Arab Academy For Science And Technology And Maritime Transport

College of Maritime Transport

Marine Engineering

Compression between ME and Wartsila Camless Engine

Submitted by: Mohammed Hafez Soliman

Department: Marine engineering
Rag #: 18200411
Submitted on: 21/3/2023
Submitted: Dr. Khaled Al-Marghani
Table of contents:

1. Introduction……………………………………………………………….3

2. Specifications of Wärtsilä RT-flex96C and RTA96C………………….4

3. Common-rail system…………………………………………..................5

4. Applications of the RT-flex control system……………………………..5

5. A simple introduction to MAN ME engines…………………………….6

6. Control system of the MAN ME Engines……………………………….6

7. technical comparison between ME and RT-flex engines……………….7

7.1 maintenance…………………………………………………….

7.2 lubrication…………………………………………………………

7.3 Fuel consumption……………………………………………….

7.4 Control system………………………………………………….

7.5 Safety……………………………………………………………….

7.6 Advantages ………………………………………………………

7.7 Common failures ………………………………………….

8. Conclusion ……………………………………………………………12

9. Reference………………………………………………………………..
I-Introduction.

 A camless or free-valve piston engine is one that uses electromagnetic, hydraulic, or

pneumatic actuators to control poppet valves instead of traditional cams. Actuators can
be used to open and close valves, as well as to open valves that have been closed by
springs or other causes. This is not the case with the camless engine, where lift and valve
timing can be adjusted freely from valve to valve and from cycle to cycle. It also allows
multiple lift events per cycle and, indeed, no events per cycle—switching off the
cylinder entirely.
 Camshafts typically have one lobe per valve and have set valve duration and lift.
Although camshaft phasing is used in many modern engines, altering the lift and valve
duration in a running engine is more complex. Some manufacturers employ systems
with several cam lobes, but this is still a compromise because only a few profiles may be
active at the same time.
 The Wärtsilä RT-flex system is the result of a long project since the 1980s to develop
low-speed marine engines without the constraints imposed by mechanical drive of fuel
injection pumps and valve actuation pumps but with far greater flexibility in engine
setting to reach future requirements. The objective is to deliver operational benefits to
the shipowners. The Wärtsilä RT-flex96C is basically a standard Wärtsilä low-speed
two-stroke marine diesel engine, except that, instead of the usual camshaft and its gear
drive, fuel injection pumps, exhaust valve actuator pumps and reversing servomotors, it
is equipped with a common-rail system for fuel injection, exhaust valve actuation and air
starting, and full electronic control of these engine functions.
 The introduction of electronically controlled camshaft-less low speed diesel engines,
which is now gaining traction, is a watershed moment in diesel technology, comparable
to Rudolf Diesel's first engine in Augsburg, the 1912 motor vessel Selandia, the
 introduction of turbocharging on two-stroke diesels in 1954, and the first SCR (Selective
Catalytic NOx Reduction) systems on ships in 1989.

MAN B&W uses this new technology in its ME range of engines by combining traditional,
proven technologies with enhanced electronic control to design engines that are both
production-friendly and operationally easy to handle while providing all of the benefits of
current and future software achievements to the owner and operator. Figure 1 depicts the
first commercial ME-C engine at Frederikshavn, Denmark.

Camshaft-controlled diesel engines have been the cutting-edge technology since the dawn
of reciprocating equipment, and they have been refined and evolved ever since. Mechanical
cams, on the other hand, are fixed once built and, despite different mechanical and hydraulic
add-on devices such as VIT, etc., timing adjustment possibilities with mechanical cams are
restricted. Not to mention the restrictions of fuel injection pressure management and load
range fluctuation with a cam controlled engine.

A) Specifications of Wärtsilä RT-flex96C and RTA96C:

o The Wärtsilä RT-flex96C and RTA96C low speed marine diesel engines, with a power range of
25,320 to 84,420 kW, are tailormade for the economic, reliable propulsion of large, fast container
liners. They offer clear, substantial benefits:

• High power outputs at optimum shaft speeds

• Reliability and proven design

• Competitive first cost

• Economical fuel consumption over the whole operating range

• Low cylinder oil feed rate

• Three years between overhauls

• Low maintenance costs

integrated electronic control and the well-established RTA96C engine. The 14-cylinder RT-flex96C
engines extend the power spectrum of the RTA series up to 84,420 kW (114,800 bhp). Thus, with
waste heat recovery systems which can add up to 12 per cent of engine power, RT-flex96C engines can
meet the propulsion requirements of large, fast containerships from up to around 12,000 TEU capacity
at service speeds of around 25 knots.

1-common-rail system:

o the rail unit along the side of the cylinders, the supply unit on the side of the engine, a filter
unit for the servo oil, and the integrated electronic control system, including the crank angle
sensor. The RT-flex engines are thus equipped with commonrail systems for:
• heated fuel oil at pressures up to 1000 bar,
• servo oil at pressures up to 200 bar,
• control oil at a constant pressure of 200 bar,
• engine starting air system.

o rail system in that hardware is standardized for

groups of engine types, not just for the various
cylinder numbers. Schematic of the Wärtsilä
RT-flex system with electronically-controlled
common-rail systems for fuel injection, exhaust
valve operation and starting air.
 2-Applications of the RT-flex control system:

o The RT-flex control system is widely used in the marine industry, where it is used to
power large container ships, tankers, and other vessels. It is also used in power generation
applications, where it provides efficient and reliable power generation for industrial and
commercial applications.

3-A simple introduction to MAN ME engines:

The MAN ME (Mechanical Electronic) engine is a two-stroke diesel engine developed by
MAN Diesel & Turbo. It is widely used in the marine industry and is known for its high
efficiency and low emissions. One of the key features of the MAN ME engine is its
advanced control system and automation, which allows for precise and efficient operation.
These engines are referred to as Intelligent Engines. Apply an electronic control system for
hydraulic operated fuel injection and hydraulic operated exhaust valve.

4-Control system of the MAN ME Engines:

The motor control system is built as shown in the drawing below. The motor control unit is
responsible for controlling the motor. There are two control points to maintain redundancy.
MOP (Main Operating Panels). It is connected to two redundant networks. From this
terminal we can read and set all engine parameters, it is usually located in the engine control
room.
1. technical comparison between ME and RT-flex engines

Name(model Wartsila (RT-flex96C) MAN B&W (ME-C)

)
photo

power range 25,320 to 84,420 kW 15,200 to 43,440 kW

Max 153 bar 150 bar

pressure
Speed range 102–92 rpm 98-88 rpm
maintenance The Wärtsilä RT-flex system is
intended to be user-friendly, with no
new skills required of ship engineers. simplified compared to the MC
The system has its own diagnostic
functions, and all-important
components are designed for easy
repair. In reality, knowledge about
RT-flex engine operation and
maintenance may be incorporated in
Wärtsilä's standard one-week courses removed.
for RTA-series engines provided to
ship engineers. Training time is
simply given to the RT-flex system
instead of the camshaft system, fuel
pumps, valve actuation pumps, and
reversing servomotors.
lubrication The innovative Wartsila Pulse
Lubricating System (PLS) provides
load-dependent cylinder lubrication
by ensuring optimum distribution of
cylinder lubricating oil over the
operating surface of the cylinder
liner. In PLS, the feed rate and
timing are regulated electronically at
the lubricator pump. The lubricator
timing point may be regulated with
complete freedom, and volumetric
metering guarantees consistent oil
The new ME – Maintenance
Aspects have been developed to be
Engine, the simplification was made
in the fuel system which is now
consist of three tools instead of five
and the Exhaust system which is
now four components instead of ten.
Also, the camshaft is totally
An Alpha Lubricator or ME Lube in
ACC-mode (Adaptive Cylinder oil
Control) adjusts the lubricating oil
flow rate based on the Sulphur
content of the fuel oil and the
engine load. One of the key features
of the Alpha Lubrication system is
its ability to operate at high
pressures, up to 40 bar, which
allows it to deliver oil to the
engine's most critical components
even under extreme operating
 dosing patterns over the engine load
range.
Fuel Economical fuel consumption over
consumption the whole operating range. Whereas
Wärtsilä RTA-series engines have
excellent fuel consumption in
general, the RT-flex system enables
further improvements to be achieved
in the part load range. This is
because of the freedom allowed by
the RT-flex system in selecting
optimum injection pressure, fuel
injection timing and exhaust valve
timing at all engine loads or speeds,
while ensuring efficient combustion
at all times, even during dead slow
running.
conditions. The system also
incorporates advanced filtration
technology to remove contaminants
and impurities from the oil, which
helps to prevent damage to the
engine's moving parts.
The electronic control of the engine
fuel injection and exhaust valves
improves low-load operation,
engine acceleration, and give better
engine balance and load control,
leading to longer times between
overhauls, also by implementation
of enhanced diagnostics systems. It
will give lower fuel consumption,
lower cylinder oil consumption and,
not least, better emission
characteristics, particularly with
regard to visible smoke and NOx
 Fuel
consumption
graph

Control All functions in the RT-flex system The engine control system (ECS)
system are and PMI controls the regulation in
controlled and monitored through the accordance with performance in a
integrated Wärtsilä WECS-9520 fully automated
electronic process.
control system. This is a modular
system with separate microprocessor
control units for each cylinder, and
overall control and supervision by
duplicated microprocessor control
units. The latter provide the usual
interface for the electronic governor
and the shipboard remote control and
alarm systems.
 safety A standard all‑electric interface is Load management: Safe operation
Employed for engine management of the engine requires careful
systems management of the engine load,

‑known as DENIS (Diesel Engine including monitoring of engine

Interface performance and adjusting load as

Specification) - to meet all needs for necessary to prevent damage to the

control, monitoring, safety and alarm engine.

warning functions. This matches
remote control systems and ship
control systems from a number of
approved suppliers.
Advantages Smokeless operation at all operating – EGR-optimised tuning for
speeds improved
• Lower steady running speeds, in performance and reduced methane
the range of 10-15 per cent nominal slip
speed, obtained smokelessly through
sequential shut-off of injectors while – Unique gas admission system for
continuing to run on all cylinders a
• Reduced running costs through safe and reliable operation
lower partload fuel consumption and
longer times between overhauls – Simple LNG supply and purging
• Reduced maintenance concept
requirements, with simpler setting of
the engine. The ‘asnew’ running – Low FGSS maintenance costs and
settings are automatically cost-optimised BOG-handling
maintained
• Reduced maintenance costs – Well-known engine room design
through precise volumetric fuel
injection control leading to
extendable times between overhauls.
The common-rail system with its
volumetric control gives excellent
balance in engine power developed
between cylinders and between
cycles, with precise injection timing
and equalised thermal loads
• Reliability is given by long-term
testing of
common-rail hardware in component
test rigs
• Higher availability owing to the
integrated monitoring functions
• High availability also given by the
built-in
redundancy, provided by the ample
capacity and duplication in the
supply pumps, main delivery pipes,
crank-angle sensors, electronic
control units and other key elements.
 Common Fuel injector problems: The fuel Common fault analysis of MAN
failures injectors in the RT-flex 96C can also ME-C electrically controlled M/E
fail, leading to poor fuel economy,  Failure of crank Angle
reduced power output, and increased encoder
emissions. This can be caused by  Common rail system leakage
fuel contamination, improper  Nitrogen leakage in
maintenance, and other factors. accumulator
 FIVA valve failure
Turbocharger failures: The
turbocharger is an important
component of the RT-flex 96C, and
can fail due to factors such as wear,
corrosion, and inadequate
maintenance. This can lead to
reduced engine performance,
increased emissions, and other
problems.

8-Conclusion

both ME and RT-flex engines have their own advantages and disadvantages, and the choice
between them depends on the specific needs of the ship and its operator. ME engines are
powerful but may not be as fuel-efficient or easy to maintain as RT-flex engines, while RT-
flex engines are known for their fuel efficiency, ease of maintenance, and low NOx
emissions.

9-Reference
https://www.athinatraining.gr/wp-content/uploads/2021/02/rt-flex-win-gd-diesel-engines.pdf

https://www.sciencedirect.com/book/9780081027486/pounders-marine-diesel-engines-and-gas-
turbines

https://www.man-es.com/marine/products/megi-mega/me-gi

https://www.wartsila.com/media/news/17-12-2002-first-sulzer-rt-flex-engine-completes-its-
first-year