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Man B Amp W Low Speed Small Bore Engines PDF
Man B Amp W Low Speed Small Bore Engines PDF
Introduction.................................................................................................. 5
Engine data............................................................................................. 7
Engine comparison.................................................................................. 8
ME-B fuel injection control system............................................................... 10
Injection performance............................................................................ 10
Engine control system............................................................................ 11
Engine Design S35/40/50ME-B................................................................... 12
Bedplate, framebox and cylinder frame.................................................. 12
Crankshaft............................................................................................. 14
Connecting rod...................................................................................... 14
Bearings................................................................................................ 15
Combustion chamber............................................................................ 15
Cylinder liner.......................................................................................... 15
Piston.................................................................................................... 16
Exhaust valve........................................................................................ 17
Fuel injection equipment........................................................................ 17
Thrust bearing....................................................................................... 18
Engine control system............................................................................ 19
Turbocharger and air cooler arrangement............................................... 19
Concluding Remarks................................................................................... 20
MAN B&W Low Speed Small Bore Engines
Now with Electronic Control
Introduction Since the delivery of the first L35MC in ways moving, and requirements for
The MAN B&W 35MC engine was 1982, a total of ~1,000 L35MC, ~500 more competitive engines, i.e. the low-
launched in 1982 as the L35MC with S35MC, ~200 L42MC and ~250 S42MC est possible propeller speed, lower fuel
500 kW/cylinder and a mean effective engines are on order or have been de- consumption, lower lube oil consump-
pressure of 14.8 bar at 200 rpm. Sev- livered. More than 1,000 S50MC-C has tion and more flexibility regarding emis-
eral design updates, often combined been delivered since 1997. sion and easy adjustment of the engine
with a power up, have been introduced parameters, call for a re-evaluation of
since then, and with today’s Mark 6 rat- The above-mentioned small bore two- the design parameters, engine control
ing, the power per cylinder is 650 kW/ stroke engines have been the world and layout.
cylinder with a mean pressure of 18.4 leaders in their market segment for
bar at 210 rpm. decades. However, the market is al-
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 5
Our marketing investigation into this
segment, including scrutinising the
Required SMCR power
power against propeller speed for tank-
kW
ers, containers and bulkers, has shown 20,000 Containers
Tankers
that a 35 cm bore engine with a slightly Bulkers
reduced speed and a higher engine S50ME-B9
power will suit well. In the segment for 9 cyls. S50ME-B8
the S42MC type, a 40 cm bore engine 15,000 9 cyls.
8 cyls.
with 146 rpm will, together with an up- 8 cyls.
dated 35 cm bore engine, cover the 7 cyls.
7 cyls.
required output area between the S35 6 cyls.
and the S46MC-C very well, 10,000 6 cyls. S40ME-B9
5 cyls. 8 cyls.
5 cyls. 7 cyls. S35ME-B9
The continuous development of mer- 8 cyls.
6 cyls.
chant ships to be even more efficient 5 cyls.
7 cyls.
117 6 cyls.
is never ending. The aft body of the 5,000
127 5 cyls.
ships for example may be designed to 99 146
fit even larger propellers, which again 108 167
124 142
have a higher propeller efficiency, but a
lower optimum propeller speed. 0 r/min
90 100 110 120 130 140 150 160 170
SMCR speed
As the two-stroke main engine is nor-
Average power and speed demand ME-B types:
mally coupled directly to the propeller, curves for container vessels,
thereby avoiding the reduction gear tankers and bulk carriers: S50ME-B7/8 (19.0/20.0 bar)
Stroke = 2,000 mm (S/D = 4.00)
and its loss of efficiency, the design of NMCR = 1,580/1,660 kW/cyl x 127 r/min
modern main engines has to be based
S50ME-B9 (21.0 bar)
on a continuously lower engine speed Stroke = 2,214 mm (S/D = 4.43)
(r/min). NMCR = 1,780 kW/cyl x 117 r/min
6 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
Both types will also be available in con-
ventional turbocharger versions with
+2g/kWh higher SFOC, respectively.
Engine data
The new 35, 40 and 50 ME-B9 engines
will have a stroke bore ratio of 4.4:1
(the same as that of our research en-
gine 4T50ME-X) to facilitate low propel-
ler speed; 167 rpm for the S35ME-B.
The S50 ME-B8 has a stroke bore ratio
of 4:1 (the same as the S50MC-C) 146
rpm for the S40ME-B, and 117 rpm for
the S50ME-B.
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 7
The new engines will be introduced Engine comparison A comparison of 8S50ME-B9 and
with a mean effective pressure of 21 A comparison between a 6-cylinder of 9S50MC-C7 shows that the S50ME-
bar offering the following engine data, the new MAN B&W S35ME-B and a B has 20 kW more power than a
see Table 3. 7-cylinder of the existing S35MC has 9S50MC-C7, and a more efficient r/min
resulted in 40 kW more power, 0.42 m of 117 r/min instead of the 127 r/min
The specific fuel consumption for the shorter engine length, 3 ton lower en- making it possible to use a propeller of
Mk 9 versions has been reduced by 2 gine mass and 2 g/kWh lower SFOC, larger diameter which is more efficient.
g/kWh by using a higher firing pressure. Table 4.
Furthermore, the new 8S50ME-B7 is
A comparison between a 6S40ME-B 0.37 m shorter and 22 tonnes lighter.
and the existing 6S42MC shows that
the 6S40ME-B can supply 5% more All of the ME-B engines have a 2 g/kWh
power and is 0.42 m shorter. lower SFOC.
Engine Data
Table 3
8 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
6S35ME-B against 7S35MC
Table 4
Table 5
Table 6
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 9
ME-B fuel injection control system
The ME-B system is shown in Figs. 7
Dual cylinder HCU
and 8.
Injection performance
The ME-B system will have the same
possibility of rate shaping as the pre-
sent ME engines. The injection is con-
trolled by a proportional valve enabling
continuous change of the injection
pressure. Typically, a gradual pressure
increase during the injection is desired.
10 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
Engine control system On Bridge
Bridge Panel
Several factors serve to reduce the
necessary extent of the Engine Control In Engine Control Room
Booster
Pressure
Booster
Pressure
Auxiliary blower control
ALS ALS
ELFI ELFI
Pump control simplified
HCU (cyl1+2)
HCU
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 11
Engine Design S35/40/50ME-B
Bedplate, framebox and cylinder S35ME-B
frame
The structural parts have been de-
1270
signed with respect to rigidity and
strength to accommodate the higher
output for these engines. See Fig. 10.
980
The bedplate is of the welded design.
For the new engines, the normally cast
part for the main bearing girders is
made from rolled steel plates. This se-
1210
cures homogeneity of the material used
for the main bearing area with no risk of
7376
casting imperfections occurring during
3710
2500
The framebox is of the well-proven tri-
angular guide plane design with twin
staybolts giving excellent support for
the guide shoe forces. This framebox
is now standard on all our updated en-
460
gine types.
1405
950
410
2580 700
For the cylinder frame, two possibilities It has been decided to use nodular cast
are available, see Fig. 12. iron due to its high strength and high E-
modulus for this material to counteract
Nodular cast iron the high ignition force. Compared with
C3Cu material, the weight of a 6S35ME-
Welded design with integrated scav- B cylinder frame can be reduced by 3
enge air receiver. ton, corresponding to a 12% cost down
for the cylinder frame.
Fig. 11: Existing and new main bearing designs
12 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
OMD and PCO sensors mounted on the manouvering side
Triangular staybolt tube design
Max. = 8.632E+01
Min. = 0.000E+00
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 13
Crankshaft
The crankshaft is of the semi-built de-
sign, in one piece, and made in material
S34CrNi or S42Cr1, Fig. 14.
Connecting rod
The connecting rod is based on the
well-known design used for our entire
small bore engine programme initially
introduced for the L35MC.
MC Design
ME-B Slim Design
Fig. 16: Connecting rod, new crosshead bearing Fig. 16: New crosshead design
14 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
Bearing Pressure design limit 100% Bearings
The bearings used for the new engines
are of the same design as the one used
100
with very good results on our other
90
small bore engines for now more than
80 15 years. The bearing is of the thin-shell
70 design, and the bearing metal on all the
Main bearing
60 large bearings is of Sn40Al. The rela-
% Crankpin bearing
50 tive loads on the large bearings are in
Crosshead bearing
40 all cases well below our design targets,
30 Fig. 17.
20
Crosshead bearing
10 Combustion chamber
Crankpin bearing
0 With the increased power of the new
Main bearing
S35MC ME-B engines, the combustion cham-
S42MC
S35ME-B, ber has been carefully investigated
S40ME-B to compensate for the higher igni-
tion pressure and higher thermal load
Fig. 17: Bearing load – but also to increase the reliability of
the components and further increase
the TBOs. The combustion chamber is
Slide Fuel valves
shown in Fig. 18.
Alpha ACC
Cylinder liner
High Piston Topland A slim cylinder liner which is also used
on our other small bore MC-C/ME en-
Slim cylinder liner gines is possible for both engine types,
but the material for the cylinder liner has
PC ring
been upgraded to Tarkalloy A to coun-
Piston rings with Alu- teract the higher ignition pressure. The
coat PC ring has been introduced to prevent
bore polish.
Piston skirt with
bronze band
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 15
Piston As for the larger bore ME engines, the The calculated temperature level for the
The piston is bore-cooled and with a Alpha Lubricator is standard on the combustion parts is well inside our de-
semi-high top land (see Fig. 20). The new small bore engines. The ACC lu- sign value as shown in Fig. 22.
shape of the piston crown against the brication mode is, therefore, now also
combustion chamber has been care- available for our small bore engines
fully investigated to cope with the in- with the benefit of a very low total lube
creased power of the new engine. oil consumption and still keeping very
Comprehensive FEM calculations have good cylinder condition.
been made to develop the piston crown
geometry to make it able to withstand
the high firing pressure and high mean
pressure, Fig. 21.
470°C
550°C
300°C
320°C
310°C
320°C 230°C
370°C 170°C
16 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
Exhaust valve To have common spare parts for all Fuel injection equipment
The exhaust valve is activated by a light four engines, the exhaust valve used As mentioned earlier, the fuel injection
camshaft (smaller shaft diameter and for the S35 and S45ME-B is the same is electronically controlled via a pres-
smaller size exhaust cam), driven by a as the one used for the S35MC and sure booster like the one used for the
chain drive placed in the aft end of the S42MC, respectively. The exhaust large ME-C engines. There is one Hy-
engine. The size of the chain is reduced valve is of the DuraSpindle type with a draulic Cylinder Unit (HCU) per two cyl-
compared to the MC type. W-seat bottom piece, Fig. 24. inders. The HCU is equipped with two
pressure boosters, two ELFI valves and
two Alpha Lubricators and one accu-
mulator. Thereby, one HCU is operating
two cylinders. Fig. 25.
DuraSpindle
W-seat
Pressure booster
Alpha Lubricator
ELFI valve
Distributor block
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 17
The Hydraulic Power Supply (HPS) of the engine power, approximately Thrust bearing
used for the new small bore engine is 80% speed. In case of malfunction of The thrust bearing design is based on
installed together with 6 mm filters in one of the pumps, it is still possible to the very compact design introduced
the front end of the engine. The HPS is operate the engine with 55% engine with our MC-C engine. As the propel-
electrically driven and consists of two power. ler thrust is increasing due to the higher
electric motors each driving a hydraulic engine power, a flexible thrust cam
pump, see Fig. 26. The same fuel valve type as used on has been introduced to obtain a more
the MC/MC-C will also be used for the even force distribution on the pads.
The pressure for the hydraulic oil for the new ME-B engines. The fuel nozzles The overall dimension of the parts can
new system has been increased from are of the well-proven slide type already therefore be smaller than with the old
the 250 bar used for the normal ME -C introduced as standard on all small design. See Fig. 27.
system to 300 bar. Each of the pumps bore engines.
has a capacity corresponding to 55%
Flex edge
18 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
Engine control system Turbocharger and air cooler ar- catcher and water drain arrangement
For a 6-cylinder engine, the engine rangement will be introduced in the new design.
control system consists of four to five Three turbocharger makes are available
MPCs (Multi Purpose Controller) com- for the new ME-B engines, i.e. MAN, As an option, we can supply TCA T/C’s
pared to 13 MPCs necessary for the ABB and Mitsubishi. with variable nozzle. Hereby better
standard ME systems, Fig. 28. partload SFOC can be offered due to
The position of the turbocharger is, as the possibility to control the ratio be-
for the existing engine, aft mounted, tween pmax, pcomp and MEP.
but will for the new ME-B also be of-
fered as exhaust side mounted. See The auxiliary blower design will be of
Fig. 29. The latest type of water mist the new integrated type recently intro-
duced on the S50MC-C version. Main-
Bridge
Bridge tenance is also reduced as the belt
panel
drive is omitted for the integrated blow-
ers, see Fig. 30.
Main Main Engine control room
operating Control room panel EICU operating
panel panel
Fig. 29: Exhaust side mounted TC Fig. 30: Integrated blower design
MAN B&W Low Speed Small Bore Engines – Now with Electronic Control 19
Concluding Remarks
The introduction of the ME-B engine
range marks a future step towards
strengthening our small bore two-stroke
engine position in the market, enabling
the owner to select modern, future-
oriented, electronically controlled, two-
stroke engines as direct coupled prime
movers, also in this segment.
20 MAN B&W Low Speed Small Bore Engines – Now with Electronic Control
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. Copyright © MAN Diesel & Turbo.
5510-0025-04ppr Sep 2014 Printed in Denmark