LDCL Cooling MAN

MAN B&W Two-Stroke Service Experience
Imabari & Tokyo - November 2014
Stig Baungaard Jakobsen

Senior Manager Operation – Engineering
MAN Diesel & Turbo < 1 >

Agenda
1 Staybolt Failures on S90ME-C9
2 Starting Issue for S90ME-C8&9 and K90ME-C6
3 Cylinder Condition – Cold Corrosion Control:
4 Increased Cylinder Liner Temperature
5 Improved Cylinder Oil
6 Low Scavenge Air Temperature
7 New Cylinder Lubricators
8 New Cylinder Oils for New SECA <0.1%S Fuels

Agenda

Stay Bolt Failure Investigation, S90ME-C9.2
MAN Diesel & Turbo AVH/LDD1 < 4 >

Background
Although broken stay bolts are occasionally seen on engines in service, the frequency of
failures is now higher for the S90ME-C9.2 engines than what is usually expected. In
addition, the broken stay bolts have been concentrated around the chain drive,
suggesting that the root cause is linked to the chain drive for the Hydraulic Power Supply.
Measurements
From recent measurements carried out on two 11S90ME-C9.2 engines with stay bolt
breakage, it was observed that the stay bolts nearest to the chain drive were vibrating
resonantly at an engine speed from 57 RPM to 60 RPM.
Root cause
Stay bolts nearest chain drive are sensitive to vibrations caused by the chain drive at
frequencies of 66th order of crankshaft revolution speed. The excitation is most likely
originating from the polygon effect from the 66 teeth module per round of the chain
wheels in the chain drive.
.

Modification to engines already produced:

Mounting of additional stay bolt bracing for the stay bolts around chain casing +
nearest cylinder fore and aft of the chain drive.
Additional bracing Original bracing
o o o o o o o o o o o o o o o o o o
7 cyl. 1 2 3 4 5 6 7 C/D 12 stay bolts
o o o o o o o o o o o o o o o o o o
o o o o o o o o o o o o o o o o o o o o
8 cyl. 1 2 3 4 C/D 5 6 7 8 16 stay bolts
o o o o o o o o o o o o o o o o o o o o
o o o o o o o o o o o o o o o o o o o o o o
9 cyl. 1 2 3 4 5 6 C/D 7 8 9 16 stay bolts
o o o o o o o o o o o o o o o o o o o o o o
o o o o o o o o o o o o o o o o o o o o o o o o
10 cyl. 1 2 3 4 5 C/D 6 7 8 9 10 16 stay bolts
o o o o o o o o o o o o o o o o o o o o o o o o
o o o o o o o o o o o o o o o o o o o o o o o o o o
11 cyl. 1 2 3 4 5 6 C/D 7 8 9 10 11 16 stay bolts
o o o o o o o o o o o o o o o o o o o o o o o o o o
o o o o o o o o o o o o o o o o o o o o o o o o o o o o
12 cyl. 1 2 3 4 5 6 C/D 7 8 9 10 11 12 16 stay bolts
o o o o o o o o o o o o o o o o o o o o o o o o o o o o
C/D Chain drive

o Extra bracing

Four strain gauges:

FORE-AFT-MAN-EXH just
below the thread on each
stay bolt
11S90ME-C9.2

Roll-out of solution for new engines as well as

for engines in service is in progress

Agenda

S90ME-C8/9 & K90ME-C6
Rebuilding to Direct Inlet & LPS Venting
 Direct Inlet Rebuild

 Low Pressure Supply (LPS) Main Line Venting
 Lub Oil Cooler Venting

Rebuilding
Direct inlet
Inlet into existing

bore
Inlet orifice to protect
non-return valve
New pipe

Rebuilding
Direct inlet, way of flow
Ø3 orifice

LPS Main Line Venting
Alternative no. 1
Drain
line
Drain line going

into base plate

LPS Main Line Venting
Alternative no. 2
The drain line from the

LPS should be
connected to the drain
line from the exhaust
valve
Please connect at the
lowest point

Venting at Lub Oil Cooler
Venting line from LO

cooler installed directly at
Oil inlet T/C LO drain
Oil cooler

Agenda

Increasing Liner Temperature
 Jacket cooling water Bypass, Basic (JBB) is standard on S60ME-C8.2,

S65ME-C8.2 and S70ME-C8.2
 JBB can be retrofitted on engines suffering from cold corrosion
 Jacket cooling water Bypass, Controlled (JBC) is presently developed.

JBC can be retrofitted on engines with JBB
 Load Dependent Cylinder Liner (LDCL) cooling system is standard on Mk 9.2

and later versions of both S and G engine types
 Early versions of G type engines are only prepared with LDCL pipes – not a
fully functional LDCL system. A fully functional LDCL system can be retrofitted
on these engines
 Load Dependent High Temperature (LDHT) cooling system is a ”pre-runner”

for the LDCL system. Only applied on 5 x (2 x 8S80ME-C9.2) from Doosan
 New liner design: Rating Dependent Liner (RDL) design
 New liner design: Hot Replacement Liner (HRL) design
MAN Diesel & Turbo SBJ-LEO 3339374.2014.05.02 < 17 >

JBB or JBC
JBB (Jacket cooling water JBC (Jacket cooling water

Bypass Basic) Bypass Controlled)
Possible upgrade.
Being tested – not yet available
Load Dependent Cylinder Liner System
Overview
Cylinder cover outlet
Cylinder cover inlet 83-85°C
Two new cooling

water main pipes
Variable
temperature:
Up to 130ºC
Cylinder liner outlet Cylinder liner

cooling jacket:
Ductile Iron (KF)
Cylinder liner inlet
O-rings: Peroxide
cured
Load Dependent Cylinder Liner (LDCL)
System
~ 85 °C
~72 -> ~130 °C

LDCL Process
85 °C
Constant engine load: 85%
76 °C
Pump not
running

LDCL Process
85 °C
Changing engine load to: 25%
76 °C 110 °C
Pump start
running

LDCL Process
85 °C
At engine load: 25%
110 °C
Pump
running
Temperature is given as a table

Load Dependent Cylinder Liner System
Water temperature set point
~ 84 °C
~72 -> ~130 °C

LDCL Integration in ME-ECS 1312-1

Rating Dependent Liner (RDL)
Traditionally cylinder liners are designed for L1 rating
MEP (rating) dependent liners can reduce the potential cold corrosion
Therefore, it has been decided that three different liner designs will be used for
each engine type. The border lines will be based on MEP and are: L1, L1-8%,
L1-16%, L4.

Rating Dependent Liner (RDL)
Example: G70ME-C9.5
30 mm
A new “Rating Dependent” liner is
designed so as the temperature is 20 mm
the same as at high rating. shorter
Focus is in the upper part of the
liner (first 300mm).
L1Liner
RDL Liner
Liner position [m]

Agenda

Cylinder Lubrication
Guidelines
May 2013
August 2013
November 2013
Guidelines
Introduced:
 Feed rate ACC range
 0.34-0.20 g/kWh x S% Introduced:
 Drip Oil sampling  Higher ACC factor
 Max Fe values 0.40 g/kWh x S% Introduced:
 BN values  BN 70 cylinder oil  BN 100 cylinder oil
 For Mk 8.2 and 9.2  For Mk 8.1 and newer
 On board BN shaker  On board DotFast (Fe)
May 2013
August 2013
November 2013
Guidelines
Circular letter
Introduced: only limited distribution
 Feed rate ACC range
 0.34-0.20 g/kWh x S% Introduced:
 Drip Oil sampling  Higher ACC factor
 Max Fe values 0.40 g/kWh x S% Introduced:
 BN values  BN 70 cylinder oil  BN 100 cylinder oil
 For Mk 8.2 and 9.2  For Mk 8.1 and newer
 On board BN shaker  On board DotFast (Fe)
May 2013
August 2013
November 2013
Guidelines
In the beginning of March 2014

Introducing:
 ACC100 (BN 100) range
0.40-0.20 g/kWh x S% for Mk. 8-8.1 and
newer
 ACC70 (BN 70) range
0.34-0.20 g/kWh x S% for Mk. 7 and older.

Cylinder Oil
Lubrication
A minimum of oil is needed to keep the moving parts

from seizing. However, the cylinder oil is also used to
provide alkalinity (BN) to neutralise the H2SO4
formed during combustion. The oil dosed according
to an ACC feed rate factor, which multiplied with the
fuel sulphur % gives the feed rate.

Drain Oil
Cylinder oil is injected in the

Cylinder compression stroke, every 1
oil to 20 revolutions, depending
on basic feed rate and engine
load.
The rate of system oil transfer

Drain depends on the engine speed
oil and the condition of the
stuffing box.

Cylinder Lube Oil Feed Rate Sweep
Procedure
Purpose
Establish the correlation between:
 Cylinder lube oil feed rate
 Residual BN in the drain oil
 Wear particles (Iron, Fe) in the drain oil
Lube oil sample Sweep Test

1,6
Drain oil sample
1,4
Feed Rate (g/kWh)
1,2
0,8
0,6
0,4
0 24 48 72 96 120
time (hours)
Drain oil
Feed Rate Sweep
We estimate that 200 mg/kg Fe will result in a liner wear rate around
0.1 mm/1,000 hr

Service Test Results
Fe content in drain oil

Agenda

The Nature of Cold Corrosion
Additional Decisive Factor:
Water in the Scavenge Air

Decisive factors
“Cold Corrosion”
depends on:
 Temperature of liner
 Pressure on liner
 Sulphur in the fuel
 Water amount

Water in Scavenge Air
Free water (droplets)

 Lub oil break down
 High wear
 Liner scuffing
Evaporated Water
 Black liner deposits
 Higher corrosion potential


Water Mist Catcher Design
~80 % ~15 % ~5 %

Water Mist Catcher
The efficiency of MAN Diesel WMC and

other designs has been tested on
Engine Design experimental plant

WMC’s Measured in the Test-Rig
Test-WMC (MAN Diesel 146º) Test-WMC (Sub-supplier I) Test-WMC (Sub-supplier II)

Efficiency Versus Air Velocity
Majority of WMC
mounted has
performance similar to
sub-supplier II
As delivered to MAN
spec up till mid 2007
Optimized profile mid

2007 and onwards

Water Mist Catcher
Condition previously often found
Broken lamellas

Water Mist Catcher
Condition previously often found
No lamellas!

Water Mist Catcher
New design

12K98MC in a 5 years period:
FW in:
Fixed 36 °C
FW in: Scavenge air temperature:

SW + 4°C Air temp after cooler + 3
°C
Air temp after

cooler:  Tropical condition 100%
FW in + 12 °C at load: 32 +4 + 12 + 3 = 51 °C
100 % load  Average condition, 100%
load: 20 +4 +12 +3 = 39 °C
 Average condition 50% load:
20 +2 + 6 + 2 = 30 °C
MAN Diesel & Turbo JWF, LDD. 20140807 < 50 >


12K98MC in a 5 years period:
MAN Diesel & Turbo JWF, LDD. 20140807 < 52 >

Majestic Maersk Sc.air Temp / Humidity Test, Acc 0.25, 66% load, BN100
2 x 8S80ME-C9.2
500 60
475 Scav.air, high 55
Tscav
humidity
450 50
425 Scav.air, low 45
humidity
400 40
375 35
ppm Fe, CW Temperature, Humidity
350 30
ME1 Fe
325 25
300 20 ME2 Fe
275 15 ME1 Tcwout
250 10
ME2 Tcwout
225 5
200 0 Humidity
175 -5 ME1 Tsc
150 -10
ME2 Tsc
125 -15
100 -20
75 -25
50 -30
25 -35
0 -40
T42 T43


Agenda

Alpha Mk II
New cylinder oil lubricator
Alpha Lubricator Alpha Lubricator Mk II
Proportional control valve
Position sensor

Alpha Mk II
Test rig
Lubricator
Injection
nozzles
Control
valve

Alpha Mk II
The Alpha Mk II can inject cylinder oil with great flexibility:
 In one or multiple portions per revolution

 All injections are timed according to the crank angle
 Multiple injection during each revolution is possible
 The plunger will deliver oil in the requested portion until full stroke is
reached. Then the plunger will return

Lubrication
Cylinder lubrication Alpha Mk II
Alpha Lubricator Mk II:

 A little larger compared to Alpha Mk I
 6 mm oil pipes (before 8 mm)
 Adapter block between HCU and Lubricator.
Therefore no changes on the current HCU
Alpha Lubricator Mk I (the adapter block has the same interface as
the current mounted lubriator Mk I)
Alpha Lubricator Mk I
Alpha Lubricator Mk II
Lubrication
Cylinder lubrication Alpha Mk II
Service test start: 23 February 2014

Agenda

Emission Regulations

Current Agreed ECA’s
Baltic Sea, North Sea, California, US
CARB
California
Now: 1% sulphur
In 2015: 0.1% sulphur

Cylinder Lube Oil for Ultra Low Sulphur Fuel
The challenge
Lubrication oil challenge Solution

 High sulphur fuel  low sulphur fuel  Cylinder lube oil that does not build up
 Deposits on topland, ringland & behind deposits
piston rings
 Risk of bore polish

Low BN Oils for Fuels (< 0.1%S) and Gas
Changing from High Sulphur HFO

to fuels with less than < 0.1 % S:
Switch to a ultra-low BN cylinder oil
at the same time as switching fuel
Several ultra-low BN oils already

have a NOL
Chevron: Taro Special HT LF 25 BN SAE 50

Exxon: Mobilgard 52525 BN SAE 50
Shell : Alexia S3 25 BN SAE 50
TOTAL : Talusia LS25 25 BN SAE 50

Service Letter
Feed rate recommendations
New!
Cylinder Oil Feed Rate
Engine type Service & Circular Letters
All ME/ME-C/ME-B/ME/MC/MC-C and SL2014-587/JAP
ME-GI engines with electronically Cylinder Lubrication Update
controlled lubricators. Adjusting the ACC factor in service
26-98 bore types MC/MC-C with SL00-385
mechanical lubricator. 26-50 MC-MC-C Cylinder Oil Dosage
engines with low topland. Marine MC-Engines
26-50 MC-MC-C engines with high SL12-553
topland and mechanical lubricator. Cylinder Lubrication Guidelines
Small bore MC/MC-C engines

Cylinder Oil
Choices
2 stroke
Engine type engines
Engine design ≤ Mark 7 ≥ Mark 8
Optimised for improved

fuel consumption:
Part load optimised and No Yes Base design
derated engines
Low S fuel ≤40 BN oil ≤40 BN oil ≤40 BN oil

Cylinder
Lube Oil High S fuel 70 BN oil 70-100 BN oil 100 BN oil

Cylinder Oil
SL2014-587 cylinder lubrication update
Low BN High BN
Now even more important

because of the new SECA
0.1%S fuel!

MAN B&W Two-Stroke Service Experience
Imabari & Tokyo - November 2014
All data provided on the following slides is for information

purposes only, explicitly non-binding and subject to changes
without further notice.

LDCL Cooling MAN

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MAN B&W Two-Stroke Service Experience

Imabari & Tokyo - November 2014

Stig Baungaard Jakobsen

MAN Diesel & Turbo < 1 >

1 Staybolt Failures on S90ME-C9

2 Starting Issue for S90ME-C8&9 and K90ME-C6

3 Cylinder Condition – Cold Corrosion Control:

4 Increased Cylinder Liner Temperature

5 Improved Cylinder Oil

6 Low Scavenge Air Temperature

7 New Cylinder Lubricators

8 New Cylinder Oils for New SECA <0.1%S Fuels

MAN Diesel & Turbo < 2 >

1 Staybolt Failures on S90ME-C9

2 Starting Issue for S90ME-C8&9 and K90ME-C6

3 Cylinder Condition – Cold Corrosion Control:

4 Increased Cylinder Liner Temperature

5 Improved Cylinder Oil

6 Low Scavenge Air Temperature

7 New Cylinder Lubricators

8 New Cylinder Oils for New SECA <0.1%S Fuels

MAN Diesel & Turbo < 3 >

MAN Diesel & Turbo AVH/LDD1 < 4 >

MAN Diesel & Turbo AVH/LDD1 < 5 >

Modification to engines already produced:

C/D Chain drive

MAN Diesel & Turbo AVH/LDD1 < 6 >

Four strain gauges:

MAN Diesel & Turbo AVH/LDD1 < 7 >

Roll-out of solution for new engines as well as

MAN Diesel & Turbo AVH/LDD1 < 8 >

1 Staybolt Failures on S90ME-C9

2 Starting Issue for S90ME-C8&9 and K90ME-C6

3 Cylinder Condition – Cold Corrosion Control:

4 Increased Cylinder Liner Temperature

5 Improved Cylinder Oil

6 Low Scavenge Air Temperature

7 New Cylinder Lubricators

8 New Cylinder Oils for New SECA <0.1%S Fuels

MAN Diesel & Turbo < 9 >

 Direct Inlet Rebuild

MAN Diesel & Turbo < 10 >

Inlet into existing

MAN Diesel & Turbo < 11 >

MAN Diesel & Turbo < 12 >

Drain line going

MAN Diesel & Turbo < 13 >

The drain line from the

MAN Diesel & Turbo < 14 >

Venting line from LO

MAN Diesel & Turbo < 15 >

1 Staybolt Failures on S90ME-C9

2 Starting Issue for S90ME-C8&9 and K90ME-C6

3 Cylinder Condition – Cold Corrosion Control:

4 Increased Cylinder Liner Temperature

5 Improved Cylinder Oil

6 Low Scavenge Air Temperature

7 New Cylinder Lubricators