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ME234
Damage of the Main Engine No. 1 Cylinder Exhaust Valve
Driving Unit
Technical committee

Ship type Tanker

Date of build September 27, 1993
Navigation route Tramper (Japan ~ PG)
Trouble machinery
Category Main engine
Name Exhaust valve driving unit
Type B&W 6S80MC
Date of trouble December 27, 1993 (during voyage)

1. Outline of breakdown

On the said date, knocking sounds from the main engine No. 1 cylinder exhaust valve became ex-
tremely loud, and the following conditions occurred:
1. Exhaust valve blow by and an exhaust gas temperature increase of 20℃.
2. Gas and water leakage from the O-ring of the exhaust valve fresh water interconnecting pipe.
3. Cylinder internal maximum pressure exceeded (8~10kg/cm² at full S/B.)
4. Rise in cylinder internal compression pressure (5kg/cm² at half S/B.)
On-board inspections for exhaust roller and cam damage, roller guide sticking, and roller guide spring
breakage revealed no abnormalities. Although there was no rise in exhaust temperature after exhaust
valve replacement, the knocking sounds were still present.
From the above conditions, it was determined that there was a problem with the opening-closing tim-
ing of the exhaust valve. It was surmised that the rise in compression pressure was due to excessively
fast closing timing of the exhaust valve, and the knocking sounds were due to leakage of operation oil.
Therefore, the following procedures were carried out:
1. Replacement of the exhaust valve drive high pressure oil pipe.
2. Inspection for non-return valve sticking.
3. Overhaul inspection of the exhaust valve driving unit.

2. Causes

After carrying out the above activities, normal operation was restored.
After carrying out a pressure test of the replaced high pressure oil pipe, a crack was discovered at the
base of the exhaust valve side. The concerned crack was extending over about 1/3 of the outer periph-
ery. However, as the crack could not be confirmed through visual observation, it was decided that ex-
aminations would be carried out after unloading. It is surmised that the series of breakdowns occurred
due to operating oil leaking from the crack and the required oil pressure to maintain exhaust valve
opening/closing operability could not be sustained.

1
3. Repair

The cause of crack formation to the faulty high pressure oil pipe is currently being investigated at the
factory. If the cause is due to faulty manufacturing, as the same problem could potentially occur for
other cylinders, problems with manufacturing method should be explored.

Fig. Main engine exhaust valve oil pressure system