Man BW Large

MAN B&W Low Speed
Large Bore Engines

Now with higher Power Concentration
MAN B&W Diesel
3 MAN B&W Low Speed Large Bore Engines Now with higher Power Concentration
Contents
Introduction ................................................................................................. 5
Controlled benefits ....................................................................................... 6
Target Market ............................................................................................... 6
Performance Data ........................................................................................ 7
Design Features ........................................................................................... 8
Bedplate ................................................................................................. 8
Twin Staybolts ........................................................................................ 9
Flexible thrust cam .................................................................................. 9
Cylinder Frame ................................................................................... 10
Framebox ............................................................................................. 11
Combustion Chamber ........................................................................... 12
Piston cooling insert.............................................................................. 13
Exhaust Valve ....................................................................................... 14
Design Improvements on the Exhaust Side ................................................. 15
Water mist catcher ..................................................................................... 15
Previous design .................................................................................... 15
New design .......................................................................................... 15
ME Technology ......................................................................................... 16
Servo oil supply .................................................................................... 16
Engine-driven oil supply ........................................................................ 16
Electrically driven oil supply ................................................................... 17
Concluding Remarks .................................................................................. 18
MAN B&W Diesel
MAN B&W Low Speed Large Bore Engines
Now with Higher Power Concentration
Fig. 1: Shop test of 7S65ME-C engine at Hitachi in March 2006
Fig. 2: Upper platform on 7S65ME-C
Fig. 3: Welded cylinder frame for a 7S65ME-C
Introduction
For a number of years our engine pro-
gramme has been rather stable, with
relatively long time between major
modifications. This state of affairs has
been a result of the hectic market con-
ditions prevailing as well as little need
for modifications improving the com-
petitiveness.
For many years, the MAN B&W K80MC-
C and MAN B&W K90MC/MC-C en-
gines have been the primary main
engine chosen in container vessels of
medium to large teu capacity. Nowa-
days, the largest container vessels are
typically powered by the K98 engines,
in mechanically or electronically con-
trolled versions.
In the VLCC market, as well as the
market for very large bulk carriers, our
traditional S80MC has been selected
for vessels with limited speed require-
ments, while for faster and larger ves-
sels the S80MC-C or S90MC-C en-
gines have typically been chosen, the
latter also in the electronically control-
led version.
A comprehensive updating of our S/
K80ME-C and K90ME/ME-C engines is
now introduced and designated Mk.9,
by boosting the power and adopting a
number of the latest design features,
also introduced on the S65ME-C en-
gine. Photos of this engine are shown
in Figs. 1, 2 and 3. New design features
will be applied with reference to the
higher rating and a strong emphasis on
low production costs.
This paper will describe the updating
of our S/K80ME-C and K90ME/ME-C
engines from a technical and market-
ing perspective. Owing to the fact that
the K types of these engine types were
originally designed as offsprings of the
L80MC and L90MC engines back in the
1980s, there is substantial cost down
potential in updating as well as uprat-
ing the engines, also utilising the design
features of today. The design features
to be applied are: cast or welded cyl-
inder frame, framebox with triangular
stay bolt tube design plates, twin stay
bolts and 360 degree thrust bearing,
depending on the number of cylinders.
It is the intention to launch the updated
engines in the electronically controlled
ME version only. The main reason for
this is the general change over in the
market from mechanically to electroni-
cally controlled engines.
By now some 353 ME engines have
been sold out of which some 114 are in
service. The ME engines are character-
ised by a number of benefits, such as:
Controlled benefits
The ME engine is characterised by:
Low SFOC and superior perform-
ance parameters thanks to variable,
electronically controlled timing of fuel
injection and exhaust valves at any
engine speed and load
Appropiate fuel injection pressure
and rate shaping at any engine
speed load
Flexible emission characteristics with
low NO
x
and smokeless operation
Perfect engine balance with equal-
ised thermal load in and between
cylinders
Better acceleration in ahead and
astern operation and crash stop situ-
ations
Wider operating margins in terms of
speed and power combustions
Longer time between overhauls
Very low speed possible even for
extended duration and Super Dead
Slow operation manoeuvring
Individually tailored operating modes
during operation
Fully integrated Alpha Cylinder Lubri-
cators, with lower cylinder oil com-
sumption
The ME engine design is lighter than
its mechanical counterpart
Target Market
When the MAN B&W K90MC/MC-C
engines were launched in the 1980s,
they were targeting the very largest
container vessels, at that time with a
teu capacity of up to 4,000 teu and a
speed of up to 24 kts. The K80MC-C
was targeting the step just below, say
up to 3,000 teu with the same ship
speed.
During the process of designing the
K90MC/MC-C engines, many discus-
sions were undertaken, both internally
at MAN Diesel as well as externally with
hydrodynamic specialists, to define the
optimum propeller speed for the target-
ed container vessels. Thereby, the K90
engines could be tailor-made to match
these vessels. The conclusion from the
market was that certain ship yards pre-
ferred a relatively low propeller speed,
slightly above 90 rpm, whereas other
ship yards preferred a propeller speed
slightly above 100 rpm.
To meet this demand, we made a K90
engine for each preference, hence the
K90MC having an MCR output speed
of 94 rpm, and the K90MC-C having
an MCR speed of 104 rpm. As for the
K80MC-C, only the 104 rpm model
was made, as a lower-speed model
was, and still is, not considered nec-
essary. In the consideration of the up-
dated K80/90 engines also the super
long stroke engines, the S80/90MC-C
engines, were scrutinised; and we have
concluded that the S80ME-C should
also be updated.
Mk. 9 engines

S80ME-C K80ME-C K90ME K90ME-C
Power kW per cyl. 4,510 4,530 5,720 5,730
Speed (rpm) 78 104 94 104
Bore (mm) 800 800 900 900
Stroke (mm) 3,450 2,600 2,870 2,600
Mep (bar) 20 20 20 20
P
max
(bar) 160 160 160 160
Mps (m/s) 9 9 9 9
Length (7 cyl.) (mm) 12,034 12,034 13,395 13,395
Table I
MAN B&W Diesel
Performance Data
The data for the modernised K80/90
and S80 engines make them extremely
competitive.
The mean effective pressure (MEP) of
20 bar has been chosen and, in order
to offer a really attractive specific fuel
oil consumption, the maximum firing
pressure is 160 bar. These perform-
ance data together with a mean piston
speed of 9 m/s yield a power per cyl-
inder of 5,720 kW/cyl for the K90ME,
5,730 kW/cyl for the K90ME-C, 4,530
kW/cyl for the K80ME-C and 4,510
kW/cyl for the S80ME-C. The MCR
revolution number for the K80ME-C
and the K90ME-C will stay at 104 rpm,
and for the K90ME the MCR revolution
number will stay at 94 rpm, whereas
for the S80ME-C the MCR revolution
number is 78 rpm.
The combination of mean effective
pressure and maximum firing pressure
ensures an unchanged specific fuel oil
consumption, despite the significant
increase in output. In fact, the output
of the three modified K type engines is
increased by up to 25%.
Table I outlines the situation. It must be
noted that the reason why such a large
power boost is possible, is that these
engines have not been uprated for a
very long time.
Layout diagrams for the updated en-
gines are shown in Fig. 4. It will be
seen that the increase in power of the
K types is so large that they will be
able to replace contemporary engines
of different design with larger cylinder
diameter as well as brand new engines
of a different design with slightly larger
cylinder diameter.
It has been decided to launch the up-
rated engines in relevant cylinder num-
bers only, and this means that the K80/
K90 engines are available with 6 to 12
cylinders, whereas the S80ME-C are
available with 6 to 9 cylinders.
90 95 100 105 110
5000
4500
4000
3000
3500
N (rpm)
Power
kW/cyl
K80MEC
4,530kW/cyl 104 rpm
60 65 70 75 80
5000
4500
4000
3000
3500
N (rpm)
Power
kW/cyl
S80MEC
4,510kW/cyl 78 rpm
Fig. 4: Layout diagrams for the updated 80 and 90 bore ME/ME-C engines
90 95 100 105 110
6000
5500
5000
4000
4500
N (rpm)
Power
kW/cyl
K90MEC
5,730kW/cyl 104rpm
80 85 90 95 100
6000
5500
5000
4000
4500
N (rpm)
Power
kW/cyl
K90ME
5,720kW/cyl 94rpm
Design Features
Power is also important, because a
higher specific output means that en-
gines with fewer cylinders can be ap-
plied, thereby significantly reducing
costs. Besides the power aspect, we
have selected a number of design fea-
tures, to cater for the increased per-
formance parameters while at the same
time further increase the reliability.
The design features are already known
from other engines, thus we are talking
about well-proven technology. These
are described in the following. There is
also one major design change which
yields a large weight saving, and this
means introduction of differentiated
cylinder distances. Typically, it is possi-
ble to utilise a shorter cylinder distance
in the fore cylinder units because the
torque to be transferred through the
crank throws is smaller compared to
the aft end of the engine. This means
for a 12K90ME/ME-C Mark 9 engine
that the 6 foremost cylinder units can
have a cylinder distance of 1,480 mm
compared to 1,588 mm for the 6 aft
most cylinder units. The weight saving
from utilising this for a 12K90ME/ME-C
is more than 25 t, and the reduction
in total engine length more than half a
meter.
For an 8K90ME/ME-C engine these
figures are even more impressive, in
that the shorter cylinder distance can
be applied on all cylinders, giving rise
to a weight saving of more than 34 t
and a reduction of total engine length
of nearly one meter.
For K80ME-C a similar situation ap-
plies.
For the S80ME-C engines, the cylin-
der numbers in which this engine is
offered, do not justify differentiated
cylinder distances, but compared with
the Mark 8 engine the cylinder distance
is reduced from 1,424 mm to 1,334
mm. These figures are valid for both S
and K versions. Again, the reductions
mean that 7-cylinder engines achieve a
length reduction of half a meter, and a
weight saving of more than 22 t for the
7K80ME-C.
Bedplate
In order to reduce production costs, no
machining of bearing girder side walls
is applied after welding.
Main bearings are of the well-proven
thin shell design using white metal as
bearing material. With a view to reduc-
ing production costs, the building-in
of the bearing housing is modified in
that the 25/65 mating face between
cap and bearing support in the present
design, is changed to a horizontal as-
sembly. This simplification necessitates
a pair of high friction plates between
the cap and bearing support in order
for the assembly to be able to handle
the shear forces.
For the updated engines with 912 cyl-
inders, we are making use of the 360
degree thrust bearing, which gives a
weight saving compared to the tradi-
tional 240 degree thrust bearing, while
at the same time achieving a stronger
bedplate structure in the aft end, see
Fig. 5. Also the diameter of the thrust
cam is reduced, and so is the thrust
bearing length. The thrust bearing
housing forms a vessel and contains
an oil bath which gives additional lubri-
cation of the thrust bearing segments.
Further benefits include only one type
of segments, and optimal utilisation of
the segments according to the mag-
nitude of the thrust at the fore and aft
ends by using 12 segments fore (360
deg.) and 8 segments aft (240 deg.).
A further advantage with this design
is that the thrust acts on the centreline
of the crank shaft compared with the
traditional design where the force is
somewhat offset from the centreline.
Fig. 5: Thrust bearing design
240 degree design 360 degree design
MAN B&W Diesel
For engines with fewer cylinders than
mentioned above, the 240-deg. thrust
bearing will be maintained to cater for
the lower thrust force to be transferred.
In the thrust bearing design, our goal
is to benefit from our latest design im-
provements. A common feature to all of
them is that performance and reliability
will be improved without increasing the
cost.
Twin Staybolts
As it has been our practice for a num-
ber of years the bedplate is designed
for twin staybolts attached in the top of
the bedplate.
This well known design feature is very
important to obtain good main bearing
performance, as tightening of the stay-
bolts with this design does not give rise
to geometrical distortion of the main
bearing housing.
Flexible thrust cam
This design, see Fig. 6, has already
been introduced on our S65ME-C. The
machined grooves in the thrust cam
optimise the bearing load in the thrust
bearing, which means:
Reduced oil film pressure whereby
the max. bearing pressure is reduced
Increased oil film thickness
Improved load distribution on the
thrust segments, thereby reducing
the area and, thus, the thrust cam
dimensions.
Fig. 6: Flexible thrust bearing cam
Cylinder Frame
As standard, the cylinder frame of the
updated engines is of the cast design.
A welded cylinder frame is optional, see
Fig. 7. This was decided in order to re-
flect the preference of the licensees as
experienced over the later years. We
see a number of inherent advantages in
the welded design, such as increased
rigidity as well as reduced weight. Fur-
thermore, the welded design makes it
possible to integrate the scavenge air
receiver in the cylinder frame, see Fig.
8, giving rise to a total weight saving of
30%. In addition to this important fea-
ture, dimensions are smaller.
The reason why the welded design
is made optional reflects the general
preference among engine builders and
this is because the foundry capacity
in general has been increased, thus
the foundry capacity shortage recently
experienced is generally no longer a
problem. The welded cylinder frame will
also be available with bolted on scav-
enge air receiver as an option in order
not to take up too much time on large
plano millers. Parts are interchangeable
between the welded and cast cylinder
frame design.
Fig. 7: Welded cylinder frame
Fig. 8: Cylinder frame design
Conventional cast cylinder frame design with
bolted on scavenge air receiver
New welded cyl. frame design with bolted on
D-shape scavenge air receiver. Same D-shape
scavenge air receiver for cast and weld design
New Cast cyl. frame design with bolted on
D-shape scavenge air receiver
Welded cyl. Frame design with integrated
D-shape scavenge air receiver
MAN B&W Diesel
Framebox
Like other newer engines among the
ME/ME-C/MC-C types, the updated
engines have a triangular plate frame-
box with twin stay bolts, see Figs. 9
and 10.
During the final development of
the design for the S90MC-C, the
K98MC/MC-C and all other S-MC-C
engines, we formulated the following
main design criteria:
1. The design should match or be su-
perior to any existing MAN Diesel
design in terms of functionality, both
the MC stay bolt tube design as
well as the twin stay bolt rib design.
2. Production costs should be reduced.
3. There should be an uprating po-
tential for the future, without
losing production benefits.
4. It should be possible to introduce a
design prepared for omission of PW-
HT (Post Weld - Heat Treatment).
Basically, the design is like the S-MC-C
framebox with ribs. The main difference
is the substitution of horizontal ribs with
vertical plates, forming a continuing tri-
angle profile from top to bottom. In this
way, we obtain an even stiffness along
the guide bar, which improves the con-
ditions for the guide shoes sliding sur-
face. Contact simulations have verified
this improvement, and service experi-
ence has also shown an excellent bear-
ing condition.
In general, production costs are re-
duced especially welding costs. With
the lower stress level in the structure,
we could use weld joints with reduced
requirements to the quality, ideally suit-
ed for welding robot techniques.
After large-scale laboratory testing and
two years of service with the triangular
plate design in our large bore engines,
S90MC-C and K98MC/MC-C, we initi-
ated tests on omission of PW-HT.
The decision was based on positive re-
sults from the laboratory test and serv-
ice inspections of the guide shoe slide
surface conditions as well as general
inspections of the framebox.
Two frameboxes for the 6S90MC-C
were selected for service test in agree-
ment with the owner and classification
society involved. On one framebox,
PW-HT was made as specified, on the
other PW-HT was omitted. Dimension
measurements were taken at selected
production stages from as welded to
after shop trial. Furthermore, meas-
urements of the guide bar geometry
and inspection of guide shoe condi-
tions were made after approximately
5,000 service hours. These measure-
ments all encouraged the omission of
PW-HT.
Based on the above positive test re-
sults, we have decided to omit the
specification of PW-HT for frameboxes
with triangular plate guide bar design.
In essence the benefits of the design
are:
Uniform higher rigidity
Lower stress level
Easier production

Fig. 9: Triangular plate design of frame box Fig. 10: Triangular profile
Combustion Chamber
Other than the above-mentioned de-
sign features the S/K80ME-C and
K90ME/ME-C engines will of course
have Oros combustion chamber. Our
large bore engines have utilised the
Oros combustion chamber since the
late 1990s, and this design is now also
used on medium bore engines. In terms
of cylinder condition, the Oros design
has been very successful, actually to
an extent where we have found it pos-
sible to extend the overhauling intervals
for combustion chamber related parts.
This was communicated in a service
letter in 2003 (SL03-423).
The backbone of the Oros design is the
piston and cylinder cover geometry,
which concentrates the hot combus-
tion gases around the fuel nozzles, and
the high top land piston, which allows a
low position of the mating surface be-
tween cylinder liner and cylinder cover,
thereby reducing liner wall tempera-
tures and giving controlled cold corro-
sion, which is good for refreshing the
liner surface.
Besides these basic Oros design fea-
tures, the piston ring pack is of the
latest design. This means a change
of the ring pack, as shown in Table II,
which gives a schematic comparison
between the former and the present
standard for K type engines.
The change in design was recently in-
troduced to increase the resistance
against scuffing. Hard coating to the
first and the fourth piston rings on K90
and K98 has been introduced, and the
position of the CL grooves (control-
led leakage grooves) has also been
changed to secure a more even heat
distribution. The CL groove depth has
been reduced by 20%.
Earlier standard for large bore engines in general
Piston
ring
Coating Liner
running side
Coating Ring
groove running side

Lock Type
Ring
material
CL-groove
depth
CL-groove
Position from lock
Running surface
profile
1 Alu-coat Chrome GT CV1 5.0 5.5 30 & 90 *) Straight
2 Alu-coat Chrome Oblique L CF5 - - - - - - Straight
3 Alu-coat - - - Oblique R CF5 - - - - - - Straight
4 Alu-coat - - - Oblique L CF5 - - - - - - Straight
Present standard for large bore engines in general
Piston
ring
Coating Liner
running side
Coating Ring
groove running side

Lock Type
Ring
material
CL-groove
depth
CL-groove Position
from lock z
Running surface
profile

1
Cermet Coating +
running in layer

Chrome

GT

CV1

4.0 4.5

30 & 90 *)

Taper
2 Alu-coat Chrome Oblique L CF5 - - - - - - Straight
3 Alu-coat - - - Oblique R CF5 - - - - - - Straight

4
Cermet Coating +
running in layer

- - -

Oblique L

CF5

- - -

- - -

Taper
Table II
MAN B&W Diesel
The hard coating introduced is a Cer-
met (ceramic-metal) hard coating with a
0.1 mm Alu-coat running-in layer
The Cermet coating consists of 50%
chrome carbides, in a matrix of NiCr
with some molybdenum, see Fig. 11.
Since the hard coating takes longer
time to adapt to the liner surface, there
is a higher risk of getting a poor gas
seal during the running-in. To minimise
this risk, the running surface of the pis-
ton ring is chamfered on approximately
half of the surface.
A well-running ring has a ballistic
shape, starting at the top of the ring
and ending at the bottom of the ring;
the chamfering is therefore to help the
ring to run-in fast and safe as well as to
obtain a good gas sealing.
PC rings are also applied to avoid the
building-up of carbon deposits on the
piston top land. Such deposits could
otherwise harm the cylinder condition
by scraping off the cylinder lube oil on
the liner walls.
The result of the combustion chamber
design is low wear rates at low cylinder
oil feed rates, long time between over-
haul and good scuffing resistance.
Piston cooling insert
In order to obtain a comfortably low
piston temperature in service, the so-
called spray cooling insert, see Fig. 12,
is applied.
To further protect the piston, inconel is
applied on the piston top.
Fig. 11: New piston ring pack
1st ring
2nd ring
3rd ring
4th ring
Vermicular cast iron base material
Chrome-plated bottom face
Cermet coating 0.5 mm
Alu-coat for running-In 0.1 mm
Grey cast iron base material
Chrome-plated bottom face
Alu-coating
Grey cast iron base material
Alu-coating
Hard Coated / Semi Alucoat Ring Package
Gray cast iron base material
Cermet coating 0.3 mm
Alu-coat for running-In 0.1 mm
Fig. 12: Piston cooling insert
The improved cooling has been con-
firmed by piston crown temperature
measurements taken on test bed at
several occasions as well as tested
on engines in service. Comparative
temperature measurements with and
without spray cooling insert have re-
vealed a temperature reduction at the
central part of the crown, both on the
combustion chamber side and on the
cooling side, i.e. the spray cooling in-
sert increases both the margin against
hot corrosion and underside coke for-
mation.
Exhaust Valve
The exhaust valve unit is of a modified
type, implying the use of a low grade
cast iron housing with water cooling
around the spindle guide and bore
cooled twin stud bosses. The upper
part of the housing forms the bottom of
the air spring and the lower part forms
part of the cooling chamber in the cyl-
inder cover. The exhaust valve is shown
in Fig. 13.
Two engines with this design of exhaust
valve housing have been in service for
more than 13,000 hours with excellent
results, and besides eliminating cold
corrosion of the exhaust valve duct,
the lower cooling intensity slightly in-
creases the exhaust gas energy, thus
possibilities for waste heat recovery are
improved.
A W-seat of low height is used and a
high spindle guide lubricated by the
controlled oil level system (COL), pres-
ently being introduced. This system
implies a minimum oil level inside the
air cylinder, which is secured by a high
outlet (overflow) to the safety valve. This
ensures a high oil level, high enough to
have oil on the top of the sealing ring.
Furthermore, the safety valve adjust-
ment corresponds to this high oil level.
The oil to the top of the sealing ring
is passing through three bores in the
flange, see Fig. 14.
This design neither requires a sealing air
arrangement nor a special type of seal-
ing ring, this means that the old type of
sealing ring can be used regardless of
the type of valve spindle.
Fig. 14: Controlled oil level (COL)
Fig. 13: Exhaust valve
MAN B&W Diesel
Design Improvements on the Exhaust
Side
During the recent years, the scavenge
air receiver and the exhaust gas re-
ceiver have undergone a series of de-
sign improvements. An increased focus
on welding details, smoother design
and rigidity have made this possible.
Modifications have been carried out on
the auxiliary blower inlet, scavenge air
cooler housing, turbocharger founda-
tion, scavenge air receiver and exhaust
gas receiver.
The improved rigidity has reduced the
vibration level on the turbocharger,
scavenge air cooler housing and ex-
haust gas receiver. The safety factor
against cracks in the related parts has
been increased while at the same time
achieving a simplification. An example
of a simplification is the reduction of ex-
haust receiver bottles on the K98ME/C
engines, see Fig. 15.
Water mist catcher
Over the years, we have seen cases
of breakdown of water mist catchers
due to poor mechanical quality and
poor welding quality. Also cases of in-
adequate installation with poor sealing,
leaving areas open for water mist to by-
pass the water mist catcher elements
have been seen, and in addition wrong
profiles have been applied in a few
cases. In certain cases, the mentioned
deficiencies gave rise to poor cylinder
condition, i.e. scuffing. To change this
situation, we decided recently to im-
prove the quality by upgrading the de-
sign. This implies a more rigid frame to
ensure structural integrity, optimising
the lamella profiles so as to further im-
prove the water mist catching efficien-
cy, and improve the sealing around the
water mist catcher to avoid by-pass of
water mist.
These design features relate to all en-
gines, not only the large bore engines
descriped in this paper.
Previous design
New design
Fig. 15: New exhaust receiver design
ME Technology
Serveral modifications have been car-
ried out, and they reflect partly the de-
sire for cost down as well as the expe-
rience gained from engines in service.
Besides modifications to electronics
(not described in this paper), modifica-
tions to hydraulic power supply sys-
tems as well as hydraulic piping sys-
tems have been carried out.
Servo oil supply
There are two standards for hydraulic
servo oil supply also on the updated
engines:
Engine-driven oil supply
Electrically driven oil supply.
Engine-driven oil supply
The well-proven design with a chain-
driven gearbox, which drives three to
five high-pressure oil pumps, has also
been chosen for the new engines. Es-
pecially on large bore engines, the chain
is preferred in the first step of the step-
up gear, mainly because of its easy
installation and high tolerance against
relative movements of the crankshaft.
Furthermore, the chain is used for driv-
ing a second-order moment compen-
sator on six-cylinder engines ordered
with such compensators.
Compared with the initial ME/ME-C
large bore design, see Fig. 16, with a
large combined accumulator and safe-
ty block positioned on the gearbox,
the new design has been simplified. It
consists of small accumulator blocks,
one for each pump, and a safety block
positioned on the aftmost hydraulic cyl-
inder unit, see Fig. 17. The accumulator
is a part of the pump regulating system,
and the position on the pump is thus
furthermore the most efficient position
for the accumulators.
The large double-walled supply pipe
with its very large forged connection
pipes has been replaced by standard-
ised high-pressure pipes. In order to
ease installation and avoid vibrations
from the pumps, high-pressure hoses
are installed between the pumps and
the high-pressure pipes. With regard
to assembly, the new design is simpler
compared to the double-walled pipe,
which requires manual erection on test
bed.
Fig. 17: New design with standardised high-pressure pipes, small acculula-
tor blocks, one for each pump, and a safety block positioned on the aft most
hydraulic cylinder unit
Fig. 16: Previous design with safety and accumulator block and startup
pumps in the gearbox and double-walled pipes
MAN B&W Diesel
The start-up pumps are positioned be-
low the upper gallery, thus ensuring
good accessibility to the pumps.
The production costs for the new accu-
mulator and safety block design have
been reduced, mainly because the
mass has been reduced. Furthermore,
the safety and control valves have been
reduced in size.
The high-pressure pipes and hoses
which have replaced the double-walled
pipe design with its special dynamic
sealing, are naturally a cost down.
On the pictures, the fine filter is posi-
tioned on the engine. However, based
on yard, shipowner and/or licensee re-
quirements it can be positioned on the
hull side as an alternative standard.
Electrically driven oil supply
If electrically driven oil supply is pre-
ferred, the complete gearbox and chain
drive are replaced by electrically pow-
ered high-pressure pumps. The pumps
are similar to the mechanically driven
pumps, and the pump principle is the
same, see Fig. 18.
The chain drive section of the framebox
is omitted, and the engine is thus struc-
turally simpler compared with the me-
chanically driven servo oil supply type
engine.
In order to reduce the length of the high
pressure pipe lines between the elec-
trically driven pumps and the hydraulic
cylinder units, the pumps are placed on
the aft end of the framebox, depending
on engine type.
Fig. 18: Arrangement of electrically driven pumps and filter
Alternatively the pumps can be located
in the engine room.
With the objective of maintaining the
high reliability of the ME/ME-C oil loop,
the same safety block is used as on
the engine with mechanically driven oil
supply. Also on engines with electrically
driven oil supply, the filter, which is of
the same size on both types, can be
arranged on either engine or hull side.
Concluding Remarks
The modernised MAN B&W S/K80ME-C
and K90ME/ME-C engines are extremely
competitive, both with a view to produc-
tion costs and cost per kW. At the same
time, modern and yet well-proven design
features are applied with the object of
facilitating the production as well as en-
suring a high reliability and long service
intervals.
MAN Diesel & Turbo
Teglholmsgade 41, 2450
Copenhagen, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandiesel.com
www.mandiesel.com
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