temperature Alarms (Thermostats)

See also Check 14, ‘General’.

Most of the thermostatic valves in the cooling systems can likewise be tested by
displacing the alarm point, so that the sensor responds to the actual temperature.

However, in some cases, the setting cannot be reduced sufficiently, and such
valves must either be tested when the service temperature has been reached, or
by heating the sensing element in a water bath, together with a reference ther-
mometer.

Check 16: Oil Mist Detector

Check the oil mist detector.

Adjustment and testing of the alarm function is effected in accordance with the
instructions given on the equipment, or in the separate Oil Mist Detector instruction
book.

Check 17: Observations

Make a full set of observations, by means of the PMI-system. Check that pres-
sures and temperatures are in order.
See drawing 6355-0110 ' Performance Observations' and description 6345-0330.

Check the load distribution between the cylinders.

See description 6345-0310.
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Description

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 MAN B&W 6645-0150-0002

1 General

Preparations PRIOR to Arrival in Port

Scavenge port inspection
See description 2245-0100, regarding scavenge port inspection prior
to arrival in port.

1. Decide whether the harbour manoeuvres should be carried out on diesel oil or
on heavy fuel oil.
See description 4245-0120.

Change-over should be carried out one hour before the first manoeuvres are
expected.
See description 4245-0120.

2. Start an additional auxiliary engine to ensure a power reserve for the manoeu-
vres.

3. Make a reversing test (FPP-plants). This ensures that the starting valves and
reversing mechanism are working.

4. Blow-off any condensed water from the starting air and control air systems just
before the manoeuvres.
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Description

1 (1)
 MAN B&W 6645-0160-0002

1 General

Stopping
Always perform a stop manoeuvre before entering harbour/taking pilot on board to
state that the ECS is functioning as intended.
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6645-0160-0002
Description

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 MAN B&W 6645-0170-0002

1 General

Operations AFTER Arrival in Port

When the ‘FINISHED WITH ENGINE’ order is received in the control room:

1. Test the starting valves for leakage:

– Obtain permission from the bridge.
– Check that the turning gear is disengaged.

Next step is because a leaky valve can cause the crankshaft to rotate.

– Close the main air valve to the starting air distribution system.
– Open the indicator valves.
– Change-over to manual control from the LOP on the engine side.
– Activate the START button.

This admits starting air, but not control air, to the starting valves.

– Check to see if air blows out from any of the indicator valves.
In this event, the starting valve concerned is leaky.

If the cylinder is in BDC, detection can be difficult, due to air escaping

through the scavenge air ducts in the cylinder liner.

– Replace or overhaul any defective starting valves.

2. Lock the main starting valve in its lowest position by means of the locking
plate.
Engage the turning gear.
Check the indicator lamp.
Check that the valve to the starting air distribution system is closed.

3. Close and vent the control air and safety air systems.

Do not stop the air supply to the exhaust valve air cylinders, as air draught
through an open exhaust valve may cause the turbocharger shaft to rotate,
thus causing bearing damage, if the lube oil supply to the turbocharger is stop-
ped.

4. Wait minimum 15 minutes after stopping the engine, then:

Stop the lube oil pumps

Stop the cooling water pumps.
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This prevents overheating of cooled surfaces in the combustion chambers,

Description

and counteracts the formation of carbon deposits in piston crowns.

1 (2)
 6645-0170-0002 MAN B&W

5. Fuel oil pumps:

Operations AFTER Arrival in Port

Did the engine run on heavy fuel oil until STOP?

YES ▪ Stop the fuel oil supply pumps.

▪ Do not stop the circulating pumps.
▪ Keep the fuel oil preheated.
The circulating oil temperature may be reduced during engine
standstill.
See description 4245-0120 'Fuel Preheating when in Port'.

Cold heavy fuel oil is difficult or even impossible to pump.

NO ▪ Stop the fuel oil supply and circulating pumps.

6. Freshwater preheating during standstill:

Will harbour stay exceed 4-5 days?

YES ▪ Keep the engine preheated or unheated.

However, see description 6645-0110, item 3 and descrip-
tion 6645-0130, item 1.

NO ▪ Keep the engine preheated to minimum 50°C.

This counteracts corrosive attack on the cylinder liners dur-
ing starting-up.
▪ Use a built-in preheater or the auxiliary engine cooling water
for preheating of the engine.
See description 5045-0100 'Cooling Water System'.

7. Switch-off other equipment which need not operate during engine standstill.

8. Regarding checks to be carried out during engine standstill.

See description 6645-0100.
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Description

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 MAN B&W 6645-0180-0003

Engine Control System, 50 - 108 ME/ME-C Engines

Authorised personnel only!
Please note that access to the areas of the MOP computer behind the
user interface screens shown in the appendix of this manual, is
restricted to personnel authorised by MAN Diesel & Turbo.

Altering items in the restricted area of the MOP may result in engine
failure.

1 General
The Engine Control System (ECS) consists of a set of controllers.
See Drawing 7055-0150.

Briefly described, the functions of the controllers are:

EICU The Engine Interface Control Units handle the interface to external sys-
tems.
ECU The Engine Control Units perform the engine control functions: engine
speed, running modes and start sequence.
ACU The Auxiliary Control Units control the pumps of the hydraulic system unit
and the auxiliary blowers.
CCU The Cylinder Control Units control the ELFI/ELVA and FIVA valves, start-
ing air valves, and the ME cylinder lubricators.
SCU The Scavenge Control Unit controls both the Exhaust Gas Bypass (both
on/off as well as variable bypass) and VT- Variable Turbocharging.
(Optional)
MOP The engineers’ interface to the ECS.

Normal Working Sequence

The following is an example of how the control units of the ECS work together dur-
ing normal operation.

EICU

The EICUs receive navigational inputs from the control stations and select the
active station based on signals given by the ‘Remote Control’ system.
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6645-0180-0003

The main navigational command is the speed set point (requested speed and
Description

direction of engine rotation).

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 6645-0180-0003 MAN B&W

In the EICUs the raw speed set point is processed by a series of protective algo-
Engine Control System, 50 - 108 ME/ME-C Engines

rithms. These ensure that the speed set point from which the engine is controlled
is never harmful to the engine. An example of such an algorithm is the ‘Barred
speed range’.

Now the processed speed set point and the selected engine running mode
request are available via the control network to be used by the ECUs as a refer-
ence for the speed control and engine running mode control.

The two redundant EICU units operate in parallel.

ECU

The engine speed control requires that the amount of fuel is calculated for each
cylinder firing. The calculation made by the speed controller (ECU) is initiated in
relation to the crankshaft position, so that the execution is started just in time to
make the fuel injection. This is controlled by the tacho function.

The output from the speed controller is a ‘request for fuel amount’ to be injected
for the next combustion. This request is run through different protective algorithms
– the fuel limiters – and the ‘resulting amount of fuel command’ is produced.

Based on the algorithm of the selected engine running mode, the injection profile is
selected, the timing parameters for the fuel injection and exhaust valve are calcula-
ted and the pressure set point for the hydraulic power supply derived.

Based on the user input of fuel sulphur content, minimum feed rate etc., the result-
ing cylinder lubrication feed rate for each individual cylinder unit is calculated.

The resulting amount of fuel command, the requested fuel injection profile, the tim-
ing parameters and the resulting cylinder lubrication feed rate amount are all sent
to the CCU of the cylinder in question via the control network. Likewise, the
hydrulic pressure set point is sent to all ACUs.

For redundancy purposes, the control system comprises two ECUs operating in
parallel and performing the same task, one being a hot stand-by for the other. If
one of the ECUs fail, the other unit will take over the control without any interrup-
tion.

CCU

In appropriate time for the next firing, the CCU ensures that it has received new
valid data. Where after the injection profile start angle is set up using the tacho
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6645-0180-0003

function.
Description

On the correct start angle the injection is initiated and is controlled according to
the fuel amount command and the injection profile command.

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 MAN B&W 6645-0180-0003

When the injection is completed, the exhaust open and close angles are set up

Engine Control System, 50 - 108 ME/ME-C Engines

using the tacho function and the exhaust valve control signal is then activated on
the appropriate crank angles.

The cylinder lubricator is activated according to the feed rate amount received
from the ECU.

All of the CCUs are identical, and in the event of a failure of the CCU for one cylin-
der, only this cylinder will automatically be put out of operation. (Running with cyl-
inders out of operation is explained in Chapter 6645-0320).

SCU (Optional)

The Scavenging air Control Unit (SCU) is using either Variable Turbochargers (VT)
or Exhaust Gas Bypasses (EGB) for controlling the Scavenging Air Pressure. The
SCU is connected to the Engine Control System (ECS) network and receives the
estimated engine load and the measured scavenge air pressure from the ECS. The
SCU will put the estimated engine load into a scavenge air pressure table, and
send a setpoint to the Pscav controller. The Pscav controller will also receive a
feed back signal from the scavenge air receiver and then calculate a setpoint(%) to
the VT or EGB actuator.
For engines in service from 1st of november 2013 and onwards, the controlling of
the EGB valve position depends on the engine load. The operation of the EGB
valve will therefore not independent of how the ambient temperature change.

ACU

The ACUs control the pressure of the Hydraulic Power Supply system and the
electrical start-up pumps using the ‘Pressure Set point’ given by the ECUs as a
reference. Furthermore the start and stop of the auxiliary blowers are controlled
according to the scavenge air pressure.

The control of the auxiliary equipment on the engine is normally divided among the
ACUs so that, in the event of a failure of one unit, there is sufficient redundancy to
permit continuous operation of the engine.

MOP

The Main Operating Panel (MOP) is the main information interface for the engineer
operating the engine. The MOP communicates with the controllers of the ECS over
the Control Network. However, the running of the engine is not dependant on the
MOP, as all the commands from the local control stations are communicated
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6645-0180-0003

directly to the EICU’s/ECS.

Description

The MOP is located in the engine control room. It is a PC with a touch screen as
well as a trackball from where the engineer can carry out engine commands,

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 6645-0180-0003 MAN B&W

adjust the engine parameters, select the running modes, and observe the status of
the control system. A back-up MOP is also placed in the engine control room (see
Engine Control System, 50 - 108 ME/ME-C Engines

Chapter 6645-0190 for detailed MOP-description).

Control Stations

During normal operation the engine can be controlled from either the bridge, the
engine control room or the Local Operation Panel (LOP).

The LOP control is to be considered as a substitute for the previous Engine Side-
Control console mounted directly onto the MC-engine.

The LOP is as standard placed on the engine.

From the LOP, the basic functions are available, such as starting, engine speed
control, stopping, reversing, and the most important engine data are displayed.

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Description

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 MAN B&W 6645-0180-0003

2 Starting from LOP

Engine Control System, 50 - 108 ME/ME-C Engines

To start and run the engine from the LOP, some conditions have to be fulfilled.
Next to the LOP, a nameplate (containing the text, highlighted below) is placed.
The name plate comprises the conditions that have to be fulfilled before start.

In order to start/stop and operate the main engine from the Local
Operation Panel (LOP), Localcontrol must be selected as the active
control station. This is normally done via the request / acknowledge
facility of the Remote Control System. However, it is possible to over-
ride the normal change-over procedure by means of the ‘Forced Take
Command’ push button. Activating this button will force the control to
the local control station.

Before start, the hydraulic oil pressure must be higher than 150 or 205
bar, depending of the hydraulic system is at 200 or 300 bar. After shut
down, the pressure has to be rebuild which may take 60 - 120 sec-
onds.

To stop the engine: Activate STOP

(and reset shut down)

To start the engine: Change from STOP to START

If the auxiliary blowers are running, the Engine Control System will start
the main engine automatically without delay.

If the auxiliary blowers are stopped, the Engine Control System delays
the start until the auxiliary blowers are started and running. Then, the
Engine Control System will start the main engine automatically.
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Description

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 MAN B&W 6645-0182-0001

1 General

Troubleshooting Guide
If you encounter difficulties while operating the ME-engine, this guide can be useful
in solving the problems.

The information in this chapter will help you with:

1. Cylinder Components, Tests and Evaluation.

2. Test for Earth Failure in the ECS System.

1.1 Cylinder Components, Tests and Evaluation

This document describes the usage of troubleshooting diagrams and procedures.

The procedures only focus on cylinder components (excluding cylinder lubricating
components).

Cylinder Fault Diagram

The Cylinder Fault Diagram (CFD – pages 2 and 3 this section) describes the cor-
relation between system failures and symptoms (alarms and other known symp-
toms). The crosses in the diagram indicate the symptoms that can be generated
from a certain failure/ cause.

Cylinder Loop Test (flowchart)

The Cylinder Loop Test (CLT – pages 4 and 5 this section) is a description of a test
procedure. The CLT can isolate failures on cylinders where it is known that there is
an error.

The test categorises failures in: FIVA valve, FIVA sensor, cabling, MPC, exhaust
valve system, exhaust valve sensor, fuel plunger system, fuel plunger sensor and
hydraulics.

This makes reference to the below mentioned tests.

Please note that there are separate tests for different FIVA valve types.

Amplifier Test (flowchart)

The Amplifier Test (AT – page 6 this section) is a description of a test procedure.
The AT should be used to isolate failures in the amplifier loop if it is known that
there is an error.

The test categorises failures in: amplifier, power cabling, cabling to amplifier, FIVA
and MPC.

The test is only applicable on systems with Curtiss Wright FIVA valves.
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Sensor Chain Test (flowchart)

Description

The Sensor Chain Test (SCT - page 7 this section) is a description of a test proce-
dure. The SCT should be used to isolate failures in sensor chains where there is a
supervision alarm or another error.

The test categorises failures in: sensor, cabling, MPC.

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 6645-0182-0001 MAN B&W

1.1.1 Cylinder Components Failure Tree (CFD - Curtiss Wright FIVA)

Troubleshooting Guide

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Description

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1.1.2 Cylinder Components Failure Tree (CFD – MBD Parker FIVA)

Troubleshooting Guide
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Description

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1.1.3 Cylinder Loop Test (CW - FIVA)

Troubleshooting Guide

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Description

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1.1.4 Cylinder Loop Test (MD – FIVA)

Troubleshooting Guide
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Description

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 Description Troubleshooting Guide

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6645-0182-0001 6645-0182-0001

1.1.5 Amplifier Test (CW – FIVA)

MAN B&W

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MAN B&W

1.1.6 Sensor Chain Test

Description Troubleshooting Guide

6645-0182-0001
6645-0182-0001

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1.2 Test for Earth Failure in the ECS System

Troubleshooting Guide

1.2.1 Method 1
Fault isolation of an earth ground failure.
A certain and fast method (compared to method 2 below).
Precondition: The engine must be stopped and in FWE.

1. Disconnect the isolation monitor unit (e.g. Bender xxx) from the power supply.

2. Measure the current between ground (a non-isolated point of the engine or

ship steal structure) and 0 Volt, and ground and 24 Volt, respectively, by
means of an ampere meter (a multimeter in current mode) in serial with a 2
kOhm resistor. The measurement can practically be done either in the power
supply of the ECS or in the power distribution box on the engine. If any of the
currents are higher than 0.2 mA, the isolation to ground is too low. In a prop-
erly isolated system, the current will be lower than 0.2 mA.

3. Disconnect the power plugs (J1) (which disconnects both 0 Volt and 24 Volt)
for one MPC at a time until the MPC containing the isolation fault is found, i.e.
when the current drops below 0.2 mA.

4. The power plug to the MPC causing the isolation failure is connected again,
and the connectors for sensors and external signals are disconnected one at a
time, until either a sensor is found that causes the isolation failure, or all con-
nectors have been disconnected. Ground current must be checked as descri-
bed in Item 2 between 0 Volt and 24 Volt, respectively, while each connector is
disconnected.

5. If the isolation failure is located to a sensor, its cabling must be checked and
perhaps the sensor must be exchanged.

6. If the isolation failure is still present after all connectors to external signals are
disconnected, while the power connector is still connected to the MPC, the
failure is probably in the MPC, which must then be exchanged.

When the problem has been rectified, all connectors and plugs are reinstalled, and
the isolation monitor is reconnected. Check that the isolation monitor no longer ini-
tiates an alarm (note that failures might be present in more than one unit (MPC) at
a time).

1.2.2 Method 2
A certain but slow method.
Precondition: The engine must be stopped and in FWE. 1.
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1. Disconnect the power plug (J1) (which disconnects both 0 Volt and 24 Volt) in
Description

one of the MPCs .

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 MAN B&W 6645-0182-0001

2. Wait one minute - check the isolation value on the isolation monitor (e.g.
Bender xxxx) in power supply A. If the isolation value is still lower than 24

Troubleshooting Guide
kOhm (the alarm level), then repeat point 1 in the next MPC. In a properly iso-
lated system the isolation is higher than 100 kOhm.

3. Repeat point 1 and 2 for each MPC until the MPC containing the isolation fault
is found, i.e. when the isolation comes above 100 kOhm.

4. The power plug to the MPC causing the isolation failure is connected again.

5. One of the connectors (J2 - J85) for the sensors and external signals is dis-
connected.

6. Wait one minute - check the isolation value on the isolation monitor as in point
2.

7. Repeat point 5 and 6 for each of the connectors for external signals until either
a sensor is found that causes the isolation failure (the isolation comes above
100 kOhm), or all connectors have been disconnected.

8. As method 1 point 5 or point 6.

When the problem has been rectified, all connectors and plugs are reinstalled.
Check that the isolation monitor no longer initiates and alarm (note that failures
might be present in more than one unit (MPC) at a time).

1.2.3 Method 3
A faster, but uncertain method.
Precondition: The engine must be stopped and in FWE.

1. Disconnect the isolation monitor unit (e.g. Bender xxxx) from the power supply.

2. Connect a voltmeter between the 0 Volt and ground (a non-isolated point of

the engine or ship steel structure) and, if possible, another voltmeter between
24 Volt and ground. Alternatively one voltmeter must be connected alternately
between 0 Volt and 24 Volt. The measurement can practically be done either
in the power supply of the ECS or in the power distribution box on the engine.
When using this method both measured values should be within 10 - 16 V (+
or -) if the system has normal isolation to ground, while an isolation failure nor-
mally causes one of the measurement to be below 5 V and the other above 20
V.

3. The further procedure is similar to method 1 above, except that pin pointing of
the isolation fault is based on the voltage measurements being in the isolation
fault or normal range as specified in previous point 2.
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Description

When the problem has been rectified, all connectors and plugs are reinstalled, and
the isolation monitor is reconnected. Check that the isolation monitor no longer ini-
tiates an alarm (note that failures might be present in more than one unit (MPC) at
a time).

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1 Main Operation Panel (MOP)

MOP Description
The MOP is the Human Machine Interface (HMI), through which the Engine Control
System (ECS) and thus the ME engine is operated. The HMI is described in sec-
tions 6645-0240 through 6645-0280.

The MOP is basically a marine approved and certified PC with 24V - DC supply
and touch screen.

An actual installation comprises of two MOPs where both are placed in the engine
control room (ECR). Typically MOP A is placed in a console opposite the manoeu-
vring handle (the normal operation position) and MOP B on a desk. The two MOPs
are operationally fully redundant to each other. Though some of the more
advanced troubleshooting facilities are only available on MOP B. Normally only
MOP B has a keyboard connected.

1.1 Creating Screen Dumps

Creating screen dumps can be carried out on a MOP with an attached keyboard.
To create a screen dump go to the screen in question and, press the [Prt Scr] but-
ton on the keyboard to capture the screen. Press Crtl + Esc to gain access to the
windows menu and open a program like Wordpad or Paint and press Paste to
copy the screen dump into the program.

1.1.1 Description

MOP A has no keyboard or mouse. Both may optionally be equipped; a trackball

typically replaces the mouse.

A keyboard is essentially not required during normal engine operation and a virtual
keyboard is displayed in case textual input (e.g. password) is needed.

Instead of traditional use of a mouse, the operator touches the graphic elements
on the screen in order to interact with the ECS.

1.2 Service kit

The MOP comes with a service kit. The kit comprises of a CD-ROM drive (if not
build-in), a keyboard and a CD with the operating system, and is setup specifically
for this PC type.
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1.3 Issues to both MOP type

MOP Description

1.3.1 Ethernet connections

Only MOP B may be connected with an Ethernet connection to other systems

such as CoCoS-EDS. Special care must be taken when connecting to networks of
any kind to avoid virus and worms on the MOP. Connection to other systems is
illustrated on Drawing 6655-0125 fig 1.

1.3.2 Unauthorised software

DISCLAIMER: MAN Diesel disclaim responsibility for any event or condition that
originates from installation of unauthorised software. This includes, but is not limi-
ted to, virus.

To emphasize the disclamer, yellow stickers are placed at suitable places on the
MOPs.

If it is necessary to extract data from a MOP, it is recommended to use

the in-build CD-Rom burner, instead of a USB-stick.

1.3.3 Control Network

Each MOP is connected to the ECS by means of the Control Network that inter-
connects the nodes in the ECS. Control Network is implemented as two inde-
pendent networks for redundancy as shown on Drawing 6655-0190.

1.3.4 Maintenance

Normal PC maintenance tools and cleaning detergents apply.

1.4 Software Scope of Supply

There are three different types of software supplied with the ECS:

1.4.1 Operating System

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1.4.2 Engine Control System

Description

1.4.3 Service Parameters

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 MAN B&W 6645-0190-0007

This software is either stored on a set of CD-ROMs or on a pair of USB sticks. In

MOP Description
either case it is important that the software is stored in a proper place where it is
accessible and can be found on request. The recommended storage place is
together with the engine manual.

In case the software is stored on USB sticks these might be equipped with a
Read/Write selector. This switch should normally always be set to Read.

In addition to the above there will also be the following two types of software as a
part of the software supply:

1.4.5 CoCoS EDS

1.4.6 PMI software

1.4.7 Language Change (optional)

These last two types of software are not to be installed on the MOPs, but instead
on a separate PC (see Drawing 6655-0125 fig. 1). However having these pro-
grams running correctly is essential to achieving optimal performance of the engine
and ECS. Both of these programs include user manuals and instructions together
with their installation.

1.4.1 Operating System

The Operating System is the software that is used for the MOPs. This is an
embedded version of Windows XP. This is normally preinstalled by the MOP sup-
plier and delivered together with the MOP hardware.

1.4.2 Engine Control System

The Engine Control System is a set of applications installed on the MOPs that ena-
ble them to perform their main function, i.e. it turns them into the MOPs.

A very important aspect of the Engine Control System is the version (e.g.
“1008-4.1” or “0905-8.2”). It is critical that the version of the software stored on
USB/ CD-ROMs is the same version that is currently installed. The currently instal-
led version can be seen on the Version Screen on the MOPs (this screen is descri-
bed in more detail in Chapter 6645-0280).

Always ensure the version of the installed ECS matches the version of
ECS stored onboard.
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1.4.3 Service Parameters

MOP Description

The Service Parameters software functions of a backup in case of major system

failure. Normally it should not be used as the MOPs automatically store backup
versions of the parameters from the MPCs.

1.4.4 Use Cases for Software

The two normal use cases for the software stored onboard are:

A. The replacement of a MOP (by crew)

B. Service visit including update of parameters and/or ECS version

For case A (a new MOP) the Operating System will normally be preinstalled, so
when the MOP powers up it will seem identical to a standard Windows PC. The
task is then to install the Engine Control System.

This is done by inserting the software medium (USB or CD-ROM) into the PC and
then locating the correct setup file. There will normally be two options: “install_
mopA_XPE.bat” and “install_mopB_XPE.bat”. These are both placed on the same
CD-ROM/USB. It is important to select the script matching the MOP being instal-
led.

After successful completion of the installation (follow the on-screen instructions)

the MOP main application can be started using the “Start MOP” option in the Win-
dows Start menu.

After starting this application the MOP will automatically acquire configuration infor-
mation and parameter backups from the MPCs.

For case B (service visit where parameters and/or ECS version is changed) it is
important that the visiting service engineer ensures that the ECS version and serv-
ice parameters stored onboard are still correct. This either means supplying a new
set of CD-ROMs or updating the data on the USB stick (momentarily changing the
Read/Write selector to Write).

1.4.5 CoCoS EDS

This software is used for the data logging program that is collecting data from the
ECS. It is to be installed on the same PC that is running the PMI software.

Always ensure that this software is running correctly since this will greatly enhance
the options regarding troubleshooting and faultfinding available.
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Description

Since the CoCoS EDS interfaces to the ECS for data logging it is important to
ensure that the versions are compatible. For instance in case of an update of the
ECS, make sure that CoCoS EDS is also updated.

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The program DatGat is included with the CoCoS EDS software. This program is a

MOP Description
valuable tool for extracting data from the ECS for use during troubleshooting.
Instructions on how to use DatGat is included with the installation.

1.4.6 PMI Software

The PMI software comes in one of two versions: As minimum an offline version is
delivered with the ECS. Alternatively the engine may be equipped with PMI Auto-
tuning. In either case the PMI system is a valuable tool for performance measure-
ments and as a basic for engine adjustments.

1.4.7 Language Change (see Drawing 6655-0211)

On the "Operator" tab is it possible to change the language on the MOP. The flag
shown on the tab is the language which it is possible to shift to. This function is
optional.
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Description

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 MAN B&W 6645-0240-0007

1 HMI (Human Machine Interface)

Alarm Handling on the MOP

The HMI consists of four fixed areas always shown.
See Drawing 6655-0125 Fig. 2.

1. An Alarm Status Bar showing the oldest non-Acknowledged alarm and Alarm
status at the top of the screen.

2. A Navigation Bar at the right side of the screen.

3. A Toolbar at the bottom of the screen.

4. A Screen area (rest of the Screen)

The HMI operates with two password levels, which are Operator level and Chief
level.

Operator level:
From the Operator level is it not possible to set any parameters. It is for normal
operation and monitoring only.

Chief level:
In addition to the Operator level, this user level has privileges to set parameters
(setpoints, engine states and engine modes). A password must be supplied in
order to access Chief level.

There is no limit in the number of unsuccessful attempts to enter the correct pass-
word. The password is hard coded in the system and can therefore not be
changed.

2 Alarm System

The alarms on the MOP panel are all related to the Engine Control System.

On Drawing 6655-0125 fig. 1 is shown the ECS and the possibilities to communi-
cate with the ordinary alarm system, and the safety system. These three systems
are able to interact with each other i.e. in case of a slow down and a shut down.

The shut down and slow down can be divided into two kinds – cancellable and
non-cancellable.

If a cancellable shut or slow down occur the safety system will release an alarm
prewarning and after timeout of the prewarning periode activate the shut/slow
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6645-0240-0007

down.
Description

If a non-cancellable shut or slow down occur the safety system must release the
shut or slow down immediately.

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3 Alarm Handling
Alarm Handling on the MOP

Alarm handling is carried out from one of the following four screens

3.1 Alarm list

3.2 Event Log

3.3 Manual Cut-Out List

3.4 Channel List

These four Alarm Handling screens can be accessed via the secondary navigator
by pressing the “Alarms” button in the main navigator. When pressing this button,
the latest selected alarm screen will be shown on the screen. If no screen has pre-
viously been selected, the “Alarm List” is shown. The screen can then be changed
via the secondary navigator.

3.1 Alarm List (See Drawing 6655-0130)

The Alarm List contains the central facility of the Alarm Handling, allowing for dis-
play, acknowledgement and cut-out of raised alarms. Detailed alarm explanation
can be accessed for each of the alarm occurrences.

The alarms are displayed in chronological order, with the latest alarm at the top.

The Alarms might be grouped by the ECS if they are related to the same cause in
order to simplify the overview of the alarm list. The group can be expanded by
selecting a group and pressing the -/+ button on the toolbar. Not all alarms are
grouped.

If there are too many alarms to be displayed at the same time on the screen, the
remaining alarms can be accessed by pressing the Page-up/Page-down buttons
on the Toolbar.

Alarms presented in the alarmlist can be found in three states:

1. Alarm non acknowledged

2. Alarm acknowledged

3. Normal non acknowledged

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An alarm can only appear as "one line" in the alarm list. An acknowledged alarm
Description

going into normal or an alarm in the normal state being acknowledged, is immedi-
ately removed from the list.

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 MAN B&W 6645-0240-0007

Acknowledgement of a single alarm or all alarms is allowed on both levels (opera-

Alarm Handling on the MOP

tor or chief) from the “Ack“/“All” buttons on the toolbar at the bottom of the
screen. (When pressing “Ack“/“All” only the alarms visible on the screen are
acknowledged).

To see a detailed alarm explanation, press the relevant alarm line. The alarm line is
then surrounded by a thick blue line showing that it has been selected. By press-
ing the button “Info” on the Toolbar, a window will appear just above the Toolbar.
This window contains:

▪ Description
▪ Cause
▪ Effect
▪ Action

So the engineer is able to start troubleshooting on this particular alarm (The

detailed alarm explanation is removed by pressing the same “Info” button).

3.1.1 Alarm Line Fields, Colours and Symbols (See Drawing 6655-0130)

Each alarm line is divided into the following fields:

Ack. The acknowledgement status field of non-acknowledged alarms contains an

icon toggling between two states, alerting the operator of a non-acknowledged
alarm.

The status of the alarm can also be identified by the background colour as well as
the graphical identification in the Acknowledgement field on the Screen as shown
below.

Non-Acknowledged alarm in alarm state

Non-Acknowledged alarm in normal state

Transition from Non-acknowledge to acknowledge of an

alarm in alarm state
Acknowledged alarm in alarm state

Unacknowledged alarm is cut out

Alarm was previously unacknowledged in normal state. Now

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6645-0240-0007

the state is not available

Description

Alarm was previously unacknowledged in alarm state. Now

the state is not available

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Transition from Non-acknowledge to acknowledge of an

Alarm Handling on the MOP

alarm in normal state

Alarm is acknowledged in normal state, and in the process of
being removed from the alarmlist

At the upper right corner of the screen four small icons are shown which are (from
left to right):

Number of non-acknowledged alarms

Number of active alarms

Number of Manual Cut-out alarms

Number of invalidated channels

From the toolbar at the bottom of the Alarm List screen, alarms can be cut-out.
This feature is described in details in Section 3.3.

Description. This field contains the alarm text (e.g. »HCU oil leakage«)

Status. This field shows the status of the alarm as one of the following:

▪ Normal
▪ Alarm
▪ Low
▪ High
▪ Not Available
▪ Auto Cut-out
▪ Manual cut-out

ID. This field contains a unique alarm identity. (e.g. ECUA_010112). This ID must
always be used for reference and reporting.

Time. This field shows the time of the first occurrence of the alarm, no matter the
status changes. The time is shown in hours, minutes, seconds and 1/100 sec.
(e.g.[Link].56)
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3.2 Event Log (See Drawing 6655-0135)

Description

The event log can be used for viewing the history of events and to support the
operator in troubleshooting. Events stay in the log even after they have been

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 MAN B&W 6645-0240-0007

acknowledged and are no longer active. Alarms are logged with three events in the
Event Log. The events are Alarm, Normal and Acknowledged. There can be up to

Alarm Handling on the MOP

1 million events logged in the event log.

The events are stored in a database on the MOP’s hard disc with both local and
UTC time stamps. If more than 1 million events are logged, the oldest events are
discarded.

Each event (with the most recent event on top) is shown as a single line and each
event line is divided into the following fields:

ID Unit Tag. This field contains a unique event identity.

Date. This field contains the date of the event.

Time. This field shows the time of the event. The time is shown in hours, minutes,
seconds and 1/100 sec.

Description. This field contains the alarm text (e.g. »HCU oil leakage«).

Status. This field shows either Normal or Alarm.

MCo. Shows whether the alarm is Manual Cut-Out or not.

ACo. Automatic Cut-Out.

Ack. The alarm is acknowledged.

3.2.1 Searching for an Event From a Specific Date and Time or by Tag Number.

This feature can be helpful when extracting information to external parties or when
investigating an event.

When scrolling up or down on the Event Log screen is not sufficient, it is possible
to search for a specific event by tag number by pressing the button “Unit/Tag Fil-
ter”. When an alarm occurs, it is given a tag number that is stored together with
the alarm event. By writing this number in the dialog box and pressing “Apply” the
alarm event is shown on the screen.

Similarly, the button “Time Span Filter” sorting can be selected.

Enter the from/to date and time in the toolbar by using the popped up keyboard.
Press “Apply” to execute. Note that the entered time has to be in UTC time. As a
result the events, inside the selected timespan to the specified date and time, will
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6645-0240-0007

be selected and shown on the screen.

Description

From the button “Go to Time/Date”, events which took place at/on a specific time/
date can be displayed. Note that the entered time has to be in UTC time.

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When a filter is no longer needed, remember to remove it (by pressing the button
Alarm Handling on the MOP

again), otherwise it might seem like the event log is frozen and does not receive
new events.

3.2.2 Exporting the Eventlog

From the toolbar “Export Event Log”, displayed when the “Export” button is
pressed, it is possible to print a copy of the Event Log or make a back-up Dump
used for information to external parties or the engine crew themselves.

Should external parties ask for an Event Log record (for trouble shooting purpo-
ses), the Event Log record can be saved on a USB memory stick (or Hard Disc
Drive if no USB memory stick is available) as a zip file. Be aware of the risk of using
USB-sticks generally.

The file name will be: EventLog<DateTime>.zip when the file is saved on a USB-
memory stick.

(Is the Event Log dumped to a USB memory stick (or Hard disc Drive) the file name
will be: EventLogDump<DateTime>.zip).

In both cases the DateTime is the UTC time when the file was saved.

The USB memory stick (containing the zip file) can then be handcarried to the
ships mail PC and the zip file mailed to external parties for evaluation.

3.3 Manual Cut-Out List (See Drawing 6655-0140)

Manual Cut-Out of alarms may be used, for instance, if the engineer has observed
a failure of a sensor that is not detected automatically (see below) or if, for
instance, a Tacho pick-up is failing (the engine running on the redundant Tacho
system) and is continuously giving an alarm and cannot be replaced immediately.

Alarms are sometimes cutted-out automatically. Automatic cut-out may be used

by the system to suppress alarms which are unimportant in specific states, e.g.
when a sensor is invalidated by the operator.

The manually cut-out alarms are shown in a separate list, which can be accessed
from the navigation bar. The manual cut-out screen is in functionality equivalent to
the channel list screen. An alarm can be cut-out manually from the screens Alarm
List, Manual cut-out List or Channel list.

All alarm channels that have the status “Manual cut-out” are shown in the manual
cut-out screen.
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6645-0240-0007
Description

Removing (“Re-activating”) an entry from the Manual cut-out list is done by high-
lighting the alarm(s) involved on the screen and thereafter pressing the button
“Reactivate” in the toolbar.

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 MAN B&W 6645-0240-0007

3.4 Channel List (See Drawing 6655-0145)

Alarm Handling on the MOP

The channel list screen contains status information of all alarm channels within the
ECS, no matter the status of the individual alarm channel. As default, the alarm
channels are listed in tag-name alphabetic order. From the channel list screen, it is
possible to cut out (and re-activate) alarm channels.
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Description

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 MAN B&W 6645-0250-0006

1 Engine

Engine Operation
Engine operation and adjustment is carried out from one of the following five
screens:

1.1 Operation

1.2 Status

1.3 Process Information

1.4 Process Adjustment

1.5 Chief Limiters

Screens 1.1, 1.2 and 1.3 are related to engine start-up preparations and daily run-
ning, 1.4 and 1.5 are related to engine adjustments.

The operator can access these five operation and adjustment screens via the sec-
ondary navigator by pressing the Engine button in the main navigator.

On the screen, the displays which can be activated (i.e. pushed like a button) are
shown in 3-D graphic and the inactive displays are in 2-D graphic. Once activated,
the display is highlighted with a blue line at the outer circumference

1.1 Operation (See Drawing 6655-0150)

Operation is the main screen for control of the engine during voyage.

On this screen, “prepare start” can be performed and “slow turn” can be enabled
before start of the engine.

Drawing 6655-0150 shows the full screen. In the following, a detailed description
of the individual fields will be given.

1.1.1 Main State Field

The main state field contains 3 status fields indicating the current sub-telegraph
command states and the states of the engine.

The background colours on the graphics are specified as:

▪ Blue = Normal state

▪ Yellow = Warning state
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6645-0250-0006

▪ Red = Alarm state

Description

▪ Grey/dimmed = Not in use

The top field indicates the current sub-telegraph command state, which can be
one of the following:

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 6645-0250-0006 MAN B&W

▪ FWE (Finished With Engine)

▪ Standby
Engine Operation

▪ At Sea

The middle field indicates the states of the engine:

▪ (Blank)
- (engine is operative or blocked according to the sub-telegraph command
▪ Engine not blocked (with yellow background): if top field is in FWE condition,
and not all conditions are fulfilled.
▪ Engine not ready (with yellow background): if top field is Standby or At Sea,
and not all conditions are fulfilled.

The cause of the states “Engine not blocked” or “Engine not ready” can be seen in
the Status screen, drawing 6655-0155, in the field Start Conditions.

The bottom field indicates, via yellow or red warnings, why the engine is not ready:
▪ (Blank) (engine is ready and increased limiter inactive)
▪ Increased limiter (yellow) is shown when active, (and engine status is not FWE,
and neither Start Blocked or Shut down status is active). Increased limiter is a
warning condition.
▪ Start Blocked (red) is shown when active, (and engine status is not FWE, and
Shut down status is not active). Start Blocked is an alarm condition.
▪ Shut down (red) is shown when active. Shut down is an alarm condition.

1.1.2 Command [RPM]

The command indicator button contains six or eight status fi elds. Two fields high-
lighted, indicating the current active control station (Bridge, ECR or LOP) and the
actual speed command setting for each of the control stations. The actual selec-
ted control station is indicated by dark blue (normal selection) or yellow (take com-
mand) see below.

The Bridge Control and ECR stations are parts of the RCS (Remote Control Sys-
tem). Only one control station at a time is active.

The active control station is normally selected via the RCS request acknowledge-
system. However, the selection may be overridden from either the ECR or LOP by
the “take command” buttons, which are wired directly to the ECS (Engine Control
System) and situated on the control station panels.

If the active control station selection is inconsistent, the ECS keeps the last valid
active control station as the active station, until a new valid selection is available
(possibly a “take command”).
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6645-0250-0006
Description

In the event the “take command” signals from both the ECR and the LOP are
selected simultaneously, the LOP has first priority and is selected.

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1.1.3 RPM Fine Adjust

Engine Operation
By pressing the Command [RPM] button, a RPM Fine Adjust toolbar is displayed.
It allows the RPM setpoint to be adjusted in operator level. E.g. if the speed com-
mand setpoint is 83.8 RPM, it can be fine adjusted to 84 RPM. Moving the handle
will disable the fine adjustment mode.

RPM fine adjustment can only be performed in ECR Command mode.

1.1.4 Running Mode and Governor Mode

The engine running mode and governor mode buttons each contains a status field
indicating the current active running and governor modes.

Changing the running mode is done by pressing the running mode button. This
brings up a toolbar. On the toolbar, the current running mode is selected.

The running modes are typically Economy and Emission. However, additional
modes e.g (TC Cut Out) may be available. If only Economy mode is available, the
mode selection is not usable (dimmed).

The governor mode can be either RPM Control, Torque Control or Index Control.

Changing governor mode is done similar to changing running mode.

1.1.5 Governor Mode

The speed controller can be requested to calculate the fuel index according to var-
ious methods.

Each method is referred to as a ‘Governor Mode’, and they represent various tol-
erances for maintaining the engine speed equal to the set point during load and/or
set point variations.

For normal operation the following two modes are available:

▪ RPM control:
‘Speed’ mode - provides the most rigid speed control, leading to large fuel
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6645-0250-0006

index variations.
▪ Torque control:
Description

‘Torque’ mode – the speed control is dampened when the speed is close to
the required speed, providing speed control without large index variations, but
allowing larger speed variations.
A third mode exists for test purposes:

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▪ Index control:
‘Fixed Fuel Index’ Mode – A test mode where the index is kept constant as
Engine Operation

long as the speed is within a preset range. Only if the speed drifts outside this
range, will the speed controller become active and regulate the index.

It is not possible to adjust the performance when the engine is running

in Index control.

1.1.6 Pressure Indicators

The pressure indicators consists of a bar graph and a status field.

Both the bar graph and the status field indicate the actual pressure of the actual-
medium.

1.1.7 Auxiliary System Status Indicators

The system status indicators display information of the operation mode of the aux-
iliary systems controlled by the ME ECS. These are all indicators and do not allow
changing mode or status. Possible control is made on the panels for the actual
systems. Indicators are:
▪ HPS (Hydraulic Power Supply): Manual, Auto.
▪ Lubricator: Running Stopped, Prelube, LCD (Load Change Dependent) On.
▪ PTO (Power Take Off): Off, Request, Permit, Request (yellow and warning if a
parameter for switching on the PTO is not fulfilled).
Optional, only if the engine has PTO.
▪ Auxiliary Blowers represented by two status fields, one indicates the operation
mode, which can be Auto or Manual. The other indicates the current status of
the blowers, which can be Stopped, Starting, Running or Failed.
▪ Var. XBP (Variable Exhaust Gas Bypass): percentage open.
Optional, only if XBP is installed.
▪ On/Off XBP (Exhaust Gas Bypass): Open or Closed.
Optional, only if XBP is installed.
▪ VT ( See separate manual for Variable Turbocharging System).
Optional, only if VT is installed.
▪ WHR (Waste Heat Recovery) : Off, Allowed, Request, Request (with yellow and
warning) and Permission. The WHR Is ready for use when »Allowed« is
shown(see drawing 6655-0150).
Optional, only if WHR is installed
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1.1.8 Start Status Indicator

Description

The start status indicator consists of a single display, showing information on the
status of a start attempt.

The status shown can be one of the following:

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▪ Stopped
▪ Running

Engine Operation
▪ Repeated Start (yellow)
▪ Slow Turn Failed (red)
▪ Start Failed (red)

1.1.9 Speed [RPM]

The speed indicator consists of a bar graph.

The set point and the actual running speed of the engine are shown in the two dis-
plays above the graph.

The uppermost display is the speed command modifier. The speed modifier is a
function that may override the actual speed command and control the speed sys-
tem set point for the engine speed. When the function is active, the control mode
is shown in the Speed Indicator.

The available modes are:

Stabilizing The stabilizing modifier defines a speed set point that

ensures the starting of the engine.
Stop The stopped modifier sets the speed set point to zero.
Minimum Speed The minimum speed command modifier defines a minimum
speed set point during operation of the engine.
Maximum Speed The maximum speed command modifier defines a maximum
speed set point during operation of the engine.
Fixed Speed Set Fixed speed set is activated when running in pitch backup
mode from bridge (option for CPP systems).
Shut Down The shut down modifier sets the speed set point to zero.
Slow Down The slow down modifier sets the speed set point to a prede-
termined slow down level.
PTO The speed is kept higher than ordered to keep the shaft
generator connected during start up of the auxiliary engines.
Speed Ramp Increase of speed is limited by the ramp.
Load Program The load control modifier defines a maximum speed set
point that ensures the maximum fuel oil index limit is not
exceeded.
Barred Speed Indicates that the modifier has changed the preset from
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range * inside a barred range to either lower or upper limit of the

6645-0250-0006

ramp. The engine may have 0-2 barred speed range(s).

Description

RPM Fine Adjust The speed is being modified according to the setting
entered in the RPM Fine Adjustment toolbar on the Opera-
tion screen.

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Run Up/Down When the chief increases or decreases the speed set signifi-
Engine Operation

Prog. cantly, the engine speed follows predefined curves.

(Optional).
Chief Max Speed If the user is at Chief level, it is possible to define a Maximum
Engine Speed on the Chief limiter screen. See section 1.5
TC Cut Out If the TC Cut Out option is installed, the speed will be limi-
ted, when the engine is running in TC Cut Out Mode.
WHR The speed is kept higher than ordered to keep the shaft
generator connected during start up of the auxiliary engines.
* Barred Speed Range

If the function is used, the barred speed range(s) is marked on the side of the bar
graph. Most engines have two barred ranges and the ranges are identical in the
ahead and astern directions (FPP systems). When operating from ECR and Bridge,
the speed set is automatically kept outside these range(s).

1.1.10 Pitch Indicator

The pitch indicator is only shown on ships with CPP systems. (see drawing
6655-0150)

The pitch indicator consists of a label and a bar graph, indicating the current pitch
setting. The label uses + (plus) or − (minus) to indicate positive (forward) or nega-
tive (backwards) pitch. The bar graph is centred at 0 and positive and negative is
up and down, respectively.

The pitch indicator bar graph uses a pointed graph to underline the direction (sign)
of the current pitch.

1.1.11 Fuel Index Indicator [%]

The fuel index indicator consists of a bar graph and a set of status fields. The top
status field indicates the current effective or nearest limiter. The electronic governor
will limit the fuel index command according to the actual engine operating condi-
tions. If no limiter is currently active the nearest limiter is displayed on a light blue
background. When a limiter is active it is displayed on a dark blue background.

Available limiters are:

Start The start limiter defines a fixed amount of fuel to be used for
the first injections during start.
Chief The chief limiter defines a maximum amount of fuel to be
injected according to the settings done by the operator at
the screen Chief limiters.
Scavenge Air Pres- The scavenge air pressure limiter defines a maximum
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sure amount of fuel to be injected based on the actual scavenge

Description

air pressure, in order not to overfuel the engine.

Torque The torque limiter defines a maximum amount of fuel to be
injected according to actual engine speed. This is to ensure
that the engine torque does not exceed recommended lev-
els.

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Hydraulic Power The hydraulic power supply pressure limiter defines a maxi-

Engine Operation
Supply mum amount of fuel oil to be injected according to actual
hydraulic power supply requirements, in order to ensure that
the hydraulic pressure does not drop below a minimum
operation limit.
TC Cut Out If the TC Cut Out option is installed, the fuel index will be
limited, when the engine is running in TC Cut Out Mode.

Below the limiter status field is a set of dynamic labels displaying the actual fuel
index and the current fuel index limit.

1.1.12 Prepare Start Button

The prepare start function is normally to be activated before start if the engine has
been stopped for some time. Pressing the button will start the cylinder pre-lubrica-
tion and the auxiliary blowers (if stopped).

When pressed, the button will stay down until the procedure is completed. If the
engine has not been started within a certain time, the auxiliary blowers will auto-
matically stop.

The command is available only when the engine is stopped and the prepare start-
procedure is not running.

1.1.13 Slow Turn Button

Manual slow turn is used during preparations before start of the engine, and is nor-
mally to be used with the indicator cooks open. Slow turn is used for visual inspec-
tion of the blow out. When the button is selected, the engine is operated on start-
ing air through the slow turn valve as long as the control handle is activated. If a
manual prepared start has not been executed, the system will automatically per-
form one.

1.1.14 Auto Button

The auto button is pressed when start preparations are completed, and the engine
has to be started. When selected the engine will perform a normal automatic start.
If a manual prepared start has not been executed, the system will automatically
perform one.

1.1.15 Air Run Button

The air run button function is only available in Chief level.

The air run button can be used in the following situations:

When checking the Tacho system (test), starting air valve test and after mainte-
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6645-0250-0006

nance (and after check with the turning gear) to check the function and movement.
Description

Air run function is similar to the slow turning, except that the main starting valve is
open and the engine is running faster (still without fuel injection).

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 6645-0250-0006 MAN B&W

Slow Turn and Air Run are activated when the handle is in “run” position. This will
rotate the engine until the handle is set to »stop« (or the engine is started by press-
Engine Operation

ing the Auto button).

1.2 Status (See Drawing 6655-0155)

The engine status screen provides extended engine information specifically for use
when changing the status of the engine, i.e. in the process from FWE to standby
state or vice versa.

1.2.1 Main State Field

The main state field shows exactly the same information as the main state field in
the operation screen view, drawing 6655-0150. For detailed explanation, see 1.1.1
Main State Field, page 1 in this chapter.

1.2.2 Start Conditions

The Start Conditions field is a status list, showing if the engine is in the intended
state (FWE or [Link]/at sea). The conditions shown in bold must be fullfilled before
the intended state can be obtained.

If a condition is shown with a green check mark, the condition is in accordance

with the intended state.

If a condition is shown with a red background and a white exclamation mark the
engine is not ready for starting.

If the condition is not relevant the background is dimmed, but a check mark or
exclamation mark will still indicate the status of the condition.

The possible status indications of each field are listed below:

▪ Main Starting Valve in service position (Standby or At Sea)
Yellow, when main starting valve is not in service position.
Green, when main starting valve is in service position.
▪ Main Starting Valve Blocked (FWE)
Yellow, when main starting valve is not blocked.
Green, when main starting valve is blocked.
▪ Starting Air Distribution System in service (Standby or At Sea)
Red, when Starting Air Distribution system is blocked.
Yellow, when Starting Air Distribution system is not in service.
Green, when Starting Air Distribution system is in service.
▪ Starting Air Distribution System blocked (FWE)
Yellow, when Start Air Distribution system is not blocked.
Green, when Start Air Distribution system is blocked.
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6645-0250-0006

▪ Starting Air Pressure (Standby or At Sea)

Description

Red, when starting air pressure is below level for bridge start.
Green, when OK.

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▪ Control Air Pressure (Standby or At Sea)

Red, when control air is vented.

Engine Operation
Yellow, when control air pressure is low.
Green, when control air pressure is OK.
▪ Control Air vented (FWE)
Yellow, when control air is not vented.
Green, when control air is vented.
▪ Turning Gear disengaged (Standby or At Sea)
Red, when turning gear is not disengaged.
Green, when turning gear is disengaged.
▪ Auxiliary Blowers (Standby or At Sea)
Red, when blowers are not operational.
Green, when blowers are operational.
▪ Hydraulic Power Supply (Standby or At Sea) (Start-up pumps)
Yellow, when HPS is not OK. (e.g. in manual mode)
Green, when HPS is OK.
▪ Hydraulic Pressure (Standby or At Sea)
Red, if pressure is too low.
Green, if pressure is OK.
▪ Zero Pitch before starting (Standby or At Sea) (CPP systems only)
Red, if pitch is not zero before starting.
Green, if pitch is zero before starting.

1.2.3 Start Air

The starting air pressure indicator displays the system starting air pressure contin-
uously.

1.2.4 Turning Gear

The field shows either Engaged or Disengaged.

1.2.5 Control Air Pressure

The control air pressure indicator displays the system control air pressure continu-
ously.

1.2.6 Blowers

Shows the status of the auxiliary blowers, which is either:

▪ Stopped
▪ Running
▪ Starting
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▪ Failed
Description

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1.2.7 Hydraulic Oil

Engine Operation

The hydraulic oil pressure indicator displays the system hydraulic oil pressure con-
tinuously.

1.2.8 Crankshaft

Shows the current position of the crankshaft when turning the engine (for mainte-
nance purposes) with the turning gear, and allows checking of the position in case
of malfunction of starting air valves.

1.2.9 Pitch Start Blocking Indicator (CPP Systems Only)

On the pitch start blocking indicator, it is possible to cancel the start blocking.
(This could be relevant if the engine is stopped with the pitch in ahead or astern
position, and return to zero is not possible due to failure).

Cancel of start blocking can only be performed from Chief Level. When blocking is
cancelled this is shown with the text “Blocking Cancelled” on a red background.

1.2.10 Start Status Indicator

The start status indicator consists of a single field containing information on the
current start status.
Three successive start attempt failures or a slow turn failure will cause Start –
Blocked. The below conditions are indicated in the start status indicator:
▪ Stopped
▪ Running
▪ Repeated Start (warning)
▪ Slow Turn Failed (alarm)
▪ Start Failed (alarm)

1.2.11 Details

Pressing this button will display the individual readings of the Start Air, Control Air
and Crank Shaft sensors.

1.2.12 Pneumatic Diagram

In addition to the information described above the screen contains a stylish dia-
gram of the pneumatic starting and control air system. The diagram is intended to
indicate the functionality of the system. For a specific engine, further details can be
found in the plant installation drawings supplied by the engine builder.
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6645-0250-0006
Description

The pilot valves A, B and Slow Turning, can and must be activated to test that the
main starting valve and the slow turning valve open and the tightness of the start-
ing air valves in the cylinders. (This test is performed regularly with stopped engine,
see Chapter 6645-0100).

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Pressing the field, encircling the pilot valves, opens a tool bar from which activation

Engine Operation
of the pilot valves is possible.

1.3 Process Information (See Drawing 6655-0160)

This screen gives the user a quick overview of the possible limiters/governors
used. The screen always shows the values currently in use.

It is important to realise that the values on a light blue background (e.g. Pcomp/
Pscav ratio or Estimated Engine Load) are set points or estimates, where as those
on a dark blue background (e.g. Speed Actual or Hyd. Oil Actual) are actual meas-
urements. Due to the inherent difficulties of estimating process values there will
often be some deviations between the set points and the values that can be meas-
ured using e.g. PMI equipment.

1.3.1 Running Mode

This field is the same as described in 1.1.4 - Running Mode and Governor Mode
Field.

An engine running mode is based on an algorithm which continuously determines

the fuel injection and exhaust parameters that influence the cylinder process. By
controlling the cylinder process (maximum cylinder pressure, compression ratio
and blow back), fuel efficiency and emissions can be controlled to a certain extent.

For the ME engine, several running modes may exist. These contain different algo-
rithms, and provide various fuel efficiency and emission characteristics. The run-
ning modes are commissioned during test bed running.

1.3.2 Speed Control

This field is the same list of speed modifiers described in Section 1.1.9 Speed Indi-
cator.

The Index Limiter field is the same list of index limiters described in Section 1.1.11
Fuel Index Indicator.

1.4 Process Adjustment (See Drawing 6655-0161)

ECS offers two methods for adjustment of the combustion process:

- Auto Tuning for easy tuning of the cylinder pressures for best engine perform-
ance

- Manual adjustment of process offsets for cylinder pressures and FO quality

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Auto-tuning is described in section 1.4.1. For detailed information and use of auto-
Description

tuning is referred to the “PMI Auto-tuning, Operation, User’s Reference Guide”,

included in the PMI installation.

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Auto-tuning functions are available only for engines for which the PMI
Engine Operation

Auto-tuning option has been selected.

Manual adjustment of process offsets is described in section 1.4.2 and is intended

for engines equipped with PMI Offline or for adjusting cylinder pressures during
operating conditions that do not allow for auto-tuning.

1.4.1 Auto Tuning (Optional)

Auto-tuning reduces the workload required for operating the engine continuously
at the design conditions, according to the actual running mode and engine load
ordered by ME-ECS. Auto-tuning covers adjustment of maximum, compression
and mean indicated pressures and is made available as “continuous auto-tuning”
(fully automatic) and as “user-controlled auto-tuning” (each auto-adjustment ses-
sion commanded by the operator).

Auto-tuning Status
With following conditions fulfilled:
▪ Index is stable: Engine is in steady state operation, indicated by a stable gov-
ernor index
▪ Index is sufficient: Index is above minimum required level (app. 25% load, can
be plant dependent )
▪ Sensor values: Valid sensor values are available from the PMI auto-tuning sys-
tem and deviation between cylinders as well as towards the reference are not
too large
The functions for auto-tuning are available, informed in the status bar as “Tuning
allowed” (green).
If one or more conditions are not met, the status bar will display “Tuning not availa-
ble”, and indicate the reason here fore (yellow or red).

Continuous Auto-tuning

With continuous auto-tuning selected by the operator, the mean pressure level will
automatically be adjusted in order to minimise the deviation between ordered and
measured mean value. The continuous function is only active if the above condi-
tions are fulfilled and will adjust only within narrower limits than available to manual
adjustment. The adjustment offsets applied by the continuous function are dis-
played in the lower right corner of the “Mean” field.

Continuous P-Comp
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6645-0250-0006

The mean pressure level will automatically be adjusted in order to minimise the
Description

deviation between ordered and measured mean value. The continuous function is
only active if the above conditions are fulfilled and will adjust only within narrower
limits than available to manual adjustment. The adjustment offsets applied by the
continuous function are displayed in the lower right corner of the “Mean” field.

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User-controlled Auto-tuning

Engine Operation
The cylinder pressures are automatically adjusted once, each time the operator
presses the command button in the toolbar. This is available for adjusting either
the engine balance or the mean pressure level:
▪ Balancing
By pressing the “Deviation” field ... The operator can command an auto-bal-
ancing, that will balance the engine in respect to one or all of the key parame-
ters Pmax, Pcomp or Pi.
▪ Mean Deviation
The operator can command an auto-mean deviation adjustment. The result will
be a minimised deviation between the ordered and the actual mean pressure.
This function should be used when de viation is larger than allowed to be
adjusted automatically by the continuous auto-tuning function.

The user-controlled mean deviation function is intended only for

adjustments in relation to fuel property changes, and only when engine
is running above Pmax Break Point. Executed at lower loads, it is
required for safe engine operation to check the maximum pressures
and re-adjust if necessary when engine load is increased.

Applying an offset in Pmax at low load (<BP), may lead to too high
Pmax at high engine loads.

1.4.2 Manual Adjustment of Process Offsets

The cylinder pressures can be adjusted by manually setting the corresponding

process offsets for control of fuel injection timing and exhaust valve closing time.

Cylinder load

From the “Cylinder load” tab, the operator can adjust the load limit on any cylinder,
adjust the load balance as well as cut out one or more cylinder units, however only
at Chief level. Before taking a cylinder out of operation the restriction in chapter
6645-0320 in the Operation Manual must be taken into consideration.
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6645-0250-0006
Description

Cylinder pressure

From the “Cylinder pressure” tab, the operator can manually adjust Pmax level and
balance, Pcomp-Pscav ratio and exhaust valve open timing.

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 6645-0250-0006 MAN B&W

The “Pmax offset all” function is intended used when engine is running
Engine Operation

above Pmax Break Point. Executed at lower loads, it is required for

safe engine operation to check the maximum pressures and re-adjust
if necessary when engine load is increased.

Applying an offset in Pmax at low load (<BP), may lead to too high
Pmax at high engine load

1.4.3 Fuel Quality

On this screen a function for in- or decreased fuel oil index for all cylinders (FQA =
Fuel Quality Adjustment) is available, e.g. in case of changed fuel quality. The spe-
cific calorific value and fuel oil density must be checked in the actual fuel oil specifi-
cation delivered with the fuel samples at bunkering.

When entering new bunker values the ME system will suggest a new value for Fuel
Quality Offset. The ‘Suggested Fuel Quality Offset’ does not influence the engine in
any way. In order to change the actual running conditions it is necessary to
change the ‘Applied Fuel Quality Offset’. Adjusting the ‘Applied Fuel Quality Offset’
is required in order to make sure that the internally calculated ME-ECS load (as
displayed on the process information screen, see drawing 6655-0160) corre-
sponds to actual engine load (as estimated by e.g. PMI equipment).

Ensuring this match in internal and external power estimation is an important

aspect of getting correct functioning of the ME system.

The ‘Suggested Fuel Quality Offset’ is a good starting point for finding the correct
‘Applied Fuel Quality Offset’ however the final value must be found in an iterative
process where internal load estimation and external load estimation are compared
and ‘Applied Fuel Quality Offset’ is adjusted.

Mismatch between internal and external load estimation can give rise
to a wide range of problems. Including, but not limited to, too
restrictive fuel index limiters, wrong cylinder pressures and wrong CLO
usage.
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6645-0250-0006
Description

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1.5 Chief Limiters (See Drawing 6655-0162)

Engine Operation
This screen gives the engineer the opportunity to set the following parameters:
1. Maximum Engine Speed.
2. Manual limitation of index at all cylinders.
3. Cut Out of one or more cylinders.
Additionally the states of all HCU can be seen, and it is possible to reset HCU rela-
ted failure if needed. HCU failure can only be reset when the rpm is below 50 rpm.

In Chief Index Limit [%] press down the cylinder bar graph involved. A tool bar at
the bottom of the screen allows the operator to limit fuel injection on the chosen
cylinder. When the cylinder is to be reenabled, the bar graph of the cylinder
involved is pressed down and the fuel injection is raised to the previous value using
the arrows on the tool bar followed by [apply].

Stopping an exhaust valve must only be performed when the scavenge

air pressure is below 0.9 bar.
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Description

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 MAN B&W 6645-0260-0007

1 Auxiliaries

Auxiliaries
The Hydraulic System, Scavenge Air and Cylinder Lubrication are monitored in the
Auxiliaries main navigator.

From each menu, the operator can control and monitor these systems.
The screens are:

1.1 Hydraulic System

1.2 Scavenge Air, also including WHR, VT and Exhaust Gas by-pass if these are
installed.

1.3 Exhaust Gas Bypass and VT System (engine dependent)

1.4 Cylinder Lubrication

1.1 Hydraulic System (See Drawing 6655-0175)

This screen shows a simple schematic drawing of the HPS (Hydraulic Power Sup-
ply). The screen shows from three to five engine-driven pumps (depending on
engine layout) and two electrically driven start-up pumps. A bypass valve from
pump pressure side to suction side is also shown.

EL-HPS: On some plants the main HPS pumps are not engine-driven but instead
electrically driven (EL-HPS). In this case there will be no start-up pumps or bypass
valve. Apart from that the following description is valid also for EL-HPS, just ignore
the word ‘engine-driven’.

If, for some reason, control signal to an engine-driven pump is lost, the pump
swash plate is deflected to 100% in ahead direction. Thereby ensuring adequate
hydraulic power for running ahead.

On engines with 4 or 5 engine-driven pumps, pump 4 is controlled from

ECUA and pump 5 is controlled from ECUB
See drawing 7055-0150.

The following buttons can also be activated directly from the screen in Chief level:
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6645-0260-0007

▪ HPS Mode
Description

▪ Pump Torque Limiter

▪ Set Point
▪ Bypass

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1.1.1 HPS Mode

Auxiliaries

Pressing the HPS Mode button activates a toolbar at the bottom of the screen. At
Chief level, it is possible to switch between Auto and Manual mode.

In Auto mode it is possible to perform the following commands (both Operator and
Chief level)

1. Select one of the electrically driven pumps as master.

2. Select one of the engine-driven pumps as pressure controlling pump.

In Manual mode (Chief level) the additional command features are:

1. Adjustment of the current hydraulic pressure set point (see Section 1.1.3 in
this Chapter).
2. Operate engine-driven pumps bypass valve using either ACU1 or ACU3
(Bypass valve to be tested for movement every 6 months, at stopped engine,
see 1.1.5 in this Chapter).
3. Start/stop of the electric start-up pumps.

1.1.2 Pump Torque Limiter

In this field, it is possible to cancel the Pump Torque Limiter. (Chief-Level)

The torque limiter has two functions:

1. The total torque to the engine-driven pumps must not exceed a level that can
harm gear and chain. Hence, to protect gear and chain, the sum of the swash
plate positions must not exceed a predefined value. (Engine specific).
2. To protect the individual pumps from breakdown or damage.

By pressing the Pump Torque Limiter field, a toolbar will appear, where the limiter
can be either activated or cancelled. (Cancellation of the limiter will raise an alarm
on the MOP).

When the limiter is cancelled, the electrically controlled swash plates in the pumps
are allowed to deflect to the mechanical limitation, if the need is there. (When the
limiter is active, they are only allowed to deflect to an electrically controlled maxi-
mum position).

1.1.3 Set Point and Hydraulic Oil

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Adjustment of the oil pressure set point can be done from the Set Point display,
where the actual set point is always shown. The engine must be running. The
Description

actual oil pressure is shown at the display as Hydraulic oil

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Adjustment of the Set Point (Chief level and manual mode) is only

Auxiliaries
intended as an option in test or failure situations.

As default, the normal operating pressure is in the 200-300 bar range and is set at
commissioning. The engine shutdown level is approximately 140 - 180 bars, also
set at engine commissioning. Both the operating pressure and the shutdown pres-
sure is engine dependent.

The pressure set point is only relevant for the engine-driven swash plate pumps,
as the pressure of the start-up pumps is limited via mechanical adjusted pressure
limiting valves. The start-up pumps are automatically stopped or startet as nee-
ded.

1.1.4 Double Pipe ( Engine dependent )

This display shows the pressure in the outer pipes of the high pressure double
pipes. Normally, this pressure should be in the 0-10 bar range, depending on the
specific engine layout. See chapter 4545-0150 for more details of the hydraulic
system.

1.1.5 Bypass Valve

On the main pressure line from the engine-driven pumps, a bypass valve is instal-
led.

At normal running with HPS mode in “Auto”, the bypass will open in the event of
shutdown of the engine (wind milling can occur). This ensures oil return to the suc-
tion side of the pumps and thereby avoids cavitation and unintended wear on the
pump parts.

Also, if the shutdown is due to a leakage at the high pressure side, and the engine
keeps turning due to wind milling, the amount of oil spilled can be reduced by
leading the oil back to the suction side.

By checking the valve manually, it is ensured that the valve is working properly.
(The valve is to be checked manually every 6 months.) See chapter 6645-0100.

The bypass valve is tested at engine still stand, in Chief level and the HPS mode in
manual. For redundancy reasons the bypass valve is controlled both via ACU1 and
ACU3.
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1.2 Scavenge Air (See Drawing 6655-0180)

Description

The scavenge air screen contains information and controls for monitoring and
operating the auxiliary blowers, exhaust gas bypass and VT System. (engine
dependent).

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By pressing the “Details” button, indication of the current scavenge air pressure is
Auxiliaries

shown for each individual scavenge air sensor.

The blowers are normally operating in Auto mode. Operating conditions are:

The blowers are started when :

▪ “Prepare start” button is pressed (Operation Screen)

▪ Manoeuvring handle is moved to start position, prompting the system to per-
form an automatic prepare start (engine start is delayed until blowers are run-
ning and pressure is correct)
▪ Engine is running but the scavenge air pressure is below a certain value (e.g.
during manoeuvring)

The blowers are stopped when

▪ Engine is shut down

▪ The current sub-telegraph command state is moved to FWE position
▪ 10 minutes after engine has been stopped (adjustable)
▪ Engine is running and the scavenge air pressure is above a specified level
▪ After prepare start if no start has occured within the pre-determined time

If a switch to manual operation is required, this is done by pressing the “Blowers

Mode” push button (see drawing 6655-0180). By pressing the individual blower 3D
display at chief level and manual mode, it is possible to start or stop the individual
blower.

The screen contains 2 to 5 blowers, depending on the engine layout. The state of
each blower is shown. Status is either stopped, starting, running or failed.

Manual operation of the blower is mainly intended for use during fault-
finding and test situations. Selecting Manual Mode will therefore also
raise an alarm on the MOP.

1.3 Exhaust Gas Bypass and VT System (engine dependent)

Monitoring of the Exhaust Gas Bypass Systems and VT System is performed from
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6645-0260-0007

the Scavenge Air screen.

Description

The actual positions and settings of the on/off bypass, the variable controlled
bypass valves and VT System are always shown on the screen.

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By pressing the “Bypass Mode” push button (chief level), the bypass valve modes

Auxiliaries
can be changed between automatic and manual.

In manual mode (chief level), the variable controlled bypass valve can be opened /
closed or set to the angle desired.

In manual mode (chief level), the on/off bypass can be opened or closed.

For a detailed description of the VT System and Exhaust Bypass System see sep-
arate manuals.

1.4 Cylinder Lubricators (see Drawing 6655-0185) ME Lube

The ME lube Control System provides the operational monitoring and control of
the ME cylinder lubrication plant which lubricates the cylinders in the ME type
engine.

The following displays can be monitored:

1.5.1 Flow (l/h)

1.5.2 Basic Feed Rate (g/kwh)

1.5.3 Actual Feed Rate (g/kWh)

The following displays can be operated at Chief level.

1.5.4 Total

1.5.5 Prelube

1.5.6 LCD

1.5.7 S% (Sulphur Content)

1.5.8 Feed Rate Factor

1.5.9 Min. Feed Rate (g/kWh)

1.5.10 Feed Rate Adjust Factor

1.5.11 Running In (g/kWh)

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Description

1.5.12 Lubricator Test Sequence

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 6645-0260-0007 MAN B&W

The latest Service Letter from MAN Diesel & Turbo should be
Auxiliaries

consulted with regards to feedrate adjustments and settings.

1.4.1 Flow

The Flow display shows the ordered lube oil amount in litres/hour.

If one or more lubricators are malfunctioning (e.g. Feedback Failure)

the actual amount applied will differ.

1.4.2 Basic Feed Rate

The Basic Feed Rate is a calculated rate for the complete lubricator system in g/
kWh shown with two (2) decimals. The formula for calculating the Basic Feed Rate
is = S% x (FEED RATE FACTOR).

1.4.3 Actual Feed Rate (each cylinder)

The bar graphs for each individual LCD shows the actual feed rate per cylinder.
When running at low load the full bar is barred and the upper display on the bar
graph shows “Low Load”.

1.4.4 Total

The Total display shows the total ordered amount of lubricating oil used since last
power up of the ECU involved. Pressing this display opens a toolbar with the
option to reset the total amount of lubricating oil.

Both of the values Flow and Total are based on the ordered numbers of lubrication
strokes and the displaced amount per stroke.

1.4.5 Prelube (for test purpose)

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As stated above this button is mainly used for test purposes, since the prepare
Description

start will cause the system to automatically perform a prelube.

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 MAN B&W 6645-0260-0007

When the “Prelube” button is pressed a toolbar is shown on the screen. Pressing

Auxiliaries
the button “ON” triggers a prelubrication on all cylinders and evaluates feedback
from the lubricators.

Prelubrication can only be activated if hydraulic pressure is present.

This demands that the engine (Sub-telegraph) is put in the state
“Standby” or that the Hydraulic start-up pumps are set at manual
operation and started.

1.4.6 LCD

The LCD display shows whether the LCD (Load Change Dependent) lubrication is
on or off. When the LCD button is pressed, a toolbar will be displayed which will
allow the operator to disable the LCD.

1.4.7 S %

Activating the display S % enables adjustment of the Sulphur content equal to the
sulphur content in the HFO used. The range is between 0.00 to 5.00 S % and is
not adjustable outside this range.

1.4.8 Feed Rate Factor

Activating the display Feed Rate Factor enables adjustment of the feed rate for all
cylinders. The display shows the feed rate with 2 decimals and is “g/kWh%S”.

1.4.9 Min. Feed Rate

The display Min. Feed Rate enables adjustment of the minimum feed rate for all
cylinders. The value is displayed in g/kWh and is normally set to 60% of the basic
recommended feed rate.

1.4.10 Feed Rate Adjust Factor

Activating the display Feed Rate Adjust Factor enables adjustment of the feed rate
for each cylinder separately.

1.4.11 Running in [g/kWh]

When a cylinder is being run-in, the feed rate can be entered by this display. Run-
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6645-0260-0007

ning- in of a single cylinder is described in chapter 2245-0100. The latest service

Description

letter from MAN Diesel & Turbo should be consulted as mentioned earlier.

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1.4.12 Lubricator Test Sequence

Auxiliaries

Pressing the Lubricator Test Sequence starts a continuous activation of the lubri-
cator at predefined injection rate (different from “Prelube” 1.4.5 where the injection
of oil is done at the fastest possible speed.)

This feature is used after repairs, etc. on the lubricator(s), enabling the engineer to
manually check the lubricator for leaks and injection.

If a single button (cylinder 1, 2, 3, etc.) is pressed, a toolbar is shown on the

screen. The toolbar enables the engineer to start test of the lubrication on the par-
ticular cylinder concerned or on all lubricators.

In case of CCU failure (and the CCU can not be replaced immediately) please see
description 6645-0321 for how to obtain the back-up signal for lubrication.

The lubricator test can only be activated if hydraulic pressure is

present. This requires that the engine (Telegraph) is put in state
“Standby” or that the Hydraulic start-up pumps are set at manual
operation and started.

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Description

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 MAN B&W 6645-0270-0006

1 Maintenance

Maintenance
The maintenance screens give an overall view of the status of the ECS system
seen on the following three screens. Drawings 6655-0190 - 6655-0195 -
6655-0200.

1.1 MPC description

1.2 System View I/O Test

1.3 Invalidated Inputs

1.4 Network Status

1.5 Function Test

1.6 Troubleshooting

The above-mentioned five maintenance screens can be accessed via the secon-
dary navigator by pressing the “Maintenance” button in the main navigator. They
are mainly used at engine commissioning, during fault finding on I/O cabling /
channels and external connections to sensors and during engine operation. The
use of these screens is therefore relevant for engine crew as well.

1.1 MPC description

To understand the use of this screen, an explanation of the layout of the Multi Pur-
pose Controller (MPC) is appropriate.

The MPC is a computer unit which has no user interface such as a display or a
keyboard, but has a wide variety of inputs/outputs (I/O) for interfacing to sensors
and actuators of the engine, e.g.: (see drawing next page).

▪ Inputs for e.g. tacho signals, standard (0)4-20mA transducers, ±10V signals,
switches and 24V binary signals.
▪ Outputs such as (0)4-20mA and ±10V signals, contacts and high-speed semi-
conductor switches.
▪ Duplicated Control Network for security.
▪ Serial communication controller for either a Remote I/O Network or point-to
point serial communication.
▪ Service channel to be connected to a laptop PC for service purposes.
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Description

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 6645-0270-0006 MAN B&W
Maintenance

The main processor of the Multi Purpose Controller is a Motorola 68332, which is
a 32-bit processor »borrowed« from the automotive industry. It includes an on-chip
timing co-processor for synchronisation with the crankshaft rotation and speed
measurement.

To ease the production of the Multi Purpose Controller, all programmable compo-
nents are in-circuit programmable, which also allows field update of the controller
by means of relatively simple tools. The MPC contains no harddisk or other sensi-
tive mechanical components, and the software is stored in a non-volatile Flash-
PROM memory, i.e. the application software may be sent to and programmed into
the Multi Purpose Controller through the network, and thereby restore the func-
tionality after the Multi Purpose Controller has been exchanged with a spare unit
from stock.

Two types of MPC is shown on the picture below - MPC Mk.2 and MPC10. MPC
Mk.2 is equipped with a battery. This battery is used for Back-up power to the
clock – watch of the MPC in the event that the 24 V power is turned-off. All clocks
of all MPC’s are synchronised via the network. Synchronisation is done regularly
and always after power is on after a possible power off. Regarding battery in MPC:
See workcard 4765-1901. The MPC10 can only be used as CCU.

When a new MPC is mounted in the cabinet, the dongle in the cabinet is mounted
in the dongle plug-in, after reconnection of all wires. The dongle tells the “new”
MPC in which cabinet it is mounted and, in that way, which software and parame-
ters it should upload from the MOP harddisk (e.g. CCU1, ACU 3 or EICUA).

The MPC is also equipped with a light diode, capable of showing green, yellow or
red light. This light tells the engineer in what status the MPC is.

During normal running the diode is green. When the diode is yellow, the MPC is
rebooting or is in Test or Configuration Mode. When the diode is red, the MPC is
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6645-0270-0006

unavailable. If resetting does not solve the problem with the red diode then
Description

replacement of the MPC might be neccesary.

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 MAN B&W 6645-0270-0006

Maintenance
1.2 System View I/O (See Drawing 6655-0190)

The icons (see drawing 6655-0190 1(4)) shown on the controllers, show the status
of each single controller, e.g. whether it is in mode:

Active

Controlling

Test

Configuration

Blocked

Not accessible

By pressing a single controller on this screen (in this case CCU1 is pressed and
shown on drawing 6655-0190 2(4) ), the actual inputs/outputs on the selected
controller are shown.

The screen shows Info, ID and Descriptions and process values of each single
channel on the MPC.

It is possible to see each single channel in both Normal and Test Mode, but to set
an output channel manually, Test Mode has to be chosen.
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6645-0270-0006
Description

Changing to TEST Mode will STOP the MPC from controlling the
system.

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 6645-0270-0006 MAN B&W

If all the CCUs has been switched off or changed to TEST mode,
Maintenance

is it neccesary to turn the engine 3-4 revolutions by using the

turning gear in order to bring the "Exhaust valve activation
status" back to "OK" internal in the ECS software.

By pressing the channel number to the left of the individual channel, for instance
screen 3(4) on drawing 6655-0190, a single channel is shown (in this case, chan-
nel 30 on CCU1). The status and values of this channel are listed on this screen.

From this screen, input channels can be invalidated and validated again see page
4(4) on drawing 6655-0190 (Chief Level).

Changing the status of a channel may cause the system to

malfunction.

The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the MPC.

If a channel is invalidated, the ECS will continue to operate in the best possible
way, without the invalidated input sensor value.

1.3 Invalidated Inputs (See Drawing 6655-0195)

If an input channel is invalidated (as described in Section 1.2 above), it is listed on

the screen “Invalidated Inputs”. ID number, signal ID and a short description to
easily overview and recognise the channel(s) involved are shown on this screen.

The reason for alarm on an input could for instance be a defective sensor or loose
wiring from the sensor to the MPC. If a channel is invalidated, the ECS will con-
tinue to operate in the best possible way, without the invalidated input sensor
value.

Input Channels Invalidated can be validated from this screen (Chief Level).
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Changing the status of a channel may cause the system to

malfunction.
Description

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 MAN B&W 6645-0270-0006

1.4 Network Status (See Drawing 6655-0200)

Maintenance
This screen gives the engineer an overall view and exact status of the Control Net-
work of the ECS

From this screen, it is possible to see the status of the Network using the icons
named below: (Icons are visible at drawing 6655-0200, bottom)

• OK

• This MOP

• No Reply Single Channel

• No Communication

• Not Accessible

• On-line But No Information

• Not Relevant

• Reference

• Cross Connection

When all fields are shown with a green √ (check mark) everything is okay.

1.5 Function Test (See Drawing 6655-0203)

The Function Test tab consists of 3 items (submenus).

1.5.1 HCU for each cylinder

1.5.2 Tacho Equipment

1.5.3 HPS for each pump

The main purpose of these three screens, is to provide the engine personnel with a
tool to test the function of the HCU, HPS and tacho equipment and their related
components. Also the function test screens are used when replaced components
are to be calibrated, e.g. in case of replacement of a fuel plunger sensor.

The function test screens are made as a step-by-step procedure, guiding the
engine personnel through the tests. Each test begins with a few preparation steps
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6645-0270-0006

in order to ensure the right conditions before commencing the actual test. The
Description

MOP must be in CHIEF access level and if not otherwise stated, the engine must
be stopped before commencing the test.

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 6645-0270-0006 MAN B&W

When rebooting an MPC in test mode, multiple alarms irrelevant to the

Maintenance

test may occur.

1.5.1 HCU
The HCU tab is focusing on the FIVA valve. Depending on the configuration, the
list contains three or two function tests. Only the FIVA valves with external amplifier
have the option of an Amplifier Test. In the following all three function tests are
explained.

As the HCU function test list is longer than the height of the screen a
scrollbar is placed to the right.

Preparation of HCU Test

To begin the function test press the button START and follow the steps on the
screen.

In order to varify that the fuel booster or exhaust valve are functioning
as expected, an assistant must be stationed on the engine top at the
unit in question during the test. For this test fuel pressure must be
present.

Test of FIVA valve and calibration of Fuel Plunger

If the CCU MPC is not in test mode when the START button is pressed, the engi-
neer is prompted to switch to test mode and reboot the MPC. Once the MPC has
been rebooted, the function test will continue.

For testing of the fuel injection components, the FIVA will make one
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fuel injection.
6645-0270-0006
Description

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 MAN B&W 6645-0270-0006

The fuel injection is verified by the assistant on the engine top by feeling the shock-

Maintenance
wave on the respective fuel injection pipe, and feeling on the high pressure pipes.

For testing the exhaust valve components, the FIVA will activate the respective
exhaust valve once. This is verified by the assistant, by listening for the ”thump”
sound of the exhaust valve opening and closing.

The test values listed on blue background in the far right column when the function
test is finished and will under normal circumstances be within the default reference
range listed next to the test value column.

If for some reason the test value differs from the reference value, this will be shown
in one of the following ways:

Signal and value ok.

Signal not present. (check if the MPC is connected to the network)

Signal value outside reference range. (Value electrically out of range or wire-
break)
Signal value outside reference range. (Signal ok, unit mechanically out of range)

If the test is successfully completed then the user has the option to use the SAVE
button to upload the new calibration setpoints to the MPCs. Should this operation
fail then another attempt should be made after approximately 30 seconds.

Amplifier test (only applicable to Curtis Wright FIVA valves)

This amplifier test enables the engineer to test the FIVA amplifier. When the START
button is pressed a set of adjustment buttons will appear on the toolbar.

The adjustment voltage range for channel 70 lies between -3.6V to +3.6V. If signal
value field for ch. 70 turns red, this normally indicates that something is wrong with
the MPC.

The signal value field for ch. 33 has the same different types of error indications as
shown above. If any of these are triggered then this most likely indicates that
something is wrong with either the amplifier or the connections to the amplifier.

Cycle Test of Exhaust Valve and / or fuel injections

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When START button is pressed, a set of buttons will appear on the toolbar, which
6645-0270-0006

enables the engineer to start a repeated cyclic test of the exhaust valve, in other
Description

words, the exhaust valve will continue opening and closing until the STOP button
is pressed. Also for the fuel booster a single injection test is possible (both during
the cyclic test and independent of this).

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Activation of ”single injection” will lead to one full MCR fuel Injection in
Maintenance

the cylinder. Several activation will lead to filling of the combustion

chamber with fuel oil.

Reboot of CCU

Reboot the CCU MPC to test mode in order to continue with tests or reboot to set
the CCU MPC to normal operating mode (finished with function tests).

1.5.2 Tacho

The Tacho Test allows for the verification of the angles of the Tacho Pick-Ups and
angle encoder fine adjustment of certain parameters.

Test of Tacho Signals

Press Start and follow the instructions on the screen. Make sure that an assistant
is standing by to activate the Turning Gear, and verify the crankshaft position.

During the test the following is displayed on the screen:

A: xx B: xx (blue background):
If the crank has been turned to the prescribed angle when the background is blue,
then the value is correct. Continue to next step.

A: xx B: xx (yellow background):
If the crank has been turned to the prescribed angle and the background is still
yellow, then the test has failed. Continuation of the test is not possible. By press-
ing the details button, specific information regarding the failure is displayed. Check
and adjust the Tacho arrangement.

The x in the test can be either T or F

Setting of Fine Adjustment Parameters

As indicated on the screen a certain minimum engine speed is required in order for
the ME system to measure a correct ‘delta Tacho-B’ value.

The ’Trigg Offset AH’ value that is to be entered must be taken from the PMI
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equipment (see PMI manual). The ‘Trigg Offset AH’ value is not measured by the
Description

ME system, that is why a PMI-0 diagram is required as part of the setting of the
final Tacho parameters.

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1.5.3 HPS

Maintenance
The HPS function Test allows for the test and calibration of the hydraulic pumps.
Up to 5 pumps can be present depending on system configuration, each tab cor-
responds to a pump.

Preparation

To start the test press ” Start ” and make sure that a start-up pump is in local con-
trol on the starter cabinet, and running so that the necessary hydraulic pressure
can be maintained.

Test

Press ” Start ” and follow the instructions on the screen. Make sure an assistant is
standing by at the pump to check the swash plate angle.

During the test the following is shown on the screen:

Icons with background colours can be seen in chapter 1.5.1.

x.x mA (blue background):- Value ok - go to next step.

x.x mA (red background):- Value is outside the measurement interval (4-20mA)

continuation of the test not possible - check the sensor and cables.

x.x mA ( yellow background):- Value differentiates from the reference value. Contin-
uation of the test not possible. Check the sensor.

If all of the steps are satisfactory calibration of the specific pump is carried out by
pressing ” Save ”. The test is concluded by rebooting the MPC back to Normal
Mode.

1.6 Troubleshooting (See Drawing 6655-0204)

This screen is used for performing troubleshooting on the Hydraulic Cylinder Unit
and the Hydraulic Pressure System. The HCU Events and HPS Events are used to
show the actual movements of FIVA valve, plunger positions, exhaust valve move-
ments and swash plate positions as trend graphs.

1.6.1 HCU (See Drawing 6655-0204 page 1-5)

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6645-0270-0006
Description

On this screen FIVA activation can be performed to execute fuel plunger and
exhaust valve movement to check whether the system is working correctly.

Activation of the FIVA is performed by changing MPC Mode into Test Mode and
activating the buttons displayed in the toolbar.

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 6645-0270-0006 MAN B&W

The cyclic test is only a cyclic activation of the exhaust valve.

Maintenance

Activation must only be performed with stopped engine. Each

activation of the fuel plunger results in a fuel injection into the cylinder.

1.6.2 HPS (See Drawing 6655-0204 page 6)

On this screen the swash plate position for each pump can be regulated to check
whether the system is working correctly.

Activation of the swash plate position is performed by changing MPC Mode into
Test Mode and activating the buttons displayed in the toolbar.

The swash plate position can be seen on input ch 34 and compared with the
desired setpoint.

When finish testing put MPC back to normal mode.

1.6.3 HCU and HPS Events (See Drawing 6655-0204 page 7-8) (Only available on MOP B)

These screens are an aid for the engineer and are used to monitor the actual
movements of the HCU and HPS related signal. E.g. used to identify trouble in
case of a malfunction of the electrical and mechanical components.

The HCU and HPS Events include a lot of very useful information for e.g. trouble-
shooting.

It can however in certain cases be difficult to make quantitative conclusions based

on HCU and/or HPS Events logs taken during a situation where problems are
present (e.g. deviating cylinder pressures, hunting hydraulic pressure, etc.).

In those cases it is very helpful to have HCU and HPS Events logs from periods
where there were no problems or irregularities. By comparing these logs with logs
from situations where problems are present it is often possible to make qualitative
conclusions regarding the current problems.

Therefore it is recommended to take manual HCU and HPS Events logs from time
to time when no problems or malfunctions are present.
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6645-0270-0006
Description

A suggested procedure is to make a note regarding the current speed, index and
internal estimated power together with the names of the HCU and HPS Event logs
and then save these on either a USB stick or some other computer (so the logs
are still available even if MOP-B is later replaced).

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 MAN B&W 6645-0270-0006

Always ensure that any USB memory stick inserted into the MOP is

Maintenance
scanned and cleaned of any malware.

A list of available dumps can be found in the upper left part of the list - newest on
top. To display the contents mark an element in the list and press ”Show
Sequence”.

Both manual dumps (Log Manually) and automatic dumps can be performed for
special failures / alarms.
The event which caused the dump is described in the text above the graph area.
The time of alarm is shown as a vertical dashed line. The display of measured val-
ues can be turned on and off by pressing the buttons on the left side of the
screen.

By clicking and holding (the cursor turns into a hand) in the area left of the Y- axis
or in the area below the X - axis, the graph can be moved vertically or horizontally.

Zooming can be carried out by drawing a square in the graph area while ”default
view” can be recalled by pressing ” Zoom to fit ”

Storing both PMI diagrams and HCU Events logs from days with no problems, will
greatly improve the options available for later troubleshooting. Therefore it is a
good idea to take the HCU Events logs together with Performance Measurements
and then save it all together.

1.6.4 Isolation Level (See Drawing 6655-0204)

When the MPC is connected to a insulation monitor and / or a noise pulse counter
equipment the status is showed on this screen. This screen can be used to trouble
shot insulations problems, or monitor the insulation condition.
The insulation level shows slow variations in the insulations level (measured in
kohm). The insulation level is supervised and two alarms can be generated : “ECS
Insulation level below normal” “Too low ECS Insulation level”.
The noise pulse counter, counts the number of fast variations observed in the insu-
lation level on the MPC. When electrical noise is detected by the “Noise Detect”
functionality, an alarm is generated: “Electrical noise detected”.
For further information on Insulation level and noise pulse detection please refer to
Indent No.: 5318818-2, Electrical Noise and “MPC Earth-Finder user manual”.

1.6.5 CoCoS EDS

As described on drawing 6655-0125 MOP B is connected to the CoCoS EDS PC

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6645-0270-0006

(which also runs the PMI software).

Description

CoCoS EDS is not a part of the ECS, however it is an essential tool with regards to
troubleshooting and diagnostics.

11 (12)
 6645-0270-0006 MAN B&W

Therefore it is important that CoCoS EDS is running correctly and that the connec-
Maintenance

tion is functioning. All the time.

The CoCoS EDS installation includes guidance on how to evaluate and trouble-
shoot the connection.

1.6.6 Data logging

In the case that assistance from external parties is needed, it is essential for trou-
ble shooting that following data is delivered to external parties:

▪ A clear description of the case

▪ ECS Alarm/Event Log
▪ ECS parameter file (Spaf)
▪ ECS HCU data logger files
▪ ECS HPS data logger files
▪ EDS data logger files

Al this information can be gathered automatically with a program called “Dat-

[Link]” that is found on the CoCoS-EDS CD. A description on how to use the
“[Link]” program can also be found on the CoCoS-EDS CD. The program
can also be downloaded from the following adress:
Https//[Link]

The above mentioned data and logfiles will contribute to speed up the
troubleshooting process, and are for that reason very important for
external parties

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6645-0270-0006
Description

12 (12)
 MAN B&W 6645-0280-0005

1 System

Admin
The screens are:

1.1 Set Time

1.2 Version (software and IMO Check Sum)

1.1 Set Time (See Drawing 6655-0205)

At the Set Time screen, the operator is able to set the time/date for UTC (Chief
Level required) or to set the time offset for Local Time in intervals down to 5
minutes.

Pressing on either button “UTC Date/Time” or button “Local Date/Time” will dis-
play toolbars (shown on drawing 6655-0205). From these toolbars, Date and Time
can be set.

Pressing the buttons “UTC Time displayed” or “Local Time Displayed” enables the
operator to choose between the time to be displayed at the MOP panel (upper
right corner) and in the lists (alarm list, event log etc.)

Alarms and logs are recorded with both Local Time/Date and UTC Time/Date
regardless of which time/date is selected for displayed .

Always ensure a correct setting of UTC. The ECS has no connections

to the ship`s master clock

1.2 Version (See Drawing 6655-0210)

1.2.1 Background

This screen displays the version type of the ECS controlling the ME engine. It is
used to obtain the configuration information of the Electronic Control System (ECS)
in an ME engine. It displays, in table format, all the controllers that comprise the
system, including specific information relating to each controller.

1.2.2 Screen Items

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6645-0280-0005
Description

In the upper system information line, general information of the ECS system for this
particular engine is shown. The fields are: (See drawing 6655-0210)

1 (3)
 6645-0280-0005 MAN B&W

Product Name & Version The name and version of the ECS software
Admin

Engine Group No. The Engine number of the engine builder

IMO No. Engine IMO number (former Lloyds number)
Engine Builder Name of engine builder
Eng. No. Engine Serial number

1.2.3 Controller information

In the Controller information panel, data for each Controller in the system is dis-
layed. The pane contains the following:

1.2.4 Controller unit

ID Name of MPC (controller)

Addr. Network Address of MPC
Type Application group the MPC belongs to (ACU, CCU, ECU, EICU
or SCU)

1.2.5 Parameters Check Sums

The Parameter Check Sums are indications of the current parameter values in the
ME system. They are used as a method for determining if parameters have been
changed. Especially the IMO Design parameters must not be changed compared
to shop trial values, since they control emission and performance relevant parame-
ters.

No changes made on the MOP will change the IMO Design Parameters Check
Sums.

It is not possible to recreate the parameters of the ME system from the

Check Sums, therefore sending a screen dump of this screen is not
sufficient for external parties who inquire about specific parameter
values.

1.2.6 Using the Screen

When the screen is first displayed, no information appears on the table. Press the
“Refresh” button to retrieve the system information and parameter checksums of
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6645-0280-0005

all controllers connected to the ECS. (See drawing 6655-0210.)

Description

If at least one controller supplies information on the system that does not agree
with the other controllers, a warning message is displayed in yellow in the specific
controller unit and at the toolbar.

2 (3)
 MAN B&W 6645-0280-0005

Pressing the Export button generates a hardcopy of the information displayed in

Admin
the table that can be saved to a hard drive or USB memory stick. This exported file
is compressed in Zip format and must be unpacked to be readable. The file format
is:

SWVersNParamChecksums on <Date & Time> for <MOP> <SW-version> on IMO

<IMO number> Engine no <Engine number>.zip

Always ensure that any USB memory stick inserted into the MOP is
scanned and cleaned of any malware.

1.3 Power Off

The Power Off button acts the same way as the “Shut Down” button in Windows
Operating Systems on PCs.
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6645-0280-0005
Description

3 (3)
 MAN B&W 6645-0290-0001

1 Cause

Fire in Scavenge Air Box

If flakes of burning or glowing carbon deposits drop into the oil sludge at the bot-
tom of the scavenge air box, this sludge can be ignited and serious damage can
be done to the piston rod and the scavenge air box walls, possibly reducing the
tension of the staybolts.

Ignition of carbon deposits in the scavenge air box can be caused by:
▪ prolonged blow-by,
▪ “slow combustion” in the cylinder, owing to incorrect atomization, incorrect
type of fuel valve nozzle, or “misaligned” fuel jets.
▪ “blow-back” through the scavenge air ports, due to an incorrectly adjusted
exhaust cam disc or large resistance in the exhaust system (back pressure).
To keep the exhaust resistance low, heavy deposits must not be allowed to
collect on protective gratings, nozzle rings and turbine blades, in addition the
back pressure after the turbocharger must not exceed 350 mm WC.

2 Warning of Fire

If the auxiliary blowers do not start during low-load running, on

account of a fault, or the switch for the blowers not being in “Auto”-
position, unburned fuel oil may accumulate on top of the pistons.
This will involve the risk of a scavenge air box fire.

In order to avoid such fires:

• obtain permission to stop the engine
• stop the engine
• remove any unburned fuel oil from the top of the pistons
• re-instate the supply of scavenge air
• start the engine

The switch for the auxiliary blowers should be in “AUTO”-position

during all modes of engine control, i.e.:
• remote control
• control from engine side control console

A fire in the scavenge box is indicated by:

▪ an increase in the exhaust temperature of the affected cylinder,
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6645-0290-0001

▪ the turbocharger may surge,

Description

▪ smoke from the turbocharger air inlet filters when the surging occurs,
▪ the scavenge air box being noticeably hotter.

1 (4)
 6645-0290-0001 MAN B&W

If the engine stops on shut-down or if the operator performs a safety

Fire in Scavenge Air Box

stop, the auxiliary blowers are stopped independently of the operating

mode (automatic or manual).

If the fire is violent, smoky exhaust and decreasing engine revolutions will occur.

Violent blow-by will cause smoke, sparks and even flames to be blown out when
the corresponding scavenge box drain cock is opened – therefore keep clear of
the line of ejection.

Monitoring devices, in the scavenge air space give alarm and slow-down at abnor-
mal temperature increase.
See description 7045-0100,

For CPP-plants with shaft generator engaged, an auxiliary engine will be started
automatically and coupled to the grid before the shaft generator is disengaged and
the engine speed reduced.
See drawing 6655-0120.

3 Measures to be taken

Owing to the possible risk of a crankcase explosion, do not stand near the relief
valves – violent flames can suddenly be emitted.
1. Reduce speed/pitch to SLOW, if not already carried out automatically, see
above, and ask bridge for permission to stop.
2. When the engine STOP order is received, stop the engine and switch-off the
auxiliary blowers.
3. Stop the fuel oil supply.
4. Stop the lub. oil supply.
5. Put the scavenge air box fire extinguishing equipment into function. To prevent
the fire from spreading to adjacent cylinder(s), the ball valve of the neighbour-
ing cylinder(s) should be opened in case of fire in one cylinder.
See drawing 5455-0105.

Keep clear of possible fresh spurts of flame.

Do not open the scavenge air box or crankcase before the site of the
fire has cooled down to under 100°C.
When opening, keep clear of possible fresh spurts of flame.

Ventilate the scavenge air reciver thoroughly before entering.

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6645-0290-0001
Description

6. Remove dry deposits and sludge from all the scavenge air boxes.
See description 7045-0100.
7. Clean the respective piston rods and cylinder liners, and inspect their surface
condition, alignment, and whether distorted. If in order, coat with oil.

2 (4)
 MAN B&W 6645-0290-0001

Continue checking and concentrate on piston crown and skirt, while the
engine is being turned (cooling oil and water on). Inspect the stuffing box and

Fire in Scavenge Air Box

bottom of scavenge box for possible cracks.
8. If a piston caused the fire, and this piston cannot be overhauled at once, take
the precautions referred to in description 6645-0120.

If the scavenge air box walls have been heated considerably, the staybolts
should be retightened at the first opportunity.

Before retightening, all engine parts must be returned to normal operating tem-
perature.

4 Scavenge Air Drain Pipes

See drawing 5455-0100.

To ensure proper draining of oil sludge from the scavenge air boxes, thereby
reducing the risk of fire in the scavenge air boxes, we recommend:
▪ Daily check with the engine running
▪ Cleaning of drain pipes at regular intervals

4.1 Daily checks with the engine running:

1. Open the valve between the drain tank and the sludge tank.
2. Close the valve when the drain tank is empty.
3. Check the pipes from flange AV to the drain tank venting pipe:

Does air escape from the drain-tank venting pipe?

– YES:
This indicates free passage from flange AV to the drain tank venting pipe.
– NO:
Clean the pipes as described below, at the first opportunity.
4. Check the pipes from the test-cocks to flange AV:

Open the test cocks, one by one, between the main drain pipe and the scav-
enge air boxes and between the main drain pipe and the scavenge air
receiver/ auxiliary blowers.
Begin at flange AV, and proceed towards flange BV.
See Item 4.2 in order to locate any blockages.

Does air or oil blow-out from the individual test-cock?

– AIR:
The scavenge air space is being drained correctly.
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6645-0290-0001

This indicates free passage from the actual test cock to flange AV.
Description

– OIL:
The scavenge air space is not being drained correctly.
This indicates that the main drain pipe is blocked between the test cock
which blows-out oil, and the neighbouring test cock near the flange AV.
Clean the drain pipe as described below, at the first opportunity.

3 (4)
 6645-0290-0001 MAN B&W

4.2 Cleaning of drain pipes at regular intervals:

Fire in Scavenge Air Box

The intervals should be determined for the actual plant, so as to prevent block-
ingup of the drain system.

Clean the main drain pipe and the drain-tank discharge pipe by applying air, hot
water or steam during engine standstill.

If leaking valves are suspected, dismantle and clean the main drain
pipe manually.

If hot water or steam is used, the risk of corrosion on the piston rods must be con-
sidered, if a valve is leaking.
1. Check that the valve between flange AV and the main drain pipe is open.
2. Close all valves between the main drain pipe and the scavenge air boxes, and
between the main drain pipe and the scavenge air receiver/auxiliary blowers.

If hot water or steam is used, it is very important to close all valves, to prevent
corrosion on the piston rods.
3. Open the valve at flange BV on the main drain pipe.

This channels the cleaning medium to the main drain pipe.

4. When the main drain pipe is sufficiently clean, open the valve between the
drain-tank and the sludge tank.
This will clean the drain tank discharge pipe.
5. When the drain tank discharge pipe is sufficiently clean, close the valve
between the drain tank and the sludge tank.
6. Close the valve at flange BV.
7. Finally, open all valves between the main drain pipe and the scavenge air
boxes, and between the main drain pipe and the scavenge air receiver/auxili-
ary blowers.
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6645-0290-0001
Description

4 (4)
 MAN B&W 6645-0300-0002

1 Cause

Ignition in Crankcase
When the engine is running, the air in the crankcase contains the same types of
gas (N2-O2-CO2) in the same proportions as the ambient air, but there is also a
heavy shower of coarse oil droplets that are flung around everywhere in the crank-
case.

If abnormal friction occurs between the sliding surfaces, or heat is otherwise trans-
mitted to the crankcase (for instance from a scavenge air fire via the piston rod/
stuffing box, or through the intermediate bottom), “Hot spots” can occur on the
heated surfaces which in turn will cause the oil droplets falling on them to evapo-
rate.

When the oil vapour condenses again, countless minute droplets are formed which
are suspended in the air, i.e. a milky-white oil mist develops, which is able to feed
and propagate a flame if ignition occurs. The ignition can be caused by the same
“hot spot” which caused the oil mist.

If a large amount of oil mist has developed before ignition, the burning can cause a
tremendous rise of pressure in the crankcase (explosion), which forces a momen-
tary opening of the relief valves. In isolated cases, when the entire crankcase has
presumably been filled with oil mist, the resulting explosion blows off the crank-
case doors and sets fire to the engine room.

In the event that a crankcase explosion has occurred, the complete

flame arrester of the relief valves must be replaced.
• Similar explosions can also occur in the chain casing and scavenge air
box or gear box (if applied).

Every precaution should therefore be taken to:

▪ avoid “hot spots” - (A)
▪ detect the oil mist in time. - (B)

1.1 "Hot Spots" in Crankcase - (A)

Well-maintained bearings only overheat if the oil supply fails, or if the bearing jour-
nal surfaces become too rough (owing to the lubricating oil becoming corrosive or
being polluted by abrasive particles).

For these reasons, it is very important to:

▪ purify the lubricating oil correctly,
▪ make frequent control analyses (see description 2245-0100 and 3045-0100),
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6645-0300-0002

▪ ensure that the filter gauze is maintained intact.

Description

Due to the high frictional speed of the thrust bearing, special care has been taken
to ensure the oil supply to this bearing.

1 (4)
 6645-0300-0002 MAN B&W

Monitoring equipment is included to give an alarm in the event of low circulating oil
Ignition in Crankcase

pressure and/or high temperature of thrust bearing segments. Keep this equip-
ment in tip-top condition.
See description 7045-0100.

Feel over moving parts (by hand or with a “thermo-feel”) at suitable intervals (15-30
minutes after starting, one hour later, and again at full load. See description
6645-0130.
The checks in description 6645-0100 are still the best safeguard against “hot
spots” when starting up after repairs or alterations affecting the moving parts, and
should never be neglected. If in doubt, stop and feel over.

1.2 Oil Mist in Crankcase - (B)

In order to ensure a fast and reliable warning of oil mist formation in the crankcase,
constant monitoring is provided using an “Oil Mist Detector”, which samples air
from each crankcase compartment.

The detector gives alarm and slow-down, see description 7045-0100, at a mist
concentration which is less than the lower explosion limit, LEL, to gain time for
stopping the engine before ignition of the oil mist can take place.

For adjustment of oil mist detectors:

Oil mist detector sensors will over time be slightly polluted on the measuring
device, and must be cleaned on the photocell and light source, carry out this
cleaning before adjustment.

Generally the alarm set point should be as low as possible - without generating
false alarms. Before deciding the actual alarm level, the normal oil mist level at
MCR must be measured.

Pre-alarm and shutdown alarm must be set according to the MCR level eg.
- Pre-alarm level = 1,5 – 3 x MCR level,
- Shut down alarm level = 2 – 5 x MCR level but preferably not exceeding 2.0mg/l.

MAN Diesel & Turbo recommend the set point to be adjusted

according to makers instruction.

For CPP-plants with shaft generator engaged, an auxiliary engine will be started
automatically and coupled to the grid, before the shaft generator is disengaged
and the engine speed reduced.
See drawing 6655-0120.
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6645-0300-0002
Description

2 (4)
 MAN B&W 6645-0300-0002

2 Measures to be taken when Oil Mist has Occured

Ignition in Crankcase
Do not stand near crankcase doors or relief valves, nor in corridors
near doors to the engine room, in the event of an alarm for:
• a. oil mist
• b. high lube oil temperature
• c. no piston cooling oil flow, or
• d. scavenge box fire

Alarms b, c and d should be considered as pre-warnings of a possible increasing

oil mist level.
See also our Service Letters SL97-348/ERO and SL00-377/CEE

1. Reduce speed/pitch to slow-down level, if not already carried out automati-

cally, see above.
See description 7045-0100.
2. Contact the bridge for permission to stop.
3. When the engine STOP order is received:
– stop the engine
– close the fuel oil supply.
4. Switch-off the auxiliary blowers and engine room ventilation.
5. Open the skylight(s) and/or “stores hatch”.
6. Leave the engine room.
7. Lock the engine room doors and keep away from them.
8. Prepare the fire-fighting equipment.

Do not open the crankcase until at least 20 minutes after stopping the engine.
When opening up, keep clear of possible spurts of flame. Do not use naked
lights and do not smoke.

9. Stop the circulating oil pump. Take off/open all the lowermost doors on one
side of the crankcase. Cut off the starting air, and engage the turning gear.
10. Locate the “hot spot”. Use powerful lamps from the start.
Feel over, by hand or with a “thermo-feel”, all the sliding surfaces (bearings,
thrust bearing, piston rods, stuffing boxes, crossheads, telescopic pipes,
vibration dampers, moment compensators, etc.).
See point 14.
Look for signs of squeezed-out bearing metal and discolouration caused by
heat (blistered paint, burnt oil, oxidized steel). Keep possible bearing metal
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6645-0300-0002

found at bottom of oil tray for later analyzing.

Description

11. Prevent further “hot spots” by preferably making a permanent repair. In case of
bearings running hot.
See description 2545-0100 and description 0545-0100.
Ensure that the respective sliding surfaces are in good condition. Take special
care to check that the circulating oil supply is in order.

3 (4)
 6645-0300-0002 MAN B&W

12. Start the circulating oil pump and turn the engine by means of the turning gear.
Ignition in Crankcase

Check the oil flow from all bearings, spray pipes and spray nozzles in the
crankcase, chaincase and thrust bearing.
See description 6645-0100.
Check for possible leakages from pistons or piston rods.
13. Start the engine.
After:
– 15-30 minutes,
– one hour later,
– when full load is reached:
– Stop and feel over.
– Look for oil mist.
Especially feel over (by hand or with a “thermo-feel”) the sliding surfaces which
caused the overheating.
See description 6645-0130.
14. In cases where it has not been possible to locate the “hot spot”, the procedure
according to Point 10 above should be repeated and intensified until the cause
of the oil mist has been found and remedied.
There is a possibility that the oil mist is due to “atomization” of the circulating
oil, caused by a jet of air/gas, e.g. by a combination of the following:
– Stuffing box leakages (not air tight).
– Blow-by through a cracked piston crown or piston rod (with direct connec-
tion to crankcase via the cooling oil outlet pipe).
– An oil mist could also develop as a result of heat from a scavenge fire
being transmitted down the piston rod or via the stuffing box. Hot air jets
or flames could also have passed through the stuffing box into the crank-
case.

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6645-0300-0002
Description

4 (4)
 MAN B&W 6645-0310-0001

1 General

Turbocharger Surging (Stalling)

During normal operation, a few sporadic surges will often occur, e.g. at crash stop
or other abrupt manoeuvrings. Such surges are normally harmless, provided the
turbocharger bearings are in a good service condition.

However, continuous surges must be avoided, as there is a risk of damaging the

rotor, especially the compressor blades.

All cases of turbocharger surging can be divided into three main categories:
1. Restriction and fouling in the air/gas system.
2. Malfunction in the fuel system.
3. Rapid variations in engine load.

Avoid standing close to the turbo charger in case of surging or use

safety goggles to prevent dust and air blowing into the eyes.

However, for convenience, the points in the “check lists” below are grouped
according to specific engine systems.
See drawing 6655-0225.

2 Causes

2.1 Fuel Oil System

▪ Low circulating or supply pump pressure.
▪ Air in fuel oil.
▪ Water in fuel oil.
▪ Low preheating temperature.
▪ Malfunctioning of deaerating valve on top of venting tank.
▪ Defective suction valve.
▪ Defective puncture valve.
▪ Sticking fuel pump plunger.
▪ Sticking fuel valve spindle.
▪ Damaged fuel valve nozzle.
▪ Defect in overflow valve in fuel return pipe.
▪ Faulty load distribution (this will be monitored in the ECS).
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6645-0310-0001
Description

1 (2)
 6645-0310-0001 MAN B&W

2.2 Exhaust System

Turbocharger Surging (Stalling)

▪ Exhaust valve not opening correctly.

▪ Damaged or blocked protective grating before turbocharger.
▪ Increased back pressure after T.C.
▪ Pressure pulsations after T.C.
▪ Pressure pulsations in exhaust receiver.
▪ Damaged compensator before T.C.

2.3 Turbocharger
▪ Fouled or damaged turbine side.
▪ Fouled or damaged compressor side.
▪ Fouled air filter boxes.
▪ Damaged silencer.
▪ Bearing failure.

2.4 Scavenge Air System

▪ Fouled air cooler, water mist catcher, and/or ducts.
▪ Stopped water circulation to cooler.
▪ Coke in scavenge ports.
▪ Too high receiver temperature.

2.5 Miscellaneous
▪ Rapid changes in engine load.
▪ Too rapid rpm change:
– when running on high load.
– during manoeuvring.
– at shut downs/slow downs.
– when running ASTERN.
– due to “propeller racing” in bad weather.

3 Countermeasure

Continuous surging can be temporarily counteracted by “blowing-off” from the

valve at the top of the air receiver. However, when doing this the exhaust tempera-
tures will increase and must not be allowed to exceed the limiting values.
See description 7045-0100.
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6645-0310-0001
Description

2 (2)
 MAN B&W 6645-0320-0003

1 General

Running with Cylinders or Turbochargers out of Operation

The engine is designed and balanced to run with all cylinders as well as all turbo-
chargers working. If a breakdown occurs which disables one or more cylinders, or
turbochargers, repair should preferably be carried out immediately.

If this is not possible, the engine can be operated with one or more cylinders or
turbochargers out of operation, but with reduced speed owing to the following:
1. As, in such cases, the air supply is no longer optimal, the thermal load will be
higher.
Therefore, depending upon the actual circumstances, the engine will have to
be operated according to the restrictions mentioned in Items 4 and 5 further
on in this description.

Sometimes high exhaust temperatures can occur at about 30-40%

load, corresponding to 67 to 73% of MCR speed.
It may be necessary to avoid operating in this range.

2. Pressure pulsations may occur in the scavenge and exhaust receivers, which
can give a reduced air supply to any one of the cylinders, consequently caus-
ing the respective exhaust temperatures to increase.
The load limit for these cylinders must therefore be reduced to keep the
exhaust temperatures (after valves) below the value stated in description
7045-0100. However, see “Note” under point 1 above.
3. Since the turbochargers will be working outside their normal range, surging
may occur.
This can generally be remedied by “blowing off” from the scavenge air receiver.
The increased temperature level caused by this must be compensated for by
reducing the engine revolutions, until the exhaust temperatures are in accord-
ance with the values stated in description 7045-0100.
If more than one cylinder must be cut out of operation, and the engine has two
or more turbochargers, it may be advantageous to cut out one of the turbo-
chargers. However, see “Note” in point 1 above.
4. When cylinders are out of operation, hunting may occur. When this happens,
the load limit must be limited on the MOP.
5. With one or more cylinders out of operation, torsional vibrations, as well as
other mechanical vibrations, may occur at certain engine speeds.

The standard torsional vibration calculations cover the following conditions:

– normal running
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6645-0320-0003

– misfiring of one cylinder

Description

The latter leads to load limitations, see Item 4 further on, which in most cases
are irrespective of the torsional vibration conditions; additional restrictions may
occur depending on the specific conditions.

1 (11)
 6645-0320-0003 MAN B&W

The above-mentioned calculations do not deal with the situation where recip-
Running with Cylinders or Turbochargers out of Operation

rocating masses are removed from the engine or where the exhaust valve
remains open. In such specific cases the engine maker has to be contacted.

Should unusual noise or extreme vibrations occur at the chosen speed, the
speed must be further reduced.

Because the engine is no longer in balance, increased stresses occur in crank-

shaft and chain (If applicable). However, if no abnormal vibrations occur, the
engine can usually be run for a short period (for instance some days) without
suffering damage.

If the engine is to be run for a prolonged period with cylinders out of operation, the
engine builder should always be contacted in order to obtain advice concerning
possible recommended barred speed ranges.

When only the fuel for the respective cylinders is cut off, and the starting air con-
nections remain intact, the engine is fully manoeuvrable.

In cases where the starting air supply has to be cut off to some cylinders, starting
in all crankshaft positions cannot always be expected.

If the engine does not turn on starting air in a certain crankshaft position, it must
be immediately started for a short period in the opposite direction, after which
reversal is to be made to the required direction of rotation.

Should this not give the desired result, it will be necessary to turn the engine to a
better starting position, by means of the turning gear. Remember to cut off the
starting air before turning and to open the indicator cocks.

2 How to put Cylinders out of Operation

See description 6645-0250.

The following points: (Case A - E) describe five different “methods” of putting a sin-
gle cylinder out of operation.

The extent of the work to be carried out depends, of course, on the nature of the
trouble.

In cases where the crosshead and crankpin bearings are operative, the
oil inlet to the crosshead must not be blanked-off, as the bearings are
lubricated through the crosshead.
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6645-0320-0003
Description

A summary of the various cases is given on drawing 6655-0215.

2 (11)
 MAN B&W 6645-0320-0003

Component list ME-C engines.

Running with Cylinders or Turbochargers out of Operation

See drawings 6655-0235 and 6655-0240.
304 Check valve - cartridge
Pump pressure side, separate pump from P1 line
305 Check valve - cartridge
ACC-bloc. inlet from start-up pumps, separate start-up pumps from P2 line
309 Check valve - cartridge
High pressure depart ACC-bloc., separate P1 from P2
310 Pressure relief valve
Short cutting valve used in case of "black-out" on board, release pressure
in P1
311 Pressure relief valve
System pressure relief
315 Plug valve
Drain valve
316 Plug valve
Connection between P1 and P2, used for pressure adjustment at Pos. 310
339 Mini-mess
Pressure in P1
340 Mini-mess
System pressure in P2
420 Plug valve
Inlet valve high pressure supply, block valve
421 Plug valve
Drain valve from high pressure supply line, block valve
455 Mini-mess
Oil pressure supply at FIVA inlet
560 Plug valve
Oil supply to cylinder lubricator (currently blanked)
565 Mini-mess
Oil pressure in cylinder lubricator (actuator
702 Drain pipe

2.1 Combustion cut out. Piston and exhaust actuator still working. Compression on. (Case A)

Reasons:
Preliminary measure in the event of, for instance: blow-by at piston rings or
exhaust valve; bearing failures which necessitate reduction of bearing load; faults
in the injection system.
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6645-0320-0003

Procedure:
Description

Cut out the fuel oil pressure booster.

See description 6645-0250.

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 6645-0320-0003 MAN B&W

Piston cooling oil and cylinder cooling water must not be cut off.
Running with Cylinders or Turbochargers out of Operation

See Item 4.

2.2 Combustion and compression cut out. Piston still working in cylinder. (Case B)

Reasons:
This measure is permitted in the event of, for instance, water is leaking into the cyl-
inder from the cooling jacket/liner or cylinder cover.

Running in this way must as soon as possible be superseded by the precautions

mentioned under (Case D or E).
See Item 3.

Procedure:
1. Cut out the fuel oil pressure booster.
See description 6645-0250.
2. Put the exhaust valve out of action and lock it in open position.
See work card 6665-0101.
3. Close the cooling water inlet and outlet valves for the cylinder. If necessary,
drain the cooling water spaces completely.
4. Dismantle the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.
5. When operating in this manner, the speed should not exceed 55% of MCR
speed.
See ‘Notice’ below.

The joints in the crosshead and crankpin bearings have a strength that,
for a short time, will accept the loads at full speed without
compression in the cylinder.

However, to avoid unnecessary wear and pitting at the joint faces, it is

recommended that, when running a unit continuously with the
compression cut-out, the engine speed is reduced to 55% of MCR
speed, which is normally sufficient to manoeuvre the vessel.

During manoeuvres, if found necessary, the engine speed can be raised to 80% of
MCR speed for a short period, for example 15 minutes.

Under these circumstances, in order to ensure that the engine speed is kept within
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6645-0320-0003

a safe upper limit, the over-speed level of the engine must be lowered to 83% of
Description

MCR speed.

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 MAN B&W 6645-0320-0003

2.3 Combustion cut out. Exhaust valve closed. Piston still working in cylinder. (Case C)

Running with Cylinders or Turbochargers out of Operation

Reasons:
This measure may be used if, for instance, the exhaust valve or the actuator is
defective.
See Item 4.

Procedure:
1. Cut out the fuel oil pressure booster.
See description 6645-0250.
2. Put the exhaust valve out of action so that the valve remains closed. (Stop the
oil supply and remove the hydraulic pipe).
See work card 6665-0101.
3. Engines entering service in 2012 or later can have high compression pressure
when running with one closed exhaust valve. The compression pressure can
be significantly higher than the normal maximum cylinder pressure. The maxi-
mum allowable load in this condition is 35% load, corresponding to 70% of
MCR speed for a fixed pitch propeller.
See "Notice" concerning shut down and exhaust valve control failure.

• Shut down :
Due to a risk of a cover lift when the engine is running at high load and a
shut down of the engine occur, the Engine Control System will force the
exhaust valves to open after two seconds of normal operation.
• Exhaust valve control failure:
In case the ECS control of the exhaust valve is lost, e.g. due to a wiring
defect, other electric defect or controller (CCU) defect, the FIVA will
move to its mechanical fail safe position ordering the exhaust valve to
open immediately thus avoiding excessive compression pressure and
risk of cylinder cover lift, but because the exhaust valve is closing after
some seconds the ECS will force a load down of the engine in order to
reduce the scavenge air pressure below the critical limit before the
exhaust valve is closing. If the scavenge air pressure is already below
the critical limit when the control failure is detected, a non-cancelable
load limiter will be set to ensure that the engine load, and thereby the
scavenging air pressure, is not increased above the critical limit. When
the control has been reestablished the ECS will turn back to normal
settings.

In order to obtain hand-shaking with the ships Power Management

System, the Engine Control System is awaiting the signal from the
Power Management System. If the circumstances for load-down of the
main engine is acceptable for the Power Management the Engine
Control System will conduct the forced load-down. But if the Power
Management reaction time for starting up a gen-set is too long (more
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6645-0320-0003

than 40 seconds), the forced load-down of the main engine will still take
Description

place, in order to protect the main engine against damage.

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 6645-0320-0003 MAN B&W

The cylinder cooling water and piston cooling oil must not be cut out.
Running with Cylinders or Turbochargers out of Operation

2.4 Piston, piston rod, and crosshead suspended in the engine. Connecting rod out. (Case D)

Reasons:
For instance, serious defects in piston, piston rod, connecting rod, cylinder cover,
cylinder liner and crosshead.
See Item 3.

Procedure:
1. Cut out the fuel oil pressure booster.
See description 6645-0250.
2. Put the exhaust valve out of action so that the valve remains closed. (Stop the
oil supply and remove the hydraulic pipe)
See work card 6665-0101.
3. Dismantle the starting air pipe and blank off the main pipe and the control air
pipe for the pertaining cylinder.

In this case the blanking-off of the starting air supply is particularly

important, as otherwise the supply of starting air will blow down the
suspended engine components.

4. Suspend the piston, piston rod and crosshead, and remove the connecting
rod out of the crankcase, in accordance with the directions in work card
1465-0301.
5. Blank off the oil inlet to the crosshead.
6. Set the cylinder lubricator for the pertaining cylinder, to “zero” delivery.

2.5 Piston, piston rod, crosshead, connecting rod, and telescopic pipe out (Case E)

Reasons:
This method is only used if lack of spare parts makes it necessary to repair the
defective parts during the voyage.
See Item 3.

Procedure:
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6645-0320-0003

1. Cut out the fuel oil pressure booster.

See description 6645-0250.
Description

2. Put the exhaust valve out of action so that the valve remains closed. (Stop the
oil supply and remove the hydraulic pipe)
See work card 6665-0101.

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 MAN B&W 6645-0320-0003

3. Dismantle the starting air pipe, and blank off the main pipe and the control air
pipe for the pertaining cylinder.

Running with Cylinders or Turbochargers out of Operation

In this case the blanking-off of the starting air supply is particularly
important, as otherwise the supply of starting air will blow down the
suspended engine components.

4. Dismantle piston with piston rod and stuffing box, crosshead, connecting rod
and crankpin bearing.
Blank off the stuffing box opening with two plates (towards scavenge air box
and crankcase).
Minimum plate thickness 5 mm.
5. Blank off the oil inlet hole from the telescopic pipe.
6. Set the cylinder lubricator for the pertaining cylinder to “zero” delivery.

3 Starting after putting Cylinders out of Operation

After carrying out any of the procedures described under points B, C, D, and E, it
is, before starting, absolutely necessary to check the oil flow through the bearings,
and the tightness of blanked-off openings.

After 10 minutes’ running, and again after one hour, the crankcase must be
opened for checking:
▪ the bearings
▪ the temporarily secured parts
▪ the oil flow through bearings
▪ the tightness of blanked-off openings

Load Restrictions:
Cases A and C, see Item 4 below. Cases B, D and E, always contact the engine
builder for calculation of allowable output and possible barred speed range.

4 Running with one (1) Cylinder Misfiring (Cases A and C)

Misfiring is defined as:

▪ no injection and
▪ compression present.

If only one cylinder is misfiring, it may be possible to run the engine with the
remaining and working cylinders, under two restrictions:
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6645-0320-0003

1. The thermal load of the cylinders.

Description

2. The torsional vibration in the propeller shaft system.

Ad 1) Thermal load restriction:

The following r/min and shaft powers may be obtained with a fixed pitch propeller
given by the thermal load of the cylinders:

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 6645-0320-0003 MAN B&W

Total No. of % r/min % Load

Cylinders (of MCR) (of MCR)
Running with Cylinders or Turbochargers out of Operation

4 83 57
5 86 63
6 88 67
7 89 71
8 90 73
9 91 75
10 91 77
11 92 78
12 92 78
14 93 80

Ad 2) Torsional vibration restrictions:

These restrictions, given as barred speed range, may be found from the class-
approved report on the torsional vibration of the actual propeller shaft system.

Only valid for misfiring, i.e. Item 2, cases A and C.

See drawing 6655-0215.

With a CP-propeller, the same restrictions apply when running according to the
design pitch. During the misfire operation keep the CP-propeller pitch fixed at the
design pitch.

If more than one cylinder is misfiring, the engine builder must be contacted.

Running limitations in Cases B, D and E

In cases B, D and E, the engine builder must always be contacted for calculation
of allowable output and possible barred speed range.

5 How to put Turbochargers out of Operation

See special instruction book for turbochargers.

If heavy vibrations, bearing failure, or other troubles occur in a turbocharger, pre-

liminary measures can be taken in one of the following ways:

5.1 If the ship must be instantly manoeuvrable: (Case W)

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6645-0320-0003

Reduce the load until the vibrations cease.

Description

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 MAN B&W 6645-0320-0003

5.2 If the ship must be instantly manoeuvrable, but the damaged turbocharger cannot run even at

Running with Cylinders or Turbochargers out of Operation

reduced load (Case X)

This mode of operation is only recommendable if no time is available

for carrying out the procedures described in Item ‘Y’, ‘Running for an
extended period with a Turbocharger out of Operation’.

Refer to the T/C manual regarding the maximum time of operation in condition ‘Y’,
before the bearings will be damaged.

Engines with one turbocharger:

1. Stop the engine.
2. Lock the rotor of the defective turbocharger.
See T/C manual.
3. Remove the compensator between the compressor outlet and the scavenge
air duct.
This reduces the suction resistance.
4. Load restrictions:
See drawing 6655-0220.

Engines with two or more turbochargers:

1. Stop the engine.
2. Lock the rotor of the defective turbocharger.
See T/C manual.
3. Insert an orifice plate in the compressor outlet.
A small air flow is required through the compressor to cool the impeller.
4. Load restrictions:
See drawing 6655-0220.

The load limit can be increased considerably if an orifice plate is also

inserted in the turbine inlet, as described in Item Y, ‘Engines with two
or more Turbochargers’.

5.3 Running for an extended period with a turbocharger out of operation (Case Y)

Engines with one turbocharger:

Engines with exhaust by-pass (Option)
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6645-0320-0003
Description

The blanking plates mentioned in item 3 below, are optional for BBC /
ABB and MHI turbochargers.

9 (11)
 6645-0320-0003 MAN B&W

1. Stop the engine.

Running with Cylinders or Turbochargers out of Operation

2. Lock the turbocharger rotor.

See T/C manual.
3. Remove the blanking plate from the exhaust by-pass pipe.
4. Remove the compensator between the compressor outlet and the scavenge
air duct. This reduces the suction resistance.
5. Load restrictions:
See drawing 6655-0220.

Engines without exhaust by-pass.

1. Stop the engine.
2. Remove the rotor and nozzle ring of the turbocharger.
See T/C manual.
3. Insert blanking plates.
See T/C manual.
4. Remove the compensator between the compressor outlet and the scavenge
air duct.
This reduces the suction resistance.
5. Load restrictions:
See drawing 6655-0220.

Engines with two or more turbochargers:

1. Stop the engine.
2. Lock the rotor of the defective turbocharger.
See T/C manual.
3. Insert orifice plates in the compressor outlet and the turbine inlet.
A small air flow is required to cool the impeller, and a small gas flow is desira-
ble to prevent corrosion.
4. Load restrictions:
See drawing 6655-0220.

5.4 Repair to be carried out during voyage (Case Z).

Engines with two or more turbochargers:

1. Stop the engine.
2. Insert blanking plates in compressor outlet, turbine inlet and turbine outlet.
3. Load restrictions:
See drawing 6655-0220.

Engines with one turbocharger, equipped with exhaust by-pass (Option):

1. Stop the engine.
2. Insert blanking plates in turbine inlet and turbine outlet.
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6645-0320-0003

3. Remove the blanking plate from the exhaust by-pass pipe.

Description

4. Remove the compensator between the compressor outlet and the scavenge
air duct.
5. Load restrictions:
See Item ‘'Y’, ‘Engines with exhaust by-pass (Option)’.

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 MAN B&W 6645-0320-0003

6 Putting an Auxiliary Blower out of Operation

Running with Cylinders or Turbochargers out of Operation

If one of the auxiliary blowers becomes inoperative, it is automatically cut out by
the built-in non-return valve, and there are no restrictions in the operation of the
engine.
See work card 5465-0501.
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6645-0320-0003
Description

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 MAN B&W 6645-0321-0002

1 Special instruction

ME Lubrication Back Up Signal

In case of CCU failure (and the CCU can not be changed immediately), activation
of the ME lubricator can be achieved as follows.

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 failing CCU.

See below. The activation signal from J52 on ECUA/B is random.

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6645-0321-0002
Description

1 (1)
 MAN B&W 6645-0330-0001

1 Cylinder Cover Studs

Running with Cracked Cylinder Cover Studs/Staybolts

▪ 8 studs; one stud cracked, reduce cylinder pressure to 85 % of pmax
▪ 8 studs; two studs cracked, reduce cylinder pressure to 75 % of pmax
▪ 16 studs; one stud cracked, no reduction
▪ 16 studs; two studs cracked, reduce cylinder pressure to 85 % of pmax
Always ensure that no gasleak occurs from the cylinder with cracked bolts. Gas-
leaks will cause burnings on the joint surfaces of the cylinder cover and liner.

2 Staybolts, Mono and Twin Staybolts

▪ Engine end staybolts; one bolt cracked (located ahead of cylinder No. 1 or the
aft cylinder), reduce the cylinder pressure in the nearest cylinder to 75 % of
pmax.
▪ Staybolts in between cylinder No. 1 and the aftmost cylinder, including the
bolts located by the chain drive at the centre; reduce the cylinder pressure in
the both adjacent cylinders to 80 % of pmax (by the centre chain drive, only the
nearest cylinder is affected).

Cylinder cover studs and staybolts must be replaced at first opportunity. For end
mono-staybolts we recommend that both staybolts (manoeuvring side and
exhaust side) are replaced.

In all other situations (than the above-mentioned) involving cracked cylinder cover
studs or staybolts, MAN Diesel & Turbo or the engine builder must be contacted.

If a crack in a cylinder cover stud/staybolt occurs, replacement should

preferably be carried out immediately.

If this is not possible, the engine can still be operated at reduced

speed according to the guidelines specified above.
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6645-0330-0001
Description

1 (1)
 2008-09-30

MAN Diesel

Doc-ID: 6655-0115-0002
Drawing Sequence Diagram, FPP Plant
6655-0115-0002

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 2008-09-30

MAN Diesel

Doc-ID: 6655-0120-0002
Drawing Sequence Diagram, CPP Plant
6655-0120-0002
6655-0120-0002

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Drawing MOP Overview

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Drawing MOP Event Log

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Drawing MOP Manual Cut-Out List

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Drawing MOP Operation

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Drawing MOP Status

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Drawing MOP Process Adjustment

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Drawing MOP Process Adjustment

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Drawing MOP Chief Limiters

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Drawing MOP Chief Limiters

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Drawing MOP Hydraulic System

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Drawing MOP Hydraulic System

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Drawing MOP Hydraulic System

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Drawing MOP Hydraulic System

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Drawing MOP Scavenge Air

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Drawing MOP Scavenge Air

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Drawing MOP Scavenge Air

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Drawing MOP Scavenge Air

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Drawing MOP Scavenge Air

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Drawing MOP Cylinder Lubrication

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Drawing MOP Cylinder Lubrication

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Drawing MOP System View I/O Test

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Drawing MOP System View I/O Test

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Drawing MOP Invalidated Inputs

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Drawing MOP Network Status

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Drawing MOP Function Test

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Drawing MOP Function Test

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Drawing MOP Function Test

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Drawing MOP Function Test

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Drawing MOP Function Test

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Drawing MOP Function Test

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Drawing MOP Function Test

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MAN B&W

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 2013-10-21 - en

MAN B&W

Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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6655-0204-0003 6655-0204-0003
MAN B&W

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MAN B&W

Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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6655-0204-0003 6655-0204-0003
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 2013-10-21 - en

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Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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Drawing MOP Troubleshooting

6655-0204-0003
6655-0204-0003

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 Drawing MOP Troubleshooting

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MAN B&W

Drawing MOP Set Time

6655-0205-0006
6655-0205-0006

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 Drawing MOP Set Time

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6655-0205-0006 6655-0205-0006
MAN B&W

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 2013-10-21 - en

MAN B&W

Drawing MOP Set Time

6655-0205-0006
6655-0205-0006

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 2013-10-21 - en

MAN B&W

Drawing MOP Version

6655-0210-0006
6655-0210-0006

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 Drawing MOP Version

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6655-0210-0006 6655-0210-0006
MAN B&W

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Drawing MOP Language

6655-0211-0001
6655-0211-0001

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 Drawing MOP Language

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6655-0211-0001 6655-0211-0001
MAN B&W

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 MAN B&W 6655-0215-0002

Case A - E

Cutting Cylinders out of Action

Case A Case B Case C Case D Case E

Nature of Combustion Compres- Combustion All recipro- All recipro-

the action to be stop- sion and to be stop- cating parts cating parts
ped combustion ped (due to suspended out
to be stop- faulty or out
ped exhaust
valve)
Some rea- Blow-by at Leaking cyl- Exhaust Quickest Only of
sons for the piston rings inder cover valve, or and safest interest if
action or exhaust or liner exhaust measure in spare parts
valve. valve actua- the event of are not
Reduction tor, mal- faults in available
of load on function large mov-
bearings. ing parts, or
Faulty injec- cylinder
tion equip- cover or
ment. cylinder
liner
FIVA (Fuel- Cut out Cut out Cut out Cut out Cut out
Oil Pressure
Booster)
Exhaust Working Held open Closed Closed Closed
valve
Air for air Open Closed Open Open Open
spring
FIVA Working Cut out Cut out Cut out Cut out
(Exhaust
valve)
Starting Working Blanked Working Blanked Blanked
valve
Piston with Moving Moving Moving Suspended Out
rod
Crosshead Moving Moving Moving Suspended Out
Connecting Moving Moving Moving Out Out
rod
Crankpin Moving Moving Moving Out Out
bearing
Oil inlet to Open Open Open Blanked Blanked
crosshead
Cooling oil Open Open Open
outlet from
2013-11-26 - en

6655-0215-0002

crosshead
Cylinder Working Working Working Stopped Stopped
Drawing

lubricators

1 (1)
 MAN B&W 6655-0220-0003

Case X - Z

Cutting turbochargers out of action

Component Case X Case Y1) Case Z
Engines with Engines with Engines with one T/C Engines with (Engines with
one T/C two or more two or more two or more
T/C With by-pass Without by- T/C T/C)
pass

Rotor2) Locked Locked Locked Removed Locked

Nozzle ring 2) Removed
Compressor Orifice Orifice Blanking
outlet plate plate plates
Turbo inlet Orifice Blanking
plate plates
Turbo outlet Blanking
plates
Compensator Removed Removed Removed
after compres-
sor outlet
By-pass blank- Removed
ing plate
T/C housing 2) Blanking
plates
Max % of MCR
load/ (speed):
1 T/C of 1 15/(53) 3) - 20-/(58) 4) 20-25 4) (58-63) 15/(53) 3) - -

1 T/C of 2 9) - 15/(53) 3) 5)
- - 50/(79) 3) 6)
50/(79) 3) 6)

1 T/C of 3* - 20/(58) 3) 5) - - 66/(87) 3) 6) 66/(87) 3) 6)

1 T/C of 4* - 20/(58) 3) 5) - - 75/(91) 3) 6) 75/(91) 3) 6)

1 [Link]. of 2 7) 10/(46) 4) 10/(46) 4) 15/(53) 4) 10/(46) 4) 8) 8)

1 [Link]. of 3 7) * - 15/(53) 4) - - 8) 8)

1 [Link]. of 4 7) * - 15/(53) 4) - - 8) 8)

*) These items are NOT valid for engines 26-46 bore.

1) The engine builder will, in each specific case, be able to give further information about engine load
possibilities and temperature levels.
2) See T/C manual.
3) The exhaust temperatures must not exceed the value(s) stated in description 7045-0100.
Also see the note in description 6645-0320, Item 1, ‘General’.
4) The exhaust temperature must not exceed a) 430°C b) 400°C for 26 - 46 bore engines.
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6655-0220-0003

5) This is due to the loss of exhaust gas through the damaged turbocharger.
6) The mentioned exhaust temperature limit is an average value for the whole load range.
Drawing

7) Simultaneous with 1 T/C out of operation. There are no load restrictions with 1 aux. blower out of
operation and all T/C’s in operation.

1 (2)
 6655-0220-0003 MAN B&W

8) See the limits given under ‘1 T/C of 2’, ‘1 T/C of 3’, and ‘1 T/C of 4’, above.
Cutting turbochargers out of action

9) Running with one T/C out of two increases the cylinder pressure at low load and may increase the
torsional stresses with approx. 30%. The torsional vibrations in the shafting system should therefore be
evaluated with this increase. Engines with barred speed range can be operated below the barred
speed range. In case of emergency running it can be necessary to pass the barred speed range. To
protect the intermediate shaft, the number of passages should be kept to a minimum – preferably one
time up and one time down.
Once the vessel gets close to port - speed should be kept below the barred speed range.

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6655-0220-0003
Drawing

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Drawing Turbocharger Surging

6655-0225-0003
6655-0225-0003

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MAN B&W

Drawing Components for Hydraulic Systems Hydraulic Cylinder Unit

6655-0235-0001
6655-0235-0001

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MAN B&W

Drawing Components for Hydraulic System (Accumulator Block)

6655-0240-0001
6655-0240-0001

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MAN B&W

Preface Chapter Control System ... ....................................................... 7040-0100-0001

Control System
Description Guidance Value Automation ... .................................... 7045-0100-0008
Instrumentation ... ....................................................... 7045-0200-0004

Drawing Engine Control System Diagram .... .............................. 7055-0150-0003

Diagram Manoevering System ... ................................. 7055-0155-0003

Table of contents

1 (1)
 MAN B&W 7040-0100-0001

PMI-System

Control System
See separate instructions for operating the PMI-system (option).
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7040-0100-0001
Preface

1 (1)
 MAN B&W 7045-0100-0008

1 General Basis for Guidance Values

Guidance Value Automation

The values stated in the list on the following pages refer to layout point L1, (Nomi-
nal max. continiuous rating "'MCR"' and are for engines running with UNI-Lubricat-
ing oil system without lubricating oil booster pump and with common turbocharger
lubricating oil system.

Furthermore, the lubrication oil inlet pressure sensors Nos. 8108 and 8109, refer to
a level 1800 mm above crankshaft centre line. In case sensor(s) is(are) placed at a
different level the alarm slow down and shut down setpoints are to be corrected
correspondingly.

The values are for guidance only, in connection with the ‘List of
Capacities of Auxiliary Machinery’ for dimensioning of auxiliary
systems, and must not be used for determining the extent of the
alarms or actions.

The item numbers refer to the drawings showing the extent and placement of sen-
sors for standard alarms and indicators on the engine, if the signal equipment is
fitted. See description 7045-0200, further on.

For sensors placed in the systems outside the engine, see the actual pipe arrange-
ments in the appropriate chapters.

If the engine is provided with special equipment, some values may differ from this
list. The correct values shall in such a case be obtained from the Plant Installation
Drawings.

The engine slow-down level corresponds to 40% of nominal MCR r/min.

Unless otherwise specified, the pressures are stated in bar gauge.

Engines specified and optimised at derated power may have other normal service
values depending on layout power/revolutions and application.

For derated engines, the testbed/trial values should be used.

Attention must be paid to the temperature levels stated under Nos.

8120 to 8125 (incl.), as two different values have been indicated, one
value for metal temperature and another for oil outlet temperature.
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7045-0100-0008
Description

When setting the limits, maximum limits must be set at rising parameter and mini-
mum limits at falling parameter.

1 (16)
 7045-0100-0008 MAN B&W

2 Guidance Alarm Limits and Measuring Values

Guidance Value Automation

Guidance Alarm Limits and Measuring Values (at max. continuous rating with
engine running steadily).

The list applies to ME/ME-C Engines. For items marked with an *, further details
are given in note below.

2.1 Fuel Oil System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PT 8001 I – AL Fuel oil Inlet bar 7 – 10 6.5
(after filter)*
PT 8002 AL Fuel oil before filter* bar 6.5

PDI 8003 I Fuel oil filter bar 0.2 – 0.5

(pressure drop)*
VT 8004 AH Fuel oil viscosity cSt 10 – 15 20
AL (at inlet engine, after 7
filter.)*
TE 8005 I Fuel oil inlet °C T
(after filter)*
LS 8006 AH Leakage from high Level
pressure pipes high

Sensor Code Note!

PT 8001 Fuel viscosity max. 700 cSt. at 50 °C measured at fuel pump level.
PT 8002 Yard supply. Fuel viscosity max. 700 cST at 50 °C.
PDT 8003 Yard supply.
VT 8004 Yard supply. Viscosity to be monitored and alarm given off by sensor
built into the Viscorator.
See description 4245-0100.
TE 8005 See description 4245-0100.

2.2 Lubricating Oil System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PT 8103 I – AL Lub. oil inlet to bar 1.5 - 2.2 1.2
turbocharger
TE 8106 I - AH Thrust bearing °C 55 - 70 75
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7045-0100-0008

Y segment 80
Description

TE 8107 Z Thrust bearing °C 90

segment
PT 8108 I - AL Lubrication oil inlet* bar 1.8 - 2.4 1.6
Y S50 ME-C 1.4

2 (16)
 MAN B&W 7045-0100-0008

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service

Guidance Value Automation

Value
PT 8108 I - AL Lubrication oil inlet* bar 1.9 - 2.5 1.7
Y L/S/G60 ME-C 1.5
S65 ME-C
L70 ME-C
K80 ME-C
PT 8108 I - AL Lubrication oil inlet* bar 2.0 - 2.6 1.8
Y S/G70 ME-C 1.6
K98 ME/ME-C
PT 8108 I - AL Lubrication oil inlet* bar 2.1 - 2.7 1.9
Y G80 ME-C 1.7
S90 ME-C 8.2
PT 8108 I - AL Lubrication oil inlet* bar 2.3 - 2.9 2.1
Y S90 ME-C 9.2 1.9
PT/PS Z Lubrication oil inlet* bar 1.8 - 2.4 1.2
8109 S50 ME-C
PT/PS Z Lubrication oil inlet* bar 1.9 - 2.5 1.3
8109 L/S/G60 ME-C
S65 ME-C
L70 ME-C
K80 ME-C
PT/PS Z Lubrication oil inlet* bar 2.0 - 2.6 1.4
8109 S/G70 ME-C
K98 ME/ME-C
PT/PS Z Lubrication oil inlet* bar 2.1 - 2.7 1.5
8109 G80 ME-C
S90 ME-C 8.2
PT/PS Z Lubrication oil inlet* bar 2.3 - 2.9 1.7
8109 S90 ME-C 9.2
TE 8112 I - AH Lubrication oil inlet °C 40 - 47 55
AL to engine 35
Y 60
TE 8113 I - AH Piston cooling oil °C 50 - 65 70
Y outlet/cylinder 75
FS 8114 AL Piston cooling oil No
Y outlet/cylinder flow No
flow
TE 8117 I - AH Lub. oil outlet from °C
turbocharger/TC
MAN/TCA COM 70 - 90 95
MHI/MET COM 70 - 80 85
Z ABB/TPL COM 70 - 90 110 120
TE 8118 I - AH Lub. oil outlet from °C 50 - 60 65
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7045-0100-0008

engine (inlet to oil

Description

cooler)
TE 8120 I - AH Main bearing metal °C 50 - 70 75
Y temperature* 80

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 7045-0100-0008 MAN B&W

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service
Guidance Value Automation

Value
TE 8121 I - AH Crankpin bearing °C 50 - 70 75
Y metal temperature* 80
TE 8122 I - AH Crosshead bearing °C 50 - 70 75
Y metal temperature* 80
TE 8123 I Main bearing oil °C 50 - 60 65
AL - AH outlet*
Y 70
Deviation from -5/+5
average
Y Deviation from -7/+7
average
TE 8124 I Crankpin bearing oil °C 50 - 60 65
AL - AH outlet*
Y 70
Deviation from -5/+5
average
Y Deviation from -7/+7
average
TE 8125 I Croshead bearing °C 50 - 60 65
AL - AH oil outlet*
Y 70
Deviation from -5/+5
average
Y Deviation from -7/+7
average
XC 8126 AH - Y Bearing Wear On/Off On/Off

XC 8127 XC Bearing wear sys- On/Off On/Off

tem failure
LS 8130 AL - Y Lub. oil level in tank* Low Low
level level
PDS AH Diff. press. Lub. oil Bar 0 - 0.6 0.8
8140 filter (Boll & Kirch)
XS 8150 AH Water in lubrication WA * 0 - 0.45 0.5
oil (WIO sensor)
XS 8151 AH Water in lubrication WA * 0 - 0.45 0.9
oil - level too high
(WIO sensor)
XS 8152 A Water in lubrication Fail
oil / WIO sensor not
ready

Sensor Code Note

PT 8108, PT8109 Measured by pressure gauge placed 1.8 m above crankshaft centre-
2013-09-04 - en
7045-0100-0008

line. For Lub. oil pumps of centrifugal type, the pressure at stopped
engine will be about 0.2 bar lower. (The difference in pressure at
Description

stopped and running engine is mainly caused by influence of oscilla-

tion forces, especially in piston cooling space.).
TE 8117 Inlet reference, see sensor TE 8112.
ABB-TPL: Diff. between in/outlet should not exceed.

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 MAN B&W 7045-0100-0008

Sensor Code Note

Guidance Value Automation

TE 8120 – TE 8125 NOTE that the “Normal service value” is to be stated at sea trial, but,
in between the range stated. With regard to the “Alarm”, “Slow
down” and “Shut down” levels they should be 5°C, 10°C and 20°C
above the sea trial finding respectively, however, maximum the value
stated.
TE 8124 and TE Cut off at stopped engine. Cut off to remain until 3 minutes after
8125 start.
LS 8130 For separate lubricating system of the turbochargers.
XS 8150, 8151 WA: Water Actvity (relative to saturation point)

2.3 Cylinder Lubricating Oil System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
TE 8202 AH Cylinder Lub. oil °C 40 - 60 70
AL inlet pressure

XC 8212 AL Small box for heat- Low

ing element level
TS 8213 C Cylinder lubricating °C 40
heating

2.4 Cooling Water System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PT 8401 I - AL Jacket cooling bar 4-5 3.5
Y water inlet* 2.5
PS 8402 Z Jacket cooling bar X 0.1
water inlet*
PDT AL Jacket cooling bar 0.8 - 1.4 X
8403 Y water pressure loss X - 0.2
across engine*
TE 8407 I – AL Jacket cooling °C 75 - 90 67
water inlet
TE 8408 I - AH Jacket cooling °C 88 - 92 95
Y water outlet pr. 98
cylinder*1
L/S/G60ME-C
S65ME-C
L/S/G70ME-C
K/S/G80ME-C
S90ME-C
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K98ME/ME-C
7045-0100-0008
Description

5 (16)
 7045-0100-0008 MAN B&W

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service
Guidance Value Automation

Value
TE 8408 I - AH Jacket cooling °C 80 - 92 95
Y water outlet pr. 98
cylinder*2
L/S/G60ME-C
S65ME-C
L/S/G70ME-C
K/S/G80ME-C
S90ME-C
K98ME/ME-C
TT 8408 I - AH Jacket cooling °C 80 - 92 3
Y water outlet pr. 6
cylinder*3.
G60ME-C
G70ME-C
G80ME-C
S80ME-C
S90ME-C
TT 8408 I - AH Jacket cooling °C 80 - 85 5
Y water outlet pr. 10
cylinder*4.
G60ME-C
G70ME-C
G80ME-C
S80ME-C
S90ME-C
TE 8408 I - AH Jacket cooling °C 85 - 130 5
Y water outlet pr. 10
cylinder*3 & *4.
G60ME-C -/+20
G70ME-C
G80ME-C
S80ME-C
S90ME-C
TE 8409 I - AH Jacket cooling °C 88 - 92 95
water outlet
turbocharger*1
TE 8409 I - AH Jacket cooling °C 80 - 92 95
water outlet
turbocharger*2
TT 8410 I -AH Jacket cooling °C 80 - 85 90
Y water outlet pr. 95
cylinder cover*4.
G60ME-C
G70ME-C
G80ME-C
S80ME-C
S90ME-C
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7045-0100-0008

TI 8411 I Jacket cooling °C 80 - 120

water outlet exhaust
Description

valve
LS 8412 AL Jacket cooling Low
water de-aerating level
tank.

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 MAN B&W 7045-0100-0008

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service

Guidance Value Automation

Value
PT 8413 I Jacket cooling bar 2.6 - 4.2
water outlet com-
mon pipe*
XC 8419 C Alarm, LDCL/LDHT Low
level
PT 8421 I - AL Cooling water inlet bar 1.0
to air cooler(s)*
AH Sea water cooling 2 - 4.5X 5.5
system
AH Central water cool- 2 - 2.5X 3.5
ing system
TE/TI I Cooling water inlet °C
8422 to air cooler(s)
AH Sea water cooling 10 - 32 40
system
AH Central water cool- 10 - 36 40
ing system
TE/TI I Cooling water inlet °C
8423 to air cooler(s)
Sea water cooling 10 - 50
system
Central water cool- 10 - 63
ing system
PDT I Pressure drop of bar 0.25 - 0.8
8424 cooling water
across air cooler
TE 8431 I - AL Cooling water inlet °C 11 - 32 10
to lub. oil cooler(s)
PT 8440 I Cooling water inlet bar 3.5 - 4.5
air cooler (s) (WHR)

Sensor Code Note

PT 8401, PT 8413 The expansion tank must be located 15 m above the top of the
exhaust gas valves.
PS 8402 X = With stopped cooling water pump, the set point for the sensor is
the static pressure plus the stated value.
PDT 8403 X = To be stated on sea-trial. Slow-down 0.2 bar below alarm value.
PT 8421 X = To be stated on sea-trial.
TE 8408, TE 8409 *1 Standard rated
*2 Load dependent set-point
*3 For LDHT cooling water systems.
- Alarm high and Slow down values are ∆T relative to commis-
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7045-0100-0008

sioned values.
Description

*4 For LDCL cooling water systems.

- Alarm high and Slow down values are ∆T relative to commis-
sioned values.

7 (16)
 7045-0100-0008 MAN B&W

2.5 Compressed Air System

Guidance Value Automation

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service
Value
PT 8501 I – AL Starting air inlet bar 30 15
pressure
PT 8503 I-C Control air inlet* bar 6.5 - 7.5
AH 5.5
AL 0.5
PT 8505 I - AL Air inlet to air cylin- bar 6.5 - 7.5 5.5
der for exhaust
valve

Sensor Code Note

PT 8503 AH at finished with engine.

2.6 Scavenge Air System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PT 8601 I-C Scavenge air bar
receiver pressure
(abs)*
TE 8605 I Scavenge air °C 170 - 210
temperature in
receiver*
PDI 8606 I Scavenge air pres- bar X XX
sure drop across
each air cooler*
PDT I - AH Scavenge air pres- bar X XX
8607 sure drop across
filter*
TE 8608 I Scavenge air tem- °C
perature after each
air cooler*
TE 8609 I - AH Scavenge air °C 55
Y temperature in 65
receiver*
TE 8610 AH Scavenge air box- °C 80
Y fire alarm/cyl. 120
LS 8611 AH Water mist catcher - High
water level level
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7045-0100-0008

TE 8612 I Compressor inlet °C -10 - +45

Description

temperature/turbo-
charger

8 (16)
 MAN B&W 7045-0100-0008

Sensor Code Note

Guidance Value Automation

PT 8601 The set point of scavenge air pressure depends on the engine load
and layout. The set point must be set during sea trial.
TE 8605 Value based on MCR, depending on engine load and ambient condi-
tions.
PDI 8606, X = according to shop trial results
PDT 8607 XX = 50% increase according to shop trial results.
TE 8608 TE 8422 + 12 °C
TE 8609 Normal service value above water inlet temp. air cooler.
TE 8422 + 15 °C

2.7 Exhaust Gas System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
TI / TT I - AH Exhaust gas tem- °C 380 - 500 X
8701 Y perature before tur- X
bocharger*
TI / TT I - AH Exhaust gas tem- °C 320 - 430 450
8702 Y perature after 470
valves. (average)*
AL - AH Deviation from +/- 50
average
Y Deviation from +/- 60
average
TC 8704 I Exhaust gas tem- °C 100 - 500
perature in receiver
PI 8706 I Exhaust gas pres- bar 3.4
sure in receiver
(abs.)*
TI/TT I - AH Exhaust gas tem- °C 220 - 300 350
8707 perature after each
turbocharger*
PT 8708 I - AH Exhaust gas pres- mm 300 450
sure after each T/C WC
at MCR
PDI 8709 I Exhaust gas pres- mm 150
sure drop across WC
boiler at MCR
ZT 8721 I Exhaust gas by- ° 0 - 90
pass valve angle
position
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7045-0100-0008
Description

9 (16)
 7045-0100-0008 MAN B&W

Sensor Code Note

Guidance Value Automation

TC 8701 Normal exhaust gas temperatures depend on the actual engine load
and ambient condition.
NOTE: Regarding alarm for high turbine inlet temperature:

This alarm is not an MAN Diesel & Turbo requirement, as alarms for
high gas temperatures, are given by cylinder exhaust as well as for
turbine outlet temperature alarms.

Some Classification Societies require alarm for high turbine inlet tem-
perature. In such cases we recommend set point equivalent to the
maximum temperature for continuous operation shown on the turbo-
charger name plate. (Some Turbocharger manufacturers shows two
(2) maximum temperatures on the name plate. It is the lowest shown
temperature that must be used as set point - if alarm is required. The
high maximum temperature is only allowed at short over-load tests at
test-bed)
X = Turbocharger dependent.
TC 8702 Normal exhaust gas temperatures depend on the actual engine load
and ambient condition. When operating below 200 °C average tem-
perature deviation alarm is cut off.
PT 8706 Normal exhaust gas temperatures depend on the actual engine load
and ambient condition.
TC 8707 The service values apply under the following conditions:
- Ambient temperature in engine room 25 °C.
- Scavenge air temperature in receiver 35 °C.

2.8 Hydraulic Power Supply

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PS 1204 C Lub. oil pressure bar 1 0.7
after filter (suction
side)
XC 1231 AH Filter failure bar 0 - 0.6 0.8
(Boll & Kirch)
TE 1270 AH HPS bearing tem- °C 55 - 60 70
perature*

Sensor Code Note

TE 1270 Only for engines with centre mounted HPS

2.9 Hydraulic Control Oil System (separate oil to HPS)

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
2013-09-04 - en
7045-0100-0008
Description

PI 1301 I Fine filter unit indi- bar

cator
PDS AH Lub. Oil difference bar High
1302 pressure, across fil-
ter (Boll & Kirch)

10 (16)
 MAN B&W 7045-0100-0008

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service

Guidance Value Automation

Value
PT 1303 I Lub. Oil pressure bar
engine inlet, same
as value PT 8108
TI/TE I - AH Lub Oil temp. at °C 40 - 55 60
1310 Y engine inlet 65
LS 1320 AL Level alarm in tank Low
level
XS 1350 AH WIO water in WA * 0 - 0.45 0.5
hydraulic oil system
XS 1351 AH WIO water in WA * 0 - 0.45 0.9
hydraulic oil system
too high
XS 1352 A WIO sensor not Fail
ready

Sensor Code Note

XS 1350, 1351 WA: Water Actvity (relative to saturation point)

2.10 Top Bracing Pressure

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PT 1501 AL Top Bracing accu- bar 6-8 4
mulator pressure

2.11 MECS to/from Safety System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
XC 2001 Z Emergency stop to Activa-
engine control units ted
XC 2002 Z Shut down to Cylin- Activa-
der Control Units ted
Emergency stop
XC 2005 C Reset shut down Activa-
ted
XC 2020 Z Shut down (Non- Activa-
cancellable) ted
XC 2021 Z Shut down (cancel- Activa-
lable) ted
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7045-0100-0008
Description

11 (16)
 7045-0100-0008 MAN B&W

2.12 MECS to/from Alarm System

Guidance Value Automation

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service
Value
XC 2201 A Power failure Fail

XC 2202 A ME common failure Fail

XC 2205 A Slow-down pre- Aciva-

warning ted
XC 2206 A Slow down Request
(manual)
XC 2207 C Slow down Request Aciva-
(non-cancellable) ted
XC 2210 A Engine stopped Aciva-
ted

2.13 Power Supply Units to Alarm System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
XC 2901 AL High/Low voltage V 24 18
AH cut out ME power 31
supply A
XC 2902 AL High/Low voltage V 24 18
AH cut out ME power 31
supply B
XC 2903 AL Earth failure ME Kohm 70 - 1000 24
power supply

2.14 Tacho / Crankshaft Position System

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
ZT 4020 Z Tacho for safety r/min MCR x
1.09

2.15 ME cylinder components

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
PS 4112 C - AH Leakage from cylin- bar 0 0.6
der units/pipe
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7045-0100-0008
Description

12 (16)
 MAN B&W 7045-0100-0008

2.16 Miscellaneous

Guidance Value Automation

Sensor Function Designation Unit Normal Alarm SLD SHD
Code Service
Value
ZT 8801 I - AH Turbocharger r/min X X
speed, each unit*
PT 8802 I Engine room pres- bar 0.95 -
sure (abs.) 1.05
PI 8803 I Air inlet for dry bar 4.5 - 10
cleaning, turbo-
charger
PI 8804 I Water for cleaning, bar min. 0.5 X
turbocharger*
WT 8812 I-AH-Y Axial vibration mm
monitor
5S50ME-C 0 - 1.56 2.09 2.6
6S50ME-C 0 - 1.87 2.5 3.1
7S50ME-C 0 - 2.17 2.9 3.6
8S50ME-C 0 - 2.55 3.41 4.3
9S50ME-C 0 - 2.86 3.84 4.8
WT 8812 I-AH-Y Axial vibration mm
monitor
5S60ME-C 0 - 1.88 2.51 3.1
6S60ME-C 0 - 2.25 3 3.8
7S60ME-C 0 - 2.61 3.49 4.4
8S60ME-C 0 - 3.07 4.1 5.1
WT 8812 I-AH-Y Axial vibration mm
monitor
5L60ME-C 0 - 1.49 1.99 2.5
6L60ME-C 0 - 1.77 2.37 3
7L60ME-C 0 - 2.07 2.76 3.5
8L60ME-C 0 - 2.36 3.15 3.9
9L60ME-C 0 - 2.66 3.54 4.4
WT 8812 I-AH-Y Axial vibration mm
monitor
5G60ME-C 0 - 2.16 2.89 3.6
6G60ME-C 0 - 2.58 3.45 4.3
7G60ME-C 0-3 4.01 5
8G60ME-C 0 - 3.43 4.58 5.7
9G60ME-C 0 - 3.85 5.14 6.4
WT 8812 I-AH-Y Axial vibration mm
monitor
5S65ME-C 0 - 2.28 3.04 3.8
6S65ME-C 0 - 2.72 3.63 4.5
7S65ME-C 0 - 3.17 4.23 5.3
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8S65ME-C 0 - 4.06 5.42 6.8

7045-0100-0008
Description

13 (16)
 7045-0100-0008 MAN B&W

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service
Guidance Value Automation

Value
WT 8812 I-AH-Y Axial vibration mm
monitor
5S70ME-C 0 - 2.19 2.92 3.7
6S70ME-C 0 - 2.62 3.5 4.4
7S70ME-C 0 - 3.05 4.07 5.1
8S70ME-C 0 - 3.58 4.78 6
9S70ME-C 0 - 3.03 5.37 6.7
WT 8812 I-AH-Y Axial vibration mm
monitor
5L70ME-C 0 - 1.74 2.32 2.9
6L70ME-C 0 - 2.08 2.78 3.5
7L70ME-C 0 - 2.42 3.23 4
8L70ME-C 0 - 2.76 3.68 4.6
9L70ME-C 0 - 3.11 4.14 5.2
WT 8812 I-AH-Y Axial vibration mm
monitor
5G70ME-C 0 - 2.53 3.37 4.2
6G70ME-C 0 - 3.02 4.03 5
7G70ME-C 0 - 3.52 4.69 5.9
8G70ME-C 0 - 4.01 5.35 6.7
9G70ME-C 0 - 4.5 6.01 7.5
WT 8812 I-AH-Y Axial vibration mm
monitor
6S80ME-C8.2 0 - 2.99 3.98 5
6S80ME-C9.2 0 - 3.46 4.62 5.8
7S80ME-C8.2 0 - 3.45 4.59 5.7
7S80ME-C9.2 0 - 4.03 5.37 6.7
8S80ME-C8.2 0 - 4.06 5.4 6.8
8S80ME-C9.2 0 - 4.59 6.12 7.7
9S80ME-C8.2 0 - 5.16 6.88 8.6
9S80ME-C9.2 0 - 4.56 6.08 7.6
WT 8812 I-AH-Y Axial vibration mm
monitor
6K80ME-C 0 - 2.28 3.8 3.8
7K80ME-C 0 - 3.65 3.53 4.4
8K80ME-C 0 - 3.02 4.03 5
9K80ME-C 0 - 3.39 4.52 5.7
10K80ME-C 0 - 3.77 5.02 6.3
11K80ME-C 0 - 4.14 5.52 6.9
12K80ME-C 0 - 4.51 6.02 7.5
WT 8812 I-AH-Y Axial vibration mm
monitor
5G80ME-C 0 - 3.57 4.77 6
6G80ME-C 0 - 4.27 5.7 7.1
7G80ME-C 0 - 4.97 6.63 8.3
8G80ME-C 0 - 5.67 7.57 9.5
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7045-0100-0008

9G80ME-C 0 - 6.37 8.5 11

Description

14 (16)
 MAN B&W 7045-0100-0008

Sensor Function Designation Unit Normal Alarm SLD SHD

Code Service

Guidance Value Automation

Value
WT 8812 I-AH-Y Axial vibration mm
monitor
5S90ME-C9.2 0 - 2.35 3.14 3.9
6S90ME-C8.2 0 - 3.24 4.33 5.4
6S90ME-C9.2 0 - 2.81 3.75 4.7
7S90ME-C8.2 0 - 3.78 5.04 6.3
7S90ME-C9.2 0 - 3.27 4.36 5.5
8S90ME-C8.2 0 - 4.32 5.76 7.2
8S90ME-C9.2 0 - 3.72 4.97 6.2
9S90ME-C8.2 0 - 4.86 6.48 8.1
9S90ME-C9.2 0 - 4.19 5.59 7
10S90ME-C9.2 0 - 4.65 6.2 7.8
11S90ME-C9.2 0 - 5.11 6.82 8.5
12S90ME-C9.2 0 - 5.57 7.43 9.3
14S90ME-C9.2 0 - 6.5 8.67 11
WT 8812 I-AH-Y Axial vibration mm
monitor
6K98ME 0 - 2.28 3.05 3.8
7K98ME 0 - 2.66 3.55 4.4
8K98ME 0 - 3.03 4.05 5.1
9K98ME 0 - 3.41 4.55 5.7
10K98ME 0 - 3.78 5.05 6.3
11K98ME 0 - 4.16 5.55 6.9
12K98ME 0 - 4.54 6.06 7.6
14K98ME 0 - 5.3 7.06 8.8
WT 8812 I-AH-Y Axial vibration mm
monitor
6K98ME-C 0 - 1.88 2.51 3.1
7K98ME-C 0 - 2.19 2.92 3.7
8K98ME-C 0 - 2.49 3.33 4.2
9K98ME-C 0 - 2.8 3.74 4.7
10K98ME-C 0 - 3.11 4.15 5.2
11K98ME-C 0 - 3.42 4.56 5.7
12K98ME-C 0 - 3.72 4.97 6.2
14K98ME-C 0 - 4.34 5.79 7.2
XS 8813 AH - Y Oil mist in crank- Fixed 0 High
Z case each cyl. or mg/l density High
or 0.5 density
or 0.5
XS 8814 AL Oil mist detector, Fail
failure
XC 8816 I - AH Shaftline earthing mV 0 - 50 80
device
XS/XT Y Turbocharger over-
8817 speed*
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TE 8820 AH Cylinder liner moni- °C 100 - 150 +/- 20

7045-0100-0008

toring, each cylin-

Description

der*

Sensor Code Note

ZT 8801 X = according to the manufacturer.
PI 8804 X = higher than exhaust gas pressure.

15 (16)
 7045-0100-0008 MAN B&W

Sensor Code Note

Guidance Value Automation

XS/XT 8817 Values according to TC manufacturer

Applied in case of:
- VTA/VTG (Variable turbocharger)
- WHR (Waste heat recovery system)
- EGB (Exhaust gas by pass system)
- TCO (Turbocharger Cut Out system)
TE 8820 Cut out below 100°C - Deviation to be stated at seatrail - Max. Devi-
ation 50°C

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7045-0100-0008
Description

16 (16)
 MAN B&W 7045-0200-0004

1 Measuring Instruments, Identification

Instrumentation
Remote Identification
Codes for identification of instruments and signal-related functions.

First letter(s) Identification number Secondary letter(s)

Measured or indicating variable The first two digits indicate the point of measurement, Function
the next two are serial numbers.
DS Density switch 11 Manoeuvring system A Alarm
DT Density transmitter 12 Hydraulic power supply C Control
GT Gauging transmitter (load/index) 14 Combustion pressure supervision H High
FT Flow transmitter 20 ECS to/from safety system I Indication
FS Flow switch 21 ECS to/from remote control system (remote)

LS Level switch 22 ECS to/from alarm system L Low

LI Level indication (local) 30 ECS Miscellaneous input/output values R Recording

LT Level transmitter 40 Tacho/crankshaft pos. system S Switching

PDI Pressure difference indication (local) 41 Engine cylinder components Y Slow-down

PDS Pressure difference switch 50 VOC: supply system X Unclassified

function
PDT Pressure difference transmitter 51 VOC: sealing oil system
Z Shut-down
PI Pressure indication (local) 52 VOC: control oil system
PS Pressure switch 53 Other VOC related systems
PT Pressure transmitter 54 VOC engine related components
ST Speed transmitter 80 Fuel oil system
TC Thermo couple (NiCr-Ni) 81 Lubrication oil system
TE Temperature element (Pt-100) 82 Cylinder lub. oil system
TI Temperature indication (local) 83 Stuffing box drain system
TS Temperature switch 84 Cooling water system
WS Vibration switch e.g. central cooling water
e.g. sea cooling water
WT Vibration transmitter e.g. jacket cooling water
VS Viscosity switch 85 Compressed air supply system
VT Viscosity transmitter e.g. control air
e.g. starting air
ZV Position valve (solenoid valve)
86 Scavenge air
ZS Position switch (limit switch)
87 Exhaust gas system
ZT Position transmitter
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7045-0200-0004

(e.g. proximity sensor) 88 Miscellaneous functions

e.g. axial vibration
Description

XC Unclassified control
90 Project specific
XS Unclassified switch
XT Unclassified transmitter Note:
ECS: Engine Control System
VOC: Volatile Organic Compound

1 (9)
 7045-0200-0004 MAN B&W

The first link (first letter) indicates what is measured or the indicating variable. The
second link is the [Link]., in which the first two digits indicate the point of meas-
Instrumentation

urement or the indicating variable, followed by a serial number. The third link (sec-
ondary letter(s)) indicates the function of the measured value.

Example

Repeated signals:
Signals which are repeated, such as per cylinder measurement or per turbo-
charger measurement, etc. are provided with a suffix number. The suffix number is
identical with the place of measurement, such as 1 for cylinder 1, etc. Where sig-
nals are redundant, suffix A or B may be used.
Examples
Cylinder or Turbocharger-Related Signals

Redundant Signals

Cylinder-Related Redundant Signals

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7045-0200-0004

Graphical presentation in PI-diagrams according to ISO 1219 I - II

Description

2 (9)
 MAN B&W 7045-0200-0004

2 List of Instruments

Instrumentation
The list and illustrations on the following pages, are for guidance only.

Fuel Oil System

PI 8001 Fuel oil, inlet engine
PI 8001 Fuel oil, inlet engine (At local manoeuvring console)
PT 8001 Fuel oil, inlet engine (After filter) (Alarm low)
TI 8005 Fuel oil, inlet engine (After filter)
TE 8005 Fuel oil, inlet engine (After filter)
LS 8006 Leakage from high pressure pipes (Alarm)

Lubrication Oil System

PT 8103 Lubricating oil inlet to Turbocharger/Turbocharger (Alarm)
PI 8103 Lubricating oil inlet to Turbocharger/Turbocharger
TI 8106 Thrust bearing segment
TE 8106 Thrust bearing segment (Alarm + Slow down)
TS 8107 Thrust bearing segment (Shut down)
PI 8108 System lubricating oil inlet 1800 above cl. of crankshaft
PI 8108 System lubricating oil inlet (At local manoeuvring console)
PT 8108 Lubricating oil inlet to main bearing and thrust bearing (Alarm +
Slow down)
PS 8109 Lubricating oil inlet to main bearing and thrust bearing (Shut
down)
TI 8112 System lubricating oil inlet
TE 8112 System lubricating oil inlet (Alarm + Slow down)
TI 8113 Piston cooling oil outlet/cylinder
TE 8113 Piston cooling oil outlet/cylinder (Alarm + Slow down)
FS 8114 Piston cooling oil outlet/cylinder (Alarm + Slow down/ no flow)
TI 8117 Lubricating oil outlet Turbocharger/Turbocharger
TE 8117 Lubricating oil outlet Turbocharger/Turbocharger (Alarm)
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7045-0200-0004

Electronic Cylinder Lub. Oil System (Alpha cylinder lubricators)

Description

PT 8201 Cylinder lubrication oil inlet pressure

TE 8202 Cylinder lubrication oil temperature
ZT 8203 Confirm cylinder lubricator piston movement, cyl/cyl

3 (9)
 7045-0200-0004 MAN B&W

ZV 8204 Activate cylinder lubricator, cyl/cyl

Instrumentation

PDI 8206 Pressure drop across filter

Cooling Water System

PT 8401 Jacket cooling water inlet
PI 8401 Jacket cooling water inlet (At local manoeuvring console)
PDS 8403 Jacket cooling water across engine
TI 8407 Jacket cooling water inlet
TE 8407 Jacket cooling water inlet
TI 8408 Jacket cooling water outlet/cylinder
TE 8408 Jacket cooling water outlet/cylinder
TI 8409 Jacket cooling water outlet/turbocharger
PI 8421 Cooling water inlet air cooler
PT 8421 Cooling water inlet air cooler (Alarm)
TI 8422 Cooling water inlet air cooler
TE 8422 Cooling water inlet air cooler (Alarm)
TI 8423 Cooling water outlet air cooler/air cooler
TE 8423 Cooling water outlet air cooler/air cooler

Compressed Air Supply System (Control, starting air)

PI 8501 Starting air to main starting valve (At local manoeuvring console)
PT 8501 Starting air inlet (Alarm)
PI 8503 Control air inlet (At inlet panel)
PT 8503 Control air inlet (At inlet panel)
PI 8503 Control air inlet (At local manoeuvring console)
PS 8505 Air inlet to air cylinder for exhaust valve

Scavenge Air
PT 6410 Scavenge air pressure
PT 8601 Scavenge air receiver
PI 8601 Scavenge air receiver (at engine side)
PI 8601 Scavenge air receiver (At local manoeuvring console)
PS 8603 Scavenge air receiver auxiliary blower control
PS 8604 Scavenge air auxiliary blower, failure
TI 8605 Scavenge air before air cooler/air cooler
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TE 8605 Scavenge air before air cooler/air cooler

7045-0200-0004
Description

PDI 8606 Pressure drop across air cooler/air cooler

TI 8608 Scavenge air after air cooler/air cooler
TE 8608 Scavenge air after air cooler/air cooler
TI 8609 Scavenge air receiver

4 (9)
 MAN B&W 7045-0200-0004

TE 8609 Scavenge air receiver (Alarm + slow down)

Instrumentation
TE 8610 Scavenge air box-fire alarm, cylinder/cylinder
LS 8611 Water mist catcher – water level

Exhaust Gas System

TI 8701 Exhaust gas before turbocharger/turbocharger
TC 8701 Exhaust gas before turbocharger/turbocharger (Alarm + slow
down)
TI 8702 Exhaust gas after valve, cylinder/cylinder
TC 8702 Exhaust gas after exhaust valve, cylinder/cylinder
PI 8706 Exhaust gas receiver

Manoeuvring System
XS 1106 Reset shut down at emergency
ZSI 1109 Turning gear disengaged
ZS 1110 Turning gear –engaged
ZS 1111 Main starting valve – blocked
ZV 1112 Main starting valve – open
ZV 1114 Slow turning valve
ZV 1116 Pilot air to starting valve – open
ZS 1117 Pilot valve to starting air – closed
ZV 1120 Activate pilot pressure air to starting valve/cyl.
ZV 1121 Activate main starting valve – open
PS 1118-1 Manoeuvring system in emergency control - CCU1
PS 1118-2 Manoeuvring system in emergency control - RS system
PS 1130-1 Manoeuvring system in remote control - CCU2
PS 1130-2 Manoeuvring system in remote control - RS system

Hydraulic
PT 1201 Pressure after non-return valve
ZV 1202 Pressure relief valve
PT 1204 Lub. oil pressure after filter
XC 1222 Swashplate for high pressure pump
XC 1231 Filter failure (Boll & Kirch)
LS 1235 Leakage from hydraulic system
LS 1236 Leakage from hydraulic system
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7045-0200-0004

XS 1238 Proportional valve for high pressure pump

Description

TE 1270 HPS bearing temperature

XC 4101 Bosch-Rexroth Cylinder control unit
XC 4102 Bosch-Rexroth Cylinder control unit

5 (9)
 7045-0200-0004 MAN B&W

ZT 4111 Exhaust valve position sensor

Instrumentation

LS 4112 Leakage from HCU

ZT 4114 Fuel injection plunger position
PT 6104 Sealing oil pressure (Control)
PT 6110 Sealing oil pressure (Safety)
XC 6402 Purging valve
XC 6407 ELGI control signal
XC 6420 ELWI Window shut down valve control

Miscellaneous
E 1180 Electric motor – Auxiliary blower
E 1181 Electric motor – Turning gear
E 1185 LOP, Local Operator Panel
ST 8801 Turbocharger speed/turbocharger
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Cleaning water inlet to turbocharger
WT 8812 Axial vibration monitor (Alarm High + Slow Down)
WI 8812 Axial vibration monitoring
XS 8813 Oil mist in crankcase/cylinder (Alarm High + Slow Down)

TACHO/Crankshaft Positioning System

ZT 4020 Tacho for safety Instrumentation on Engine
TSA-A Tacho box A, Tacho system for ME engines with encoder
TSA-B Tacho box B, Tacho system for ME engines with encoder

2013-12-11 - en
7045-0200-0004
Description

6 (9)
 2013-12-11 - en

MAN B&W

3 Instrumentation on Engine

Description Instrumentation
7045-0200-0004
7045-0200-0004

7 (9)
 Description Instrumentation

8 (9)
7045-0200-0004 7045-0200-0004
MAN B&W

2013-12-11 - en
 2013-12-11 - en

MAN B&W

Description Instrumentation
7045-0200-0004
7045-0200-0004

9 (9)
 2012-09-07 - en

MAN B&W

Drawing Engine Control System Diagram

7055-0150-0003
7055-0150-0003

1 (1)
 2013-12-09 - en

MAN B&W

Drawing Diagram of Manoeuvring System

7055-0155-0003
7055-0155-0003

1 (1)
MAN B&W

Preface Chapter Tools .... ....................................................................... 7640-0100-0002

Tools
Table of contents

1 (1)
 MAN B&W 7640-0100-0002

General

Tools
This chapter of the instruction book is intended to provide the user with informa-
tion regarding all the special tools and standard tools necessary for correct main-
tenance of the engine.

Information includes operation and maintenance of hydraulic tools, tightening and

locking of screws and nuts as well as tool plates to be used when ordering spare
tools.

In addition tool plates relevant only to specific parts of the engine may be found in
the back of each chapter of the instruction book.
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7640-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Spare Parts .... ............................................................. 7940-0100-0002

Spare Parts
Table of contents

1 (1)
 MAN B&W 7940-0100-0002

General

Spare Parts
This chapter of the instruction book is intended to provide the user with informa-
tion regarding spare parts and the ordering of spare parts.

Please not that spare part plates are also found in the back of all relevant chapters
of the instruction book.
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7940-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Installation .... ............................................................... 8240-0100-0002

Installation
Table of contents

1 (1)
 MAN B&W 8240-0100-0002

General

Installation
This chapter of the instruction book is intended for information related to the instal-
lation of the engine in the vessel (or power plant).
2013-12-09 - en

8240-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Delivery ... ................................................................... 8540-0100-0002

Delivery
Table of contents

1 (1)
 MAN B&W 8540-0100-0002

General

Delivery
This chapter of the instruction book is intended for information related to the deliv-
ery of the engine to the ship yard (or power plant).
2013-12-09 - en

8540-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Service Info ... ............................................................. 8840-0100-0002

Service Info
Table of contents

1 (1)
 MAN B&W 8840-0100-0002

General

Service Info
This chapter is intended for service documentation supplied by MAN Diesel &
Turbo after the initial delivery of the engine.
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8840-0100-0002
Preface

1 (1)
MAN B&W

Preface Chapter Supplier's Info ... ......................................................... 9140-0100-0002

Subsupplier's Info
Table of contents

1 (1)
 MAN B&W 9140-0100-0002

General

Sub Suppliers Info

This chapter is intended for documentation regarding units on the complete MAN
Diesel & Turbo product which is not documented by MAN Diesel & Turbo (MAN
Diesel & Turbo’s Sub-suppliers), supplied by the Engine builder.
2013-12-09 - en

9140-0100-0002
Preface

1 (1)