World Wide Journal of Multidiscip linary Research and Development

WWJMRD 2019; 5(10): 107-115

www.wwjmrd.com
International Journal
Peer Reviewed Journal The solution for efficient operation of MAN B&W
Refereed Journal
Indexed Journal marine engine series
Impact Factor MJIF: 4.25
E-ISSN: 2454-6615
Thi Minh Hao Dong, Thanh Hai Truong
Thi Minh Hao Dong
Ho Chi Minh city University of Abstract
Transport, Ho Chi Minh city,
The main diesel engine of a ship is the heart of the ship, it determines the speed and the ability to
Vietnam
effectively exploit the ship. Therefore, the exploitation of the engine safely, reliably and effectively is
Thanh Hai Truong extremely important. Parts of marine diesel engines are made of different materials. Each type of
Ho Chi Minh city University of material can only work with a certain temperature limit, so to ensure the safety of the engine's
Transport, Ho Chi Minh city, components, while the diesel engine must be cooled. According to the coolant, the diesel engine has
Vietnam two types: air-cooled diesel engine and water-cooled diesel engine. In some cases, it is difficult to
arrange the installation of a water-cooled system, such as a diesel engine on land, a diesel engine used
as an incident generator on board (the engine is installed on the upper floor). High above sea level).
In these cases, people often equipped with small wind-cooled Diesel engines. For air-cooled engines,
cylinder-shaped engines, which produce lubricant, have a wing-shaped structure, cooled by a blower
installed on the front of the machine and driven by the engine. For large-capacity diesel engines, most
are water-cooled. Although compared with air-cooled, water-cooled is more likely to cause thermal
stress, corrosive details, but the cooling effect is higher. There are two methods of water cooling:
direct cooling and indirect cooling. The cooling system directly takes sea water from outside the ship
to cool the engine, after cooling is discharged directly into the sea. The cooling system is
characterized by: Simple system, no need to equip fresh water welding, no need to pump cooling
fresh water. This study investigated and identified the structural and operating characteristics of
Hitachi 6S46 ME-B8.5 engines. From that point on, the influence on the process of the motor
operating at low load when sailing.

Keywords: Efficient operation solutions, low load operation, MAN B&W S46ME-B8.5, exhaust
valve, high-pressure pump

1. Introduction
The mode operates at low load when the sea voyage of the engine driving the propeller is
used quite recently in various reasons. With the characteristic of electric-electronic fuel
injection engine, but still using camshaft to control exhaust valve, in addition because it was
newly put into use shortly, during operation at low load, engine 6S46ME -B8.5 in particular
and ME-B / C line, in general, have generated some problems that significantly affect the
operation of the ship. At the same time, the effects of the continuous low-load operation on
the associated equipment and the details on the engine from which the measures and
adjustments were determined. In particular, the article has deeply explored, analyzed and
determined the causes of incidents on discharge cylinders on Hitachi 6S46 ME-B8.5 engines
during operation at low load but not yet specified by the manufacturer to get the exact cause,
thereby giving recommendations and measures in the process of harnessing the engine (next
to the manufacturer's instructions). The paper analyzed and investigated the cause of the
plunger problem of high-pressure pumps based on the design characteristics and operation
mode of the engine, thereby giving necessary recommendations.
MAN B&W S46ME-B 8.5 engines manufactured by Hitachi, copyright of MAN B&W,
Correspondence: designed capacity of 6260 kW, equipped on 34000 DW ships. Wisdom Marine Line is one of
Thi Minh Hao Dong the owners using this type of engine on its wooden fleet. The service lines of these vessels
Ho Chi Minh city University of are usually from North America or Australia, Newzeland to Japan, Korea or China[1]. The
Transport, Ho Chi Minh city, ME-B generation engine was first put into production in 2007, many years after the
Vietnam
~ 107 ~
World Wide Journal of Multidisciplinary Research and Development
introduction of the ME-C engine line aimed at the market,
medium-sized propeller hybrid engines, cylinder diameter
from 300 - 600 mm[2]. This is a potential market that, at
present, when the demand for IMO air pollution is getting
tighter, other companies have not met or did not develop in
this direction[3].
Introduced in mid-2006 and put into production since 2007
with the first generation engines are S35ME-B9, S40ME-
B9, and S50MEB9, followed by engines S46ME-B8,
S50ME-B8, S60ME-B8. This generation is extended with
longer stroke engines, G40ME-B9, G45ME-B9, and G50
ME-B9, with a range of power from 3200 kW to 19040
kW[4]. ME-B engines meet the following requirements:
Control electronic fuel injection; Energy saving; Periodic
maintenance cycles are longer; Low propeller speed; Good
maneuverability (at low revs); Low cost of replacement
materials; Satisfy Tier II of NOx emissions[5]. Also, like
ME-C, from ME-B can continue to grow on dual-fuel
(liquid - natural gas) engine.
Hydraulic system: Unlike ME-C, which has both hydraulic
pump by electric motor and hybrid engine, ME-B engine
has only 2 hydraulic engines due to the hybrid electric
motor. These hybrid electric motors operate automatically
or manually, if automatic, are controlled by the position of
the command bell. When the command bell hand is set to
"Finish with Engine," these electric motors stop, when the
bell is in position S / by, a hydraulic pump will
automatically run and maintain the pressure at 225 bar[6].
During acceleration, if the load of the motor increases by
25%, the second hydraulic pump runs and together with the
first pump maintains the required hydraulic pressure from
the ECS control system[7].
ME-B engine fuel system: High-pressure pump is not
hybridized by mechanical cam but is hybridized by a
hydraulic piston. ELFI valves control this piston-operated
hydraulic oil. Hydraulic oil pressure varies with load. The
plunger of the high-pressure pump does not have
mechanical springs to return to the original position[8]. The
reverse movement of the plunger is done by the force
created by the fuel pressure acting on the plunger's upper
surface. The plunger of the high-pressure pump is not
slanted groove — the plunger's journey changes when the
number of fuel changes. High-pressure pumps on the ME-B
generation do not have plunger position sensors. On the
high-pressure pump body, there is a suction valve, which is
not the same as the previous engine. The fuel pressure
before entering the high-pressure pump requires relatively
high maintenance (~ 10 bar). Hydraulic oil pressure is
maintained stable thanks to nitrogen gas storage tank (~
140 bar N2). However, this pressure is easily reduced due to
leakage[9].
Control fuel supply process: Similar to ME-C, the electric
valve from control ELFI to close/open hydraulic oil line
(Servo Oil) to the high-pressure pump. Hydraulic pressure
is maintained by the general energy tank of the HCU
cluster. The position feedback signal of the ELFI valve
accurately determines the amount of oil supplied to the
cylinder. Electromagnetic valve ELFI is controlled
according to the ratio rules.
Exhaust valve control: The ME-B engine still uses the cam
to drive the hydraulic pump to open the same valves as the
previous MC, MC-C engine lines. However, when the load
of the engine is more significant than 55%, a hydraulic oil
branch from the ELFI control valve will act on the piston
~ 108 ~
MEV to support exhaust valve control[10]. The nature of
this support changes the aperture of the valve at the same
time (while the starting angle and closing angle remain
unchanged). At the closing stage, the MEV piston provides
an additional amount of hydraulic oil to the valve control,
making the closing delayed valves, corresponding to
delaying the closing process, but does not change the time
of closing altogether.
Direct propeller hybrid diesel engines (fixed steps), when
designed, are capable of operating at an extensive power
range but with the best efficiency and fuel consumption in
the rated extraction mode. However, for economic reasons,
many ship owners or ship operators choose to operate at
low load when the cruise ship is sailing. Thus, exploiting
the propeller hybrid diesel engine in low load mode when
the cruise ship is a technically inactive state. That is not the
goal of producing a specific engine. There is no clear
definition of "low load value", but from some
manufacturers, operating at 40% load or lower is
considered to operate at low load. However, reality shows
that most ships operate only in the mode of no less than
50% load. When the shipowner only requires low-load
operation without giving a specific value, then the decision
belongs to the chief engine. Continuous operation at low
loads is not only applicable to propeller hybrid engines; it
also applies to service vessels with dynamic positioning
systems or hybrid 4-stroke engines.
Fuel economy is the first benefit that ship owners can
achieve. Without time constraints, without other reasons,
owners often choose to operate the ship at a lower speed,
corresponding to the small load mode of the propeller
hybrid. At that time, the value of fuel consumption/distance
of the cruise ship is considered. Shipowners and operators
always make the requirement to exploit the engine in the
most economical mode in this situation.
Secondly, in order to optimize the efficiency of its fleet
operation, ship operators choose a small exploitation mode
for the propeller hybrid engine to save the cost of anchoring
due to various reasons[11]. The source of goods is scarce,
or there is not enough stock to collect, or there is no cargo
yard. Many ships are coming in ahead of time, which may
cause ship owners to ask for ships to slow down in order to
limit the cost of ships' anchoring, optimizing the ability of
ship-to-shore coordination and minimizing the delay.
However, whatever the reason, the goal of maximizing
profits is still the top priority of ship operators.
Third, from the aspect of pollutant emission factor, it
operates at low load, the engine will limit NOx emission.
Because of the maximum fire pressure and combustion
temperature, the cause of the formation of oxides is limited.
They are operating in low-load mode (25-40%) when
shipowners and charterers frequently use marine cruise
ships for the timber as mentioned above tankers[12][13].
As a new type of engine put into use (since 2007), in
addition to the advantages of the electric-electronic control
motor lines, this motor is currently experiencing problems
on the discharge valve during operation with the low when
cruise ship. Incomplete statistics show that many ships
encountered the above problem, these ships are equipped
with MAN B&W S46ME-B8.5 engines of the same type,
produced by various manufacturers like HITACHI.
Another recently pointed out problem is directly related to
the long-running ME-B / C engines in low-load mode,
which is a problem of jamming the high-pressure pump
World Wide Journal of Multidisciplinary Research and Development
plunger during acceleration. Engine and on startup. In
addition, the engine generation before operating, low load
limit allows only 40% of the load, however, the electric
control motor allows continuous operation up to 25% of the
load[14]. Before the above fact, the engine manufacturer
has not found the exact cause for processing and there are
no specific and suitable guidelines for ship owners.
This paper focuses on studying the effects and proposing
effective exploitation solutions for engine MAN B&W
6S46ME-B8.5 in small load mode when marine ships travel
on the sea. Determine the advantages when operating the
engine in low load mode (Slow Steaming / Low load
operation). Study the adverse impacts on engines and
related machinery. Develop a process to exploit S46ME-
B8.5 engine in low load mode. Troubleshooting on
S46ME-B8.5 engine during the low load operation.
2. The effects of operating the engine in low steam
2.1. Affect the engine’s working process
Long-term continuous operation (sea voyage) at low and
shallow load values will cause serious risks not only to the
engine but also to other equipment such as exhaust gas
turbines, industrial boilers by carbon soiling on surfaces on
the exhaust gas circulation when discharged into the
environment.
When operating at low loads, the pressure in the cylinder
decreases, leading to a decrease in temperature. Low
cylinder temperature increases the ability to cause problems
with the compression-burning process of the fuel, the time
of starting the fire will be later, less burning forms soot and
the components of the fire are not complete. Black, carbon
deposits or residues of fuel cling to pipes and surfaces
where they pass (exhaust valves, exhaust gas manifold),
reduce engine power.
Low exhaust gas temperatures have the potential to
increase corrosion caused by sulfuric acid on exhaust gas
piping systems, especially on the industrial boiler side.
In case the engine operates continuously when the sea
voyage is at a load of 40% or less, the auxiliary fan will
change the status of "running" / "stop" continuously due to
the automatic control pressure relay, consequently can
damage the hybrid motor or electric devices on the starter.
For engines using high-pressure pumps that are transmitted
by camshafts, the fuel injection pressure depends in part on
the engine's rotation speed. In low-load mode, the injection
pressure is reduced, which can cause many fuel injection
particles to be significant without burning. At low speeds,
with engines using new generation nozzles (slide type) still
ensure excellent performance when operating continuously
Fig.1: The level of soot in the exhaust gas boiler[19]
~ 109 ~
at a load value reduced by 10-20%[15]. However, the
engines using the previous generation nozzle are
recommended that the lowest load limit is at 40% when the
engine operates continuously for a long time. Exploiting at
a lower load may cause these engines to experience
unexpected failures or incidents. Also, from this reason, the
manufacturer offers a way to change the nozzle to a new
form on old engines to allow continuous operation at lower
load values. However, obviously, this will cause many
difficulties, from having to stop the engine to replace it to
have two types of nozzles for different operating modes.
For engines that seal at piston rod, the impact from the
combustion chamber and the air cavity sweeps down the
lubricants, which can be omitted if the sealing capacity of
the piston seal is maintained. However, it does not exclude
the possibility of leakage of sweeping components,
including fuel, residual lubricating oil or soot components,
carbon deposits[16] that affect the quality of engine
lubricating oil.
2.2. Effects related devices
Auxiliary blower
When operating with loads as low as 25%, auxiliary
blowers must operate continuously, with extended time,
increasing the risk of damage[17]. Besides, if the exhaust
pipe is clogged, the pressure in the sweeping air chamber
will push the sweeping gas, dust, and debris from the wind
cavity to the side of the bearing, thus making it possible to
lose lubrication to the bearings.
Exhaust gas boiler
When the engine is operating in small load for a long time,
the amount of carbon soot on the heat exchange surfaces of
the exhaust gas boiler increases due to poor combustion in
the cylinder. Besides, the low exhaust gas pressure makes
the speed of exhaust gas flow through the boiler very low,
not enough to blow the soot layer on the pipe surfaces[18].
These causes can cause damage to the boiler.
Carbon black if not controlled, can cause fire or in a worse
situation, which can melt and deform the tube.
Depending on the structure of each type of boiler, make
sure the by-pass line layout for the exhaust gas boiler, use
when the engine is in small load mode.
The by-pass branch arrangement gas is discharged through
the boiler when it is under load or even when there is no
shortage of steam to do the heating task. The auxiliary
boiler must operate continuously to ensure the maintenance
of the necessary vapor pressure, thus increasing fuel
consumption, especially for regional vessels such as East-
North Asia and North America.
World Wide Journal of Multidisciplinary Research and Development

Exhaust valves
Operating small engines for a long time makes faster
carbon formation on seat surfaces. Also, the risk of black
carbon entering the gap between the guide pipe and a stem
increases, the valve can be stuck in any position.
Also, the rotation of the valve is achieved by the speed of
the exhaust gas flow impacting on the blades mounted on
the stem, because the low exhaust rate escapes so the valve
rotates slowly or even does not rotate, limited the process
of self-cleaning of contact surfaces of valves.

Fig. 2: Exhaust valve status when operating continuously at low load[20]

Scavenging space fuel, causing more carbon deposits, excess lubrication of

The scavenging space sweeps faster due to lower scavenge larger cylinder lubricants.
air pressure, lower scavenge gas temperature, poor burning

Fig. 3: Status of scavenging space

The one-way shield behind the turbocharger air conditioner
enters the scavenging space. When the auxiliary fan
runs/stops continuously, these shields repeatedly hit their
seat to break, chipping out the outer edges. This
phenomenon can be detected through sound, metal impact
noise inside the scavenging space, created by pressure
pulses acting on these plates. If these shields are broken, it
should be replaced as soon as possible because otherwise, it
will reduce the efficiency of the auxiliary fan when the
auxiliary fan runs, the amount of intake air decreases.

Fig. 4: Status of one-way windshields[1]

~ 110 ~
World Wide Journal of Multidisciplinary Research and Development
Injector
Low fuel pressure due to low engine speed (high-pressure
pump hybridized by camshaft), low hydraulic oil pressure
(ME engine), weak injector technical condition along with
Fig. 5: Nozzle and impact on the seat of the exhaust valve [18]
Lubricate liner / piston-cylinder
The engine camshaft hybridizes the engine with the
cylinder oil pump, the pump speed depends in proportion to
the engine speed, regardless of the load. Therefore, when
operating in a lower load mode, the reduction rate is not
much, which can lead to excess cylinder oil. Excess
cylinder oil will create residue, oil additives can damage
the condition of the cylinder, especially when combined
with the process of increasing the load for the engine.
Cylinder liner is easily caught in the dark spot near the
scanning door. This phenomenon is determined to be a
combination of excess cylinder lubricating oil and steam in
the scavenge air. Although, according to the manufacturer's
Fig. 6: Status of liner surfaces
3. The solution to operating the MAN B&W S46 ME-
B8.5 engines in small load mode
3.1. Solution for problems on the high-pressure pump
According to reports from some ships, the problem occurs
on the high-pressure pump of one or more cylinders, the
plunger of the pump is unable to move, so there is no
supply of fuel into the cylinder.
a. Statistics source
The incident occurred on MT. Paloris taker, equipped with
the main machine 6G50ME-B9.3 T II, built at HHI-
Vinashin shipyard in 2014 when the ship anchored in
Singapore. Besides, there were reports of incidents on the
ME-C line on the ship managed by Vinic Company when
the ship was on a voyage.
~ 111 ~
other fire conditions (low pressure, low end-end
temperature, lower clean air volume) leads to rapid fouling
on the nozzles.
assessment, these dark spots are not harmful but will make
many people misunderstand about the special status of
liners.
The piston crown and the top part of the piston ring
upwards stick deposits and soots faster when the engine
operates at low load for a long time. This soot can break
and insert out through the gaps of the piston rings when the
engine is operating or in a stop state to wear the rings,
reducing the sealing performance of the cylinder, reducing
the pressure at the end of the compression stroke. Further, it
can lead to blow molding due to the leak-down gas, and
heavier can lead to fire scanveging space.
b. Phenomena
When the main engine starts to leave the anchor area in
Singapore, the engine cannot start. Predict why the fuel is
not supplied to the engine for some reason.
c. Instant handling
- Check the suction valve of the high-pressure pump; all suction
valves are in good condition, not stuck.
- Suspecting that the pump's plunger is stuck, check that 4 out of 6
high-pressure pumps (pumps No. 1,2 and 5,6) are stuck with the
plunger. All jammed plungers are removed with the cover on the
high-pressure pump, and it is difficult to remove the plunger from
the upper cover of the pump due to jamming.
After removing, cleaning, replacing the necessary parts, the
engine starts and operates back regular.
World Wide Journal of Multidisciplinary Research and Development
d. Causes
Through checking the surface of plunger and cylinder
surface on high-pressure pump cap, no scratches,
roughness, mechanical edges are detected. Signs of scale on
Fig. 7: Plunger status is stuck and new
Apart from being able to cause plunger jam, some other
causes can lead to loss of fuel supply as above:
- The suction valve on the high-pressure pump body is
jammed, fuel is not supplied into the pump.
- Fuel pressure is so low that it is not enough to push the
plunger back to its dead, dead spot or cannot move the
plunger.
e. The essence
On the ME-B / C engine, the stroke of the high-pressure
pump is proportional to the engine load (the amount of fuel
supplied to the cylinder), so the plunger does not always
move to the top dead point (like the engine MC). If the
engine operates for a long time in low load mode, the
plunger does not work on the entire journey. If leakage
occurs as a problem on the fuel, deposits on the surface will
cause plunger stuck on the loading of the engine increases
(journey of the plunger rise through deposits).
f. Corrective and preventive
- Maintain fuel pressure according to manufacturer's
instructions (~ 10 bar)
- When operating at low load, the daily load should
increase the load more than the prescribed time, increase
the load slowly and up to 75-85% load.
- Maintenance and replacement of sealing seals according
to the plan are shown in the instruction manual.
- Check fuel quality to ensure components are harmful to
plunger's working surface.
- Fuel pressure monitoring if detecting any fluctuation,
attention should be paid to leakage, especially when
running at high load and when operating with LS MGO.
3.2. Solution for the exhaust valve
Incomplete statistics show that the incident occurred at
least on 4 34000 DWT series ships of different ship
owners, based in China and Japan. The engine is made in
DMC (China), HITACHI (Japan) have in common is the
same version of the engine used MAN B&W 6S ME-B8.5
a. Phenomena
~ 112 ~
the plunger body on the lower and top part of the hydraulic
piston show that the fuel leaks down, grips and traps.
Leakage position can be from sealing gaskets or from the
plunger work surface itself.
When the main machine runs in small load in the cruise
mode, in the time of increasing the load for the engine to
the value of normal mining at least 1 hour of operation to
wash the turbine. Blowing black boiler, at the loading stage
increased up to 60-80%, suddenly the engine speed
fluctuated strongly, load indicator surged, indicating the
level of fuel supply increased even to 100%.
Distance A: The movement of exhaust valve (from the
closed position to fully open)
Distance B (A = B): Regarding meaning B is similar to A
but because the indicator bar rests on the high end of the
winding cylinder.
Distance C: The distance from the position completely
closed to the position where the indicator bar is limited due
to the slot.
About a few seconds or later, a powerful impact is heard on
the engine discharge side, after which the engine speed
returns to normal, but the phenomenon can be repeated
continuously, or the motor speed is ceaseless.
In typical load mode (65-80%) when the sea voyage does
not occur.
b. Instant handling
When the speed of change is detected, immediately ask for
the cockpit's opinion to reduce the engine speed. When
permitted, reduce the speed to the value at which the speed
is no longer fluctuating, the speed decreases in many cases,
it is possible to move to the HALF speed. Maintain this
speed for 5-10 minutes then increase the speed of the
engine again, if the problem repeats, it must slow down and
maintain at a lower speed for longer.
c. Explain the phenomenon
For some reason, a discharge valve does not close all on the
closed journey, resulting in that cylinder does not burn,
does not give birth. Only five cylinders are left, causing the
engine speed to fluctuate strongly, the amount of fuel
supplied to the cylinder increases to ensure maintaining the
set speed.
The deafening impact in the inner cylinder is caused by a collision
between the seat face and the valve seat due to the impact of a
tremendous force when closed again.
World Wide Journal of Multidisciplinary Research and Development
d. Harm
Overload for the remaining cylinders; Power imbalance
between cylinders; Imbalance in torque on the shaft; Risk
of fire and explosion on exhaust manifolds and
turbochargers. When there is no other adjustment, the fuel
is still supplied to the cylinder which has trouble but does
not burn, goes to the exhaust manifold, if this amount of
fuel accumulates or the content is large enough, it can
cause fire and explosion causing try more serious. Safety
loss in the case of a ship or a moving area is restricted.
e. Causes
Until now, manufacturers have not identified the cause of
the phenomenon. The manufacturer makes some
assumptions:
Due to air mixed in the hydraulic system controls
Because carbon dioxide enters the gap between the stem
and guide pipe, it is jammed.
Other assumptions according to the operator's assessment:
The main reason is that the closing force of the "gas spring"
Fig. 8: Space when changing the guide pipe according to the new design
g. Proposed measures
Discharge of air thoroughly at lubricating oil locations,
self-discharge filter, fine filter before hydraulic pump
intake.
Enhance the hydraulic oil leakage test in pipelines from
HCU to MEV piston.
Periodically check the pressure of the energy tank in the
stop engine state, if necessary. For accurate results, it is
necessary to fully discharge the remaining hydraulic oil
pressure in the system and have the temperature adjusted.
Strengthen the leakage test of the spring wind in the air
cylinder, the check valve on the supply (check in the engine
stop state), recommend every 3 months. Abrasion on the
cuff on the air cylinder or may result in the possibility of
spring gas leakage, resulting in a change in the time of
opening or opening of the cylinder, or a non-flammable
~ 113 ~
acting on the piston (from the bottom to the top) is not
enough to win a specific resistance from the top down.
Low pressure "gas spring" pressure or leakage;
The check valve on the "gas spring" line is stuck or the
circulation section is restricted, leading to the air pressure
of the "spring" is not enough to close up;
Errors of ELFI control valves lead to the constant use of
high-pressure oil acting on the ME-V piston, making the
exhaust valve not fully closed.
The cylinder is in the piston at the top of the valve.
Reciprocating piston in pumped oil due to the hybrid
camshaft (exhaust valve actuator).
f. Measures from manufacturer
• Replace hydraulic hose connectors to increase sealing and
loosening capabilities;
• Replace hydraulic hoses with larger diameters;
• Replace the conduit guide pipe to increase heat transfer
capability. The essential feature of the new design is the
shorter guide pipe, the larger inner diameter.
cylinder due to incomplete closure, causing fungal damage,
rolling valve because the valve does not close.
Enhance leakage test in "gas spring," the check valve on
the exhaust valve (check-in engine stop state), recommend
every 3 months. Abrasion on the seal on "air cylinder" or
may lead to leakage of "gas springs," resulting in the time
of closing, opening the valve is changed, or the cylinder
does not burn due to the incomplete valve, causing fungal
damage, rolling valve due to the valve does not close.
The process of checking the tightness of the "air cylinder"
on the valve in the engine stop state (no need to remove the
cylinder) as follows:
- Check that the "gas spring" is being supplied to the
exhaust valve at the specified pressure value. If not need to
adjust again. This value is included in the manufacturer's
manual.
World Wide Journal of Multidisciplinary Research and Development
- Stop pumping engine lubricant (oil level to valve)
- Set the indicator bar of valves in the free position, mark
this position.
- Close the air supply valve for the "gas spring" to the
valve, exhaust the pipe. Calculate the time from the exhaust
on the pipeline until the indicator bar of the valve starts to
go down, meaning that the discharge starts to open.
- If the measuring time is greater than 15 minutes, the
sealing capacity of the "air cylinder" and the check valve is
still functional.
- If this time is less than 15 minutes, the valve should be
cured as soon as possible, replacing damaged parts (such as
shoots of cylinders, one-way valves, valve seals or safety
valves).
Check the surface state of the tip, the working part with the
maintenance guide pipe to see the level of fouling, soot,
fire, and wear (if any).
Check the condition of the seal and throttle holes on the top
of the valve during maintenance.
Monitor the impact of MEV-piston on the display screen
and the position of the ELFI control valve.
The valve replacement process should take into account the
“air spring” level before running the lubricant pump.
Otherwise, the value of the closed and open corners of the
valve may be changed.
4. Conclusion
It should be determined that the marine engine operation at
a low load operation (especially 40% or less) is not
conducive to the operation of the engine and related
equipment. However, manufacturers accept and allow the
engine to operate continuously at such a low load
condition. The mode operates at a low load of marine
engines that drive the propeller is used quite recently in
various reasons. The S46 ME-B8.5 engine concept consists
of a hydraulic-mechanical system for activation of the fuel
injection. The fuel pressure booster consists of a simple
plunger powered by a hydraulic piston activated by oil
pressure. An electronically controlled proportional valve
controls the oil pressure. The exhaust valve is activated by
a light camshaft, driven by a chain drive placed in the aft
end of the engine. However, at low load operation, the
MAN B&W S46ME-B8.5 engines have generated several
incidents that greatly affect the operation of the ship
including a malfunction on the exhaust valve and troubles
of jamming plungers of the high-pressure pump during
engine acceleration and start-up. Therefore, it is essential to
learn and identify structural and operational characteristics
of the S46 ME-B8.5 engines. Moreover, it is necessary to
analyze the effects on the process of low-load operation as
sailing. The paper focuses on studying the operating
characteristics of engines in low load mode, assessing the
effects of this mode on engines and related machines.
Besides, this study also developed the operation process for
S46ME-B8.5 engines. In this paper, the authors propose
solutions to effectively operate the S46 ME-B8.5 engines in
low load mode when traveling on the sea.
References
1. D. Woodyard and D. Woodyard, “Chapter Thirteen –
Burmeister & Wain Low-Speed Engines,” in
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