ME-C Standard Operation

Standard operation
PrimeServ Academy Rio de Janeiro

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Public | Academy Rio de Janeiro – ME-C control system standard operation – ©2020 March 12, 2020 2
Objetivos de aprendizagem
Ao completar este curso, o participante…

 será capaz de aplicar corretamente os
procedimentos de operação dos motores ME-C.
 poderá resolver problemas operacionais por meio de
ferramentas eficientes de análise de falhas.
 será capaz de interpretar os diversos sistemas do
motor.
 poderá identificar os componentes do motor ME-C.
Course contents timetable RIO
1st day 2nd day 3rd day 4th day 5th day
Welcome and safety briefing Fuel oil pressure booster

9:00 a.m. – 10:00 a.m. MOP and operation Hydraulic Power Supply (HPS) Hydraulic Cylinder Unit (HCU)
ME introduction Exhaust valve
10:00 a.m. – 10:20 a.m. Coffee break Coffee break Coffee break Coffee break Coffee break
10:20 a.m. – 12:00 a.m. ME-C control system Continued Continued Continued EMS, PMI and CoCoS-EDS
12:00 a.m. – 1:00 p.m. Lunch Lunch Lunch Lunch Lunch
Practical exercises
Practical exercises Practical exercises
1:00 p.m. – 2:00 p.m. Continued ME-C sim 1.0 Evaluation and Good-bye
ME-C sim 1.0 ME-C sim 1.0
Operation
2:00 p.m. – 2:20 p.m. Coffee break Coffee break Coffee break Coffee break Coffee break
Practical exercises
Practical exercises Practical exercises
2:20 p.m. – 4:00 p.m. MOP and operation MAN multi sim 2.0
MAN multi sim 2.0 MAN multi sim 2.0
Disclaimer
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.
Intellectual property rights
The intellectual property rights of this work are owned and managed by MAN Energy Solutions and are protected
both nationally and internationally according to related laws such as copyright law.
This content is for personal learning and non-commercial use only.
You may not modify or reproduce it except for your personal use.
This content is for training purposes only.
This work is the proprietary intellectual property of MAN Energy Solutions.
MAN Energy Solutions owns all rights to this work and the lecture, and this work is only offered by the instructor
or via the MAN eAcademy through the MAN Energy Solutions.
Any use of this work at will, without the consent of MAN Energy Solutions, may cause legal problems.
This work is provided for the convenience of course participant, and it does not give intellectual property
rights to user.
Public | Academy Copenhagen – ME-C control system standard operation – ©2020 March 12, 2020 6
Source information
Release history
Course topic change Changed by Change date Approved by Approval date

Course rebadged and updated Kristian Jørgensen January 31, 2020 Dan Porup January 31, 2020
Rebadging with Empower Martina Vucina March 12, 2020 Name Date
Topic 3 Name Date Name Date
Related documents:
 Handout (to be included via hyperlink)
Learning objectives
Ao completar este curso, o participante…

 será capaz de conhecer o conceito do motor ME
ME engine introduction
Engine type designation
(S)ECA, Sulphur limits
S% in fuel: outside ECA 2020: 0,5%; inside of ECA 2015: 0,10%
ECA, NOX limits
Tier III solutions
Para cumprir as exigências das regulações Tier III, os navios devem ser equipados com equipamentos/sistemas
que possam reduzir ativamente a quantidade de NOx nas emissões.
Tais equipamentos podem ser:
Selective Catalytic Reduction (SCR)
Exhaust Gas Recirculation (EGR)
Water in fuel
MAN - ES technologies
Tier III compliance for MAN two – stroke engines
EGR SCR SCR

On engine High pressure Low pressure
Development of the ME engine
1991 Start of intelligent engine project

1993 4T50MX equipped with electronic engine control equipment
1997 4T50MX with 2nd generation control equipment
1997/98 Design - Production - Installation of mechanical / hydraulic
components for service test on M / T "Bow Cecil"
1997/98 Design and implementation of governor functionality and service
test onboard ”Shanghai Express”
1998/’00 Design - Production - Test - Installation of engine control
system on M / T ”Bow Cecil”
2000 Start of service test on M / T ”Bow Cecil”
2003 First production engine
From MC - C to ME - C
 Controle eletrônico totalmente integrado

 Baixo consumo de óleo combustível
 Parâmetros superiores de performance
 Pressão apropriada de injeção de combustível
 Melhoria nas caracteristicas de emissões
 Operação com menor incidência de fumaça em qualquer carga
 Menor emissão de NOx
Omitted or redesigned components
 Chain drive  Regulating shaft

 Chain wheel frame  Mechanical lubricator
 Chain box on frame box  Emergency control panel
 Camshaft with cams
 Roller guides for fuel pump
and exhaust valve
 Fuel pumps
 Exhaust valve and housing
 Exhaust actuator
 Starting air distributor
 Governor
New components
Hydraulic Power Supply (HPS) Engine Control System (ECS)

 Automatic backflush filter  MPCs
 Electrical start up pumps Crankshaft position sensing
 Engine driven pumps system (Tacho)
Hydraulic Cylinder Unit (HCU)  Encoder A & B
 Distribution block Local Operation Panel (LOP)
 Double wall pipe (200 bar)
 FIVA / ELFI & ELVA and
accumulator
 FOPB
 Exhaust valve actuator
 ME lubricator
Hydraulic system
Hydraulic Power Supply (HPS)
Hydraulic Cylinder Unit (HCU)
Fuel oil pressure booster

Exhaust valve actuator
Fuel Injection and exhaust Valve Actuation (FIVA)

Accumulator
Distribution block
ME lubricator
MC fuel pump to ME fuel oil pressure booster
High pressure hydraulic oil – inlet
MC exhaust valve arrangement to ME exhaust valve arrangement
Engine Control System (ECS)
ME Tacho system
Disclaimer

rights to user.
Source information
Release history
Course topic change Changed by Change date Approved by Approval date

Updated technical content to new standard Kristian Jørgensen January 29, 2020 Dan Porup February 3, 2020
Update due to new corporate design Martina Vucina March 5, 2020 Kristian Jørgensen March 16, 2020
Related documents:
Metas de aprendizagem
Ao completar este módulo, o participante…

 será capaz de reconhecer os diferentes
componentes do Sistema de Controle (ECS) e suas
funções.
 será capaz de explicar as consequências das falhas
as Sistema de Controle
Public | Academy Copenhagen – ME engine control system – ©2020 March 06, 2020 3
ME engine control system
Agenda
1 Control system
 Multi Purpose Controller
 Control network
 Main operating panel
 Local operating panel
2 Pneumatic maneuvering system
3 Tacho system
MPC and control network
As controladoras (MPC) são fisicamente idênticas.

Elas possuem diferentes configurações de softwares.
Duas redes de controles redundantes estão
interconectando todas as MPCs e os dois MOPs.
Um programa de backup e o programa de instalação
dos softwares das MPCs, são armazenados em ambos
os MOPs.
Na substituição da controladora, a nova controladora é
automaticamente configurada com o software correto
via as redes de controle.
Painel de operação do passadiço e a estação de
controle da praça de máquinas estão conectados em
ambas EICUs (A & B).
O Painel de operação local está conectado em ambas
ECUs (A & B).
Multi Purpose Controller (MPC)
For all MPC’s;

2 disjuntores separados 16A
24 V DC power supply A & B
Suportado por UPS (A & B)
Service channel is only used by MAN-ES service personnel.
MPC LED information code
Sinais de LED podem ser emitidos tanto constantes ou flashing
A MPC envia um mensagem condificada através de LED que

consiste de 2 digitos.
1. Digito informado por um flash vermelho num plano laranja.
2. Digito informado por um flash verde num plano laranja.
Esses 2 dígitos são separados por um pulso de 1 segundo.
Multi Purpose Controller (MPC)
Battery for internal clock
LED indicator
programming
DIP switches for internal
DIP switches for

programming ID-key
Reset push Sand filled fuses

button
Power plug
MPC-10 for CCU’s
Power plug Network cables
F1 fuse ID-Key
LED indicator
DIP switches for

programming ID-Key
I/O channels for DIP switches for internal

CCU functions programming & Reset button
Standard MPC compared to an MPC-10
MPC-10
Size: 310 x 135 x 98 mm Weight: 2.5 kg
Cabinet: 380 x 300 x 210 mm
20 external connectors
Sheltered electronics
MPC
Size: 370 x 280 x 87 mm
Weight: 4.2 kg
Cabinet: 500 x 400 x 210 mm
55 external connectors
Not sheltered electronics
MPC-10 cabinets
Como a MPC-10 tem os componentes eletrônicos

protegidos, elas podem ser colocadas num único
gabinete sem um risco de uma MPC-10 perturbar
outras MPC-10.
O Gabinete tem proteção fator IP66.
Observe que esta solução é apenas aplicada para
MPC-10
Redes de controle
 Net A  Net B
Engine Interface Control Unit (EICU)
Maneuver-handle
Engine Interface Control Unit (EICU) – Speed set point
 RPM pré-definida para a partida

 Stop
 minimum set point
 maximum set point
 Somente para plantas com CPP – rotação fixa
quando ‘Bridge command take’ estiver ativo
 Shut down = Stop
 Set point de rotação reduzida para uma pré-definida
de “slow down”
 Set point de RPM configurado para uma faixa de
funcionamento do gerador de eixo
 Rampa de aceleração up/down 3 RPM/sec. Não
cancelável
 80% - 100% RPM em 90 min. em large bore engines.
Engine Interface Control Unit (EICU) – Speed set point
 Modifica o set point para operar fora da faixa critica.

 Ajuste fino de velocidade ativo
 Programa running up/down ativo (opcional)
 Chief pode configurar a rotação max
 T/C cut out ativado para operação em baixa carga,
rotação do motor é limitada (opcional)
 Waste Heat Recovery. A rotação do motor é maior do
que a nominal para manter o gerador de eixo
conectado (opcional)
 Engine running on dual fuel (optional)
 Quick Passing Through. Auxilio na passagem da
faixa critica com mais velocidade.
Engine Control Unit (ECU) – Start block & checklist
Main State:
 Estado principal do motor FWE / Standby / At Sea
 Alertas/bloqueio referentes ao estado do motor
Start Conditions:
 Check list das condições que deverão estar em
ordem para corresponder ao estado do motor
 Lista para Finished With Engine (FWE) e outra lista
para Standby
Engine Control Unit (ECU) – Governor & index limiter
 index pre-definido para a partida

 Max fuel ajustado pelo C/E, individualmente ou para
todos os cilindros
 Uma determinada Pscav permite um determinado
index
 Uma determinada RPM permite um determinado
index
 Uma determinada hydraulic pressure permite um
determinado index
 Um determinado index em relação ao running mode
escolhido
 Um index permitido em relação ao limitador do chefe
(Chief limiter, Max load setting, Tier II – Tier III
condition, Condition based WHR, EGB, T/C cutout
etc.)
Engine Control Unit (ECU) – Governor & index limiter
 Um index permitido no caso de alguma válvula de

descarga ficar permanentemente fechada
 Limita o index se a pressão de combustível for baixa.
 Garante uma certa relação ar/combustível limitando
o index
Auxiliary Control Unit (ACU) – Blower control
Os sopradores são ligados um a um, para prevenir

sobrecarga elétrica
No modo AUTO:
Os sopradores são ligados ao comandar ’Prepare
Start’.
Durante funcionamento do motor, os sopradores são
controlados pela pressão de ar de lavagem: parada
com 0.7 bar (existe um atraso), partida com 0.4 bar.
Quando o motor é parado, os sopradores continuam
funcionando por 15 minutos.
No modo MANUAL :
Os sopradores são controlados pelo Operador através
do MOP.
Auxiliary Control Unit (ACU) – Pump control
As bombas hidráulicas de acionamento elétrico, Sao

ECU A
ECU A
controladas pelas ACU 1 & 2.
As bombas hidráulicas de acionamento mecânico 1, 2
& 3 são controladas pelas ACU 1, 2 & 3
(respectivamente), O controle é modulado, baseado no
setpoint e na pressão hidráulica.
Nos motores com masis de 3 bombas de acionamento
mecânico, as bombas hidráulicas 4 & 5 são do mesmo
tipo das 1, 2 & 3 mas são controladas digitalmente
pela ECU A & B, máximo à vante ou máximo à ré.
Cylinder Control Unit (CCU)
FIVA : Fuel Injection, Valve Actuation

 Válvula proporcional para injeção de combustível.
 On / Off para operação da válvula de descarga
Controle do movimento da FIVA
Monitoramento feedback da FIVA
Controle da válvula de ar de partida (SAV)
Controle do ME lubricator
Monitoramento feedbacks do lubrificador
Monitoramento feedback fuel oil pressure booster
Monitoramento feedback da válvula de descarga
1 CCU por cilindro
Cooling Water Control Unit (CWCU) – Temperature Load Dependent Cylinder Liner (LDCL)
Scavenge air Control Unit (SCU) – VTA, WHR, EGB
Main Operating Panel (MOP)
PC Integrado MOP A:
 Touch screen
 Track ball
 Operação diária do motor
MOP B:
 Touch screen
 Teclado / Mouse
 Operação diária & trouble shooting do motor
Marine approved PC’s with embedded Windows software.

EC - MOP
Main Operating Panel (MOP)
Safety/Alarm
system
MOP A – MOP B PMI / CoCoS-
EDS or EMS
Local Operating Panel (LOP)
MAN - ES supplied Nabtesco supplied
Agenda
1 Control system
 Multi Purpose Controller (MPC)
 Control network
3 Tacho system
Starting and control air systems – MC to ME
Starting and control air systems – Start- and pilot air valve
Connection to CCU Pilot air valve
Starting air valve
Starting and control air systems – Slowturning
Public | Academy Copenhagen – ME engine control system – ©2019 January 06, 2020 30
Starting and control air systems – Start/Air run
Public | Academy Copenhagen – ME engine control system – ©2019 January 06, 2020 31
Agenda
1 Control system
 Multi Purpose Controller
 Control network
3 Tacho system
Tacho system - Schematic
Existem 2 encoders reduntantes no tacho system:

 Encoder A
 Encoder B
Reference sensor no volante
ECU A
 Tacho signal para monitoramento
 Power supply to TSA-A
ECU B
 Tacho signal para monitoramento
 Power supply to TSA-B
CCU’s
 Tacho signal para operação
Tacho system
Tacho system
Tacho system – Angle encoders
4001-A 4001-B
All ECU’s
4002-A 4002-B
TSA-A 4003-A + 4003-B TSA-B
4004-A All CCU’s 4004-B
90 deg
ATDC
Cyl. 1
0 deg 45 deg
TDC 1 ATDC
MMA = Marker Master A
MSA = Marker Slave A
Q1A = Quadrature 1A
Q2A = Quadrature 2A
MMB = Marker Master B

MSB = Marker Slave B
Q1B = Quadrature 1B
Q2B = Quadrature 2B
Tacho system – Angle encoders
TDC 1 System A (powered from ECU A)

0 deg MMA = Marker Master A
MSA = Marker Slave A
Q1A = Quadrature 1A
45 deg Q2A = Quadrature 2A
System B (powered from ECU B)
MMB = Marker Master B
MSB = Marker Slave B
Q1B = Quadrature 1B
90 deg Q2B = Quadrature 2B
Reference Sensor
After initial power ON of ECS:
2-3 revolution by turning gear,
135 deg before start the engine if not try to
start Astern!
Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359

MMA True True True True False False False False
MMB False True True True True False False False
MSA False False True True True True False False
MSB False False False True True True True False
Tacho system – reference sensor
Tacho system – amplifier boxes
Tacho system – Function test
Tacho system – Angle encoders channels
Tacho system – Trigger ring and sensors (option)
2 sistemas de sensores redundantes Como no encoder, os sensores Marker O trigger ring é compost por 8
que cada sistema mede a rotação do / Slave são ativados por um anel semi- segmentos.
motor e a posição do crankshaft para o circular.
sincronismo e o controle das funções.
Disclaimer

rights to user.
PrimeServ Academy Copenhagen
Source information
Release history
Module topic change Changed by Change date Approved by Approval date

Update content and design Kristian Jørgensen December 17, 2019 Dan Porup January 06, 2020
Rebadged with Empower Martina Vucina March 6, 2020 Kristian March 19, 2020
Jørgensen
Related documents:
Public | Academy Rio de Janeiro – ME MOP and LOP operation – ©2020 March 12, 2020 2
Metas de aprendizagem
Ao completar este módulo, o participante …

- Será capaz de identificar como operar o MOP e o
painel local
Engine: operation
Access level
Engine: status – start blocked
Engine: status
Engine: process information
Speed control
Engine: process information
Running mode
Engine: fuel quality
Engine: fuel quality new version
Engine: cylinder load
Engine: cylinder pressure
Engine: process adjustment
Auto tuning
Opcional, somente
aplicado com PMI Auto
tuning
Engine: chief limiters
“Chief Max Speed”

age como um
modificador de RPM
“Reset” similar ao resetar

a CCU, ou, invalid / valid
ch 30 & ch 31 na CCU
Auxiliaries: hydraulic system
Auxiliaries: scavenge air
Auxiliaries: cylinder lubricators
Maintenance: system view, I / O test
ECU-A
ECU-A, Channel-32
ECU-A, Channel-35, invalidated
Maintenance:
Invalidated inputs
Maintenance:
Network status
Maintenance:
Network status
Maintenance:
Network status
Maintenance:
Function test HCU
Maintenance:
Function test HCU
Maintenance:
Function test tacho
Maintenance:
Function test tacho
Maintenance:
Function test HPS
Maintenance:
Troubleshooting HCU
Maintenance:
Troubleshooting HPS
Maintenance:
Troubleshooting HCU events
Maintenance:
Troubleshooting HPS events
Maintenance:
Troubleshooting HPS events
Admin:
Version
Admin:
Set time
Alarms:
Alarm list
Alarms:
Alarm list
Alarms:
Event log
Alarms:
Event log - filter
Alarms:
Manual cut - out list
Alarms:
Channel list
Disclaimer

rights to user.
Source information
Release history

Update content and design Kristian Jørgensen January 24, 2020 Dan Porup January 24, 2020
Rebadging with Empower Martina Vucina March 6, 2020 Kristian Jørgensen March 16, 2020
Related documents:
Public | Academy Copenhagen – ME MOP and LOP operation – ©2020 March 6, 2020 48
(HPS)

Public | Academy Rio de Janeiro – Hydraulic Power Supply (HPS) – ©2020 March 12, 2020 2
Ao completar este modulo, o participante…

 Será capaz de reconhecer o Sistema de hydraulic
power supply
 Será capaz de identificar os diversos components do
sistema
 Será capaz de realizar uma análise de falhas e
intervir preventivamente
Agenda
1 System
2 Filter unit
3 Startup pumps
4 Engine driven pumps
5 Valve block
6 Electric driven pumps
System – Lubricating and cooling oil system
System – Integrated hydraulic system (standard)
Contaminação do hydraulic oil não deverá exceder:
 ISO 4406: 16 / 13
 NAS Code: 7 or 8
System – Separate hydraulic system (option)
System - Engine driven hydraulic pumps; Configurações
A Ré com acionamento por A Ré com acionamento por Entre os cilindros 6 e 7 para

corrente (bore size > 50) corrente (bore size ≤ 50) motores com bore size de 90 ou
98 e com mais de 9 cilindros
Agenda
1 System
2 Filter unit
3 Startup pumps
5 Valve block
Filter unit
Automatic backflush filter

Hydraulic Power Supply (HPS) e
startup pumps
Filter unit – Boll & Kirch ver. 6.64
Filter unit - Cartridges
6 µm filter cartridge:
09 / 06 = production month / year
1341146 = filter cartridge ID
Sintered filter material
Filter unit – Layout and principle
Filter unit – Back flush line to sump tank
Agenda
1 System
2 Filter unit
3 Startup pumps
5 Valve block
Startup pumps – Pump designs
Startup pumps – Layout
Inlet
Electric motor
Pressure relief
valve set point
175 / 225 bar
Pump
Outlet
Valve
Pump drain
Startup pumps – Control
Automatic mode
 Master pump running at engine standby (both pumps

are running during pressure build up)
 Stopped at finish with engine
 Stopped via timer at a specified engine RPM (default
15% MCR)
Agenda
1 System
2 Filter unit
3 Startup pumps
5 Valve block
Engine driven pumps – Axial piston pumps
Axial Piston Pump – A4VSO xxx

HS3xxx… (Bosch - Rexroth)
Engine driven pumps – Pilot valves either Parker or MOOG
Engine driven pumps – Swash plate principle
Ahead Astern
Engine driven pumps – Sizes
Pump sizes
125 cm3/rev - three pumps

180 cm3 /rev - three pumps
500 cm3 /rev - three to five pumps
(750 cm3 /rev - three to five pumps)
Engine driven pumps – Gear box
Hydraulic pump
Step up gear
Chain wheel for

4” duplex chain
Engine driven pumps – Gear box
Engine driven pumps – Safety shaft principle
Gear end
Pump end
High friction - disc
Engine driven pumps – Complete HPS 12K98ME Mark 4
HPS high pressure hoses five years date

of manufactory!
Engine driven pumps – 200 / 300 bars system
210 Bar → 300 Bar

Working pressure increased from 210 bar to 300 bar resulting in:
HPS:
Necessary pump size reduced from 355 cc. to 250 cc.
Only three pumps needed
Same pipe and hose dimensions
Engine driven pumps – 200 / 300 bars system
Public | Academy Copenhagen – Hydraulic Power Supply (HPS) – ©2020 March 12, 2020 29
Engine driven pumps – Pressure sensors
Engine driven pumps – Leak detection
Hydraulic power supply
Drain pipe
Sensors “vibrating fork” type

LS 1235 = Alarm
LS 1236 = Cancelable shut down
Engine driven pumps – Summary
In case of control failure of a pump, the swash plate will be forced to +100% AHEAD direction cause of default
position of pilot valve.
Pump No. 1 is controlled by ACU 1, pump 2 by ACU 2 and pump 3 by ACU 3.
Pump Nos. 1, 2, and 3 have their own sensor for system pressure, connected to their controlling ACU.
All pumps have sensors for suction pressure.
If the pressure is too low, or all sensors are failing, a SHUTDOWN will be activated.
High pressure shutdown: 145 bar / 175 bar Alarm:
0,7 bar low oil pressure
0,5 bar shut down
Deviation alarm:
Sensor value deviates more
than one bar from the other.
Agenda
1 System
2 Filter unit
3 Startup pumps
5 Valve block
Valve block – Standard HPS
High pressure
sensors
Control oil for pumps
Safety & shutdown valves

Valve block 310 and 311
Opening pressure:
310: 230 / 310 bar or by
ACU1 & 3 (shutdown)
311: 250 / 315 bar
Valve block – HPS between cylinder 6 and 7
Valve blocks
One valve 311 each
Accumulator block
One valve 310
Agenda
1 System
2 Filter unit
3 Startup pumps
5 Valve block
Electric driven pumps
Overhaul and maintenance
Disassembly for main

components
Electrical driven pumps - Operation
 As an example, if there are four electric driven pumps installed on the engine.
 Two pumps are running at stand - by.
 When engine load increased, next pumps are started automatically with time delay of approximately 2.5 sec. at
above 90% of each electric driven pump and share the total swash plate %.
Example: Two pumps running 90% 90% Stop Stop
Three pumps running
60% 60% 60% Stop
 One pump is stopped automatically with time delay of approx. 15 sec. at below 50% of each elec. driven pump.
Example: Four pumps running 50% 50% 50% 85%
 No. 4 pump is fixed
displacement pump
Three pumps running 81% 81% 81% Stop  Max. 85% due to mech. stopper
 Start / stop percentage can be changed without notice.
Disclaimer

rights to user.
Source information
Release history

Content corrected and rebadged Kristian Jørgensen January 14, 2020 Dan Porup January 14, 2020
Related documents:
(HCU)

Public | Academy Rio de Janeiro – Hydraulic Cylinder Unit (HCU) – ©2020 March 12, 2020 2

 Será capaz de reconhecer o principio de
funcionamento do hydraulic cylinder unit
 Será capaz de identificar os componentes do sistema
 Será capaz de aplicar a correta lubrificação de
cilindro baseado na ultima carta de serviço
Agenda
1 High pressure pipes

2 Distribution block
3 Components:
 FIVA
 Accumulators
 Lubricator
4 Lubrication (SL2019 - 671)
High pressure pipes – 200 or 300 bars system
Double wall pipe,

200 bar system
Single pipe in casing

300 bar system
High pressure pipes – 200 or 300 bars system
High pressure pipes – 200 bars pipe
Outer pipe
Sealing rings Inner pipe Sealing rings
Screws
Slide bearings
Flange
High pressure pipes – Leak detection 200 bars system
1. CLOSE the valve 430 at the last, but one Hydraulic

Cylinder Unit (HCU).
2. OPEN the valve 431 at the last HCU to decrease
the pressure in the space between the inner and
outer pipe.
3. CLOSE the valve 431 at the last HCU again.
4. Check the pressure increase in the space between
at position 435, at the last HCU.
5. If the pressure increases to system pressure level,
the leakage has been found.
6. When the leakage has been eliminated, bring all the
valves to their normal position.
Agenda
1 High pressure pipes

2 Distribution block
3 Components:
 FIVA
 Accumulators
 Lubricator
4 Lubrication (SL2019 - 671)
Distribution block
Front side Back side
Distribution block
Fuel oil Exhaust valve

pressure booster actuator
Overflow pipe
(de - air rating)
Accumulator
Distribution
block
ME lubricator
FIVA valve
Ball valve
Distribution block – 200 bars system diagram
Distribution block – 300 bars system diagram
Distribution block – 200 bars system valves
Distribution block – 300 bars system valves
Distribution block – Preparation for maintenance
CAUTION!
HCU OVERHAULING
0. CHECK GAUGE WORKS!
1. CLOSE VALVE NO.: 420, 531
2. CHECK PRESSURE AT MEASURING POINT 455.
3. CHECK PRESSURE AT MEASURING POINT 455.
WARNING - NEVER ‘OPEN’ VALVE WHEN SYSTEM
PRESSURE IS ‘ON’
Valve No.
CAUTION!
HCU OVERHAULING
0. CHECK GAUGE WORKS!
1. CLOSE VALVE NO.: 420, 531
2. CHECK PRESSURE AT MEASURING POINT
455.
3. CHECK PRESSURE AT MEASURING POINT
455
Agenda
1. High pressure pipes

2. Distribution block
3. Components:
1. FIVA
2. Accumulators
3. Lubricator
4. Lubrication (SL2019 - 671)
Fuel Injection Valve Actuation (FIVA)
MAN FIVA Bosch Rexroth Nab Tesco
FIVA – MAN - ES FIVA
FIVA - Operation
Exhaust valve operation Center position Fuel injection
FIVA – Bosch Rexroth
FIVA – Feedback signals
The FIVA is immediately set to exhaust valve open

position: (Safe position) if:
1
 The FIVA valve feed back signal is not valid, i.e.
outside 4-20 mA
 The FIVA valve feed back signal indicates a too
high (not physical possible) speed
 The FIVA valve feed back signal indicates a
position not allowed outside a window around TDC
2
 The fuel booster position feed back signal indicates
that the fuel booster is moving during the
compression stroke.
Reset by resetting CCU in question, or invalid /
valid these 2 inputs Ch. 30 & 31
FIVA – Safe position identified
FIVA – HCU events
FIVA – ELFI & ELVA
FIVA – Pilot valves
Parker MOOG Nab Tesco
Agenda

3. Components:
1. FIVA
2. Accumulators
3. Lubricator
Accumulators
Accumulators – Nitrogen check, SL2019 - 673
The accumulator charge pressure For the 300 bar HPS accumulator
should be checked within the first charging pressures are:
week of service. Next check should
be made minimum every month.
A minor leakage from the
accumulators is unavoidable and
service experience shows that a
pressure drop in the range of
2 - 5 bar / month is to be expected.
The charge pressure is dependent
on working servo oil pressure as
well as the accumulator
temperature.
Agenda

3. Components:
1. FIVA
2. Accumulators
3. Lubricator
Lubricator - Diagram
High BN High BN
Lubricator - Components
Distribution block
Level sensor
ME lubricator
Pilot valve Piston movement feedback
Lubricator – Injection nozzles
Lubricator – Liner Groves
Lubricator – ME lubricator design
Lubricator – Cylinder lubrication screen
Lubricator – Wear rate / Oil dosage
Lubricator - Backup
In case of CCU failure where the CCU cannot be

changed immediately, the cylinder lubrication can be
achieved by a temporary cable from one of the ECU
units, plug 52, to the solenoid valve on the lubricator on
the unit in question.
The lubrication will be with random timing:
Lubricator - Backup
Cylinder lubrication
backup cable
Lubricator - Backup
Agenda

3. Components:
1. FIVA
2. Accumulators
3. Lubricator
Lubrication – SL2019 - 671
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Content checked and rebadged Kristian Jørgensen January 17, 2020 Dan Porup January 17, 2020
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Public | Academy Copenhagen – Hydraulic Cylinder Unit (HCU) – ©2020 March 9, 2020 46
Public | Academy Rio de Janeiro – Fuel oil pressure booster – ©2020 March 12, 2020 2

 Será capaz de reconhecer o fuel oil pressure booster
e identificar seus componentes.
 Será capaz de entender o principio de funcionamento
do fuel oil pressure booster.
MC fuel pump to ME fuel oil pressure booster
Principle
Cross section
Inductive sensor
Suction valve
Throttle valve
Suction valve
Disclaimer

rights to user.
Source information
Release history

Checked content and rebadged Kristian Jørgensen January 24, 2020 Dan Porup January 24, 2020
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Public | Academy Copenhagen – Fuel oil pressure booster – ©2020 March 9, 2020 11
Public | Academy Rio de Janeiro – ME exhaust valve system – ©2020 March 12, 2020 2

 Será capaz de reconhecer o desenvolvimento do ME
exhaust valve system.
 Será capaz de interpretar a função dos diversos
componentes da válvula de descarga.
ME exhaust valve system
Agenda
1. Exhaust valve actuator

2. Exhaust valve designs
 High force
 1st generation low force
 2nd generation low force
3. Special running conditions
MC to ME
Hydraulic push
rod
Exhaust valve
spindle
Hydraulic
actuator
High pressure
hydraulic oil -
inlet
FIVA
Valve Accumulator
Components
Top cover
Mini mesh
Housing
Actuator
pistons
Actuators
Initial position Step 1 Step 2
Agenda
1 Exhaust valve actuator

2 Exhaust valve designs
 High force
3 Special running conditions
High force exhaust valve
Self - adjusting damper piston

Sealing oil control unit
Hydraulic nut / measuring cone
Inductive proximity sensor Lube oil - outlet

Lube oil - inlet Damper
Air inlet
High force exhaust valve – Sealing oil control unit

Applied to all high force valves
Lubrication of spindle stem
Consumption one liter / day per cylinder
Complex design
Indicator pin for activation
Sealing oil
Damper oil - inlet

Feedback sensor
Drain pipes
Low force exhaust valve
 Cost reduction
 Less force and cavitation in hydraulic pipe and
actuator
 Dura spindle design applied
 Longer Time Between Overhaul (TBO)
 Controlled Oil Level (COL)
 In some cases down sizing of HPS can also be
possible
 Step one stroke and step two diameter reduced in
actuator
1st and 2nd generation
1st Generation Rod lift - rotation 2nd Generation
Studs changed
from mechanical to
hydraulic tightened.
Number of studs
reduced.
Inductive sensor
Pressure transducer
1st and 2nd generation
Reduced diameter on oil cylinder, air cylinder and air

piston (reducing weight)
Added cone on exhaust valve spindle (for direct
measurement of valve stroke)
Added inductive sensor for direct measurement of
valve stroke
Simplifying air spring by increasing air pressure from
three bar to seven bar (removing reduction station)
2nd generation low force
Shorter piston, actuator
Cone on exhaust valve spindle
Inductive sensor for feedback
2nd generation low force
Diameter of air spring reduced, which

means volume and weight reduced.
Air inlet pressure

increased to seven bars
Safety valve
Controlled Oil Level (COL)
Exhaust valve stem lubrication
Oil reservoir above stem

sealing ring
Spring air / non return valve

Safety valve
Sealing ring
Minimum level controlled
by stand pipe
Simplification, replaces the
sealing oil system
DURA spindle
Stainless steel valve
Rolling process
using 10 t load
Inconel 718
Hardening
heat treatment
Inconel 625
DURA spindle – in service
Nimonic spindle & W - seat DURA spindle & W - seat

S60MC, 25.500 running hours S60MC, 34.000 running hours
Seat geometry and development
Agenda
1. Exhaust valve actuator

2. Exhaust valve designs
 High force
3. Special running conditions
Special running conditions, open exhaust valve, Small bore program (50 ME)
Look at chapter 704 – 04

in the operation manual
Check pressure free at “minimess” point 455
Close
Open

540
Connect the mini – mesh hose between top flange on
actuator point 540 and point 425 at the hydraulic block

Open
Close
Special running conditions, open exhaust valve, Large bore program (from 60 and up)

Close
Open
Check pressure free at
“minimess” point 455

Close valve 531 to shut off

oil to damper
Disconnect air supply

to air spring
Drain off air pressure from air

cylinder with a mandrel
Check that the exhaust valve

spindle has moved to open
position on the main operating
panel, ´Maintenance´ -´System
View I / O Test´ -
CCU, Channel 34
Special running conditions, open exhaust valve, Large bore program high force

Remove plug screw and

mount tools to keep exhaust
valve spindle open
Special running conditions, open exhaust valve, Large bore program high force
Open damper oil supply

Valve 531
Reconnect air
supply under
air piston
Special running conditions, open exhaust valve, low force

Remove the plug screw and mount the tool for

emergency opening of exhaust valve.
Open the oil damper oil supply by

opening valve 531 on the hydraulic block.
Reconnect the exhaust valve

air supply.
Top Controlled Exhaust Valve (TCEV) & Fuel Booster Injection Valve (FBIV)
Compared with current design

Differences
 No base plate
 No HCU
 No high – pressure piping
Advantages
 Fewer parts
 Reduced weight: 30%
 Increased efficiency
 Easy access
TCEV & FBIV
Ambition for the new hydraulic ME platform

Flexible
Simplified
Cost – efficient
TCEV
Top Controlled Exhaust Valve – TCEV

 No hydraulic push rod
 No exhaust valve actuator
 Increased hydraulic efficiency
TCEV
FBIV
FBIV – Fuel Booster Injection Valve

 No high – pressure pipes
 Integrated booster
 More dynamic injection
Technical overview
Simple booster
Standard injector
design
TCEV actuator Small control block for valve
integration
FBIV
One piece piston for actuation
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rights to user.
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Content proved and rebadged Kristian Jørgensen December 30, 2019 Dan Porup January 06, 2020
Rebadging with Empower Martina Vucina March 9, 2020 Kristian March 17, 2020
Jørgensen
Related documents:
Engine Management Services

Public | Academy Rio de Janeiro – EMS - Engine Management Services – ©2020 March 12, 2020 2
Learning objectives
Upon completion of this module you …

 will be able to explain the use of the EMS – Engine
Management Services
 will be able to explain the use of the PMI – Pressure
Measurement Instrument
 will be able to explain the use of the CoCoS-EDS –
Computer Controlles Surveillance – Engine
Diagnostics System
EMS – Engine Management Services
Agenda
1 EMS – Engine Management Services

2 PMI – Pressure Measurement Instrument
3 CoCoS-EDS Computer Controlled Surveillance – Engine
Diagnostics System
Description
Engine Management Services – EMS manages

software, data and applications for engine operation
and includes the existing PMI and CoCoS-EDS as
“EMS applications”.
PMI and CoCoS - EDS included in EMS
EMS software:
 PMI Auto - tuning
 CoCoS - EDS ME Basic
 Hardened Windows image (Win8.1 / Win10)
 EMS manager
 User Interface for installation & supervision of
EMS applications & network
 ECS and EMS data & configuration backup
 Data exchange service with third party (AMS)
PMI and CoCoS - EDS included in EMS
EMS hardware:
 Industrial type dedicated EMS MOP PC (replaces
current PMI / CoCoS-EDS PC)
 Network components
 Managed switch
 Firewall / VPN router (same as current)
 PMI hardware (same as current)
Hardware components
EMS MOP PC
 Supplied with pre - configured Windows
 Replaces current PMI / CoCoS-EDS PC
 Industrial type PC, 24V, marine approved
 HQ 500Gb SSD HD
 Intel core i7 processor
 Optimized for high reliability (low power
consumption, no moving parts)
 24” touch screen recommended, separate to PC
 Keyboard + mouse
Hardware components
Network components:
 Managed switch* (replaces current non - managed
switch)
 Firewall / VPN router* (same as current introduced by
DUN.xx.2011)
 Can be ordered at local Phoenix contacts dealer
Display
Display
All – in - one
PMI Auto-tuning CoCoS-EDS EMS user interface

(online cylinder pressure (Trend view and performance- - User interface for on-site
measuring) rapport) configuration and trouble shooting -
Handles (auto) configuration of
CoCoS - EDS
- Integrated DatGat - to retrieve
EMS data and ECS - spaf
Connections
Screen set - up
EMS MOP
Data in EMS hard disk
Liner recorder:
 Al manual dumps
 Two hours average data of 30 days up to 200 lines
Trend:
 Seven days average data of five minutes
 30 years long trend data of 24 hours
ECS software versions
Agenda

3 CoCoS-EDS Computer Controlled Surveillance – Engine
Diagnostics System
PMI - Pressure Measurement Instrument
Technical file - NOx components
PMI - System design
PMI offline
PMI online
PMI - Portable transducer
PMI - System & DAU 10
DAU 10:
Data Acquisition Unit based on FPGA technology
PMI Auto - tuning application:
Support for up to 12 cylinders

Support for ABB & Kistler sensors
Angle and time triggered data sampling
Real time data logging & transfer
On - unit status indication
PMI - Pressure sensors
PMI - Pressure sensors
PMI - ABB sensors
PMI - Kistler sensors
PMI - Displays
PMI - Displays
PMI - Displays
PMI - Displays
PMI - Displays
PMI - Balanced plot, Pi
* Pi tuning:
Offset (high) load
(0,3 / 16.4) x 100% = 1.8 %
PMI - Balanced plot, Pcomp
* Pcomp tuning is done by entering a compression

ratio offset:
Cratio=Pcomp / Pscav
Cratio= 1,1 / 3,52 = 0.31
(Reading from Pscav sensor is corrected to
Absolute value by adding atmospheric pressure,
one bar)
PMI - Balanced plot, Pmax
* Pmax tuning is done by entering an offset directly in

bar
Pmax offset = - 1.6
PMI - Manual adjustments
PMI - Auto tuning
PMI - Auto tuning
Based on estimated
engine load
Measured by PMI
online
Manually adjusted
values
PMI - Auto tuning range
PMI - Thresholds
Agenda

3 CoCoS - EDS Computer Controlled Surveillance –
Engine Diagnostics System
CoCoS - EDS
CoCoS - EDS: Computer Controlled Surveillance – Engine Diagnostics System
Two versions available:

CoCoS - EDS ME Basic: Mandatory for all ME, ME-C and ME-B engines
CoCoS - EDS Full version: Optional for all MAN Diesel 2-stroke engines
Both versions share the same system software that makes monitoring and trouble shooting of the engine.
The main difference is the configuration of the software and the interface towards other systems (e.g. Alarm
Monitoring System AMS etc.)
CoCoS - EDS
CoCoS - EDS - ME basic version
CoCoS - EDS - ME basic version
CoCoS - EDS ME Basic:

 No commissioning needed,
plug ‘n’ play
 Interface to the MAN Diesel
Systems i.e. ECS and PMI
(PMI On-line or Off-line)
 Log and display of data from
the ME ECS and PMI via MOP-
B
 Used for condition monitoring,
Some of data should be
recording, show trends, entered manually. e.g.
reporting and trouble shooting exhaust gas temperature.
of the ME engine
CoCoS - EDS - ME full version
CoCoS - EDS - ME full version
CoCoS - EDS Full version:

includes all features of ME Basic
version and additionally:
 Interface to other system e.g.
AMS to log cylinder exhaust
gas temperatures, BWM for
bearing wear monitoring, LWM
for liner wear monitoring etc.
 Reference measurements
(model curves) for enhanced
trouble shooting performance
analysis and diagnostics
 Requires commissioning by
MAN Energy Solutions service
engineer
CoCoS - EDS - Online service
CoCoS - EDS - Displays: Main window
CoCoS - EDS - Displays: Engine overview
CoCoS - EDS - Line recorder and trends
CoCoS - EDS - Standard report
CoCoS - EDS - Bar charts
CoCoS - EDS - Line recorder, data logging
CoCoS - EDS - Trend
CoCoS - EDS - Reporting, customized report
CoCoS - EDS - Reporting, fuel consumption
CoCoS - EDS - Load diagram
CoCoS - EDS - Access level
CoCoS - EDS - Line recorder database
CoCoS - EDS - Back-up
CoCoS - EDS - Measurements
CoCoS - EDS - Customization of display group
 Standard report can be

customized in the following way:
 Tools
 Customize “Display Groups”
 Chose desired fields using

mouse cursor press ’Select’,
then ’Ready’
 A new standard report number

will appear up in right corner
CoCoS - EDS - Multiple windows
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rights to user.
PrimeServ Academy Copenhagen
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Module rebadged, content added Kristian Jørgensen January 22, 2020 Dan Porup January 22, 2020
Related documents:
Public | Academy Copenhagen – EMS - Engine Management Services – ©2020 March 9, 2020 69
Service Letter SL2014-587/JAP
Action code: WHEN CONVENIENT
Cylinder Lubrication Update

Adjusting the ACC factor in service
Replaces SL2013-571
SL2014-587/JAP
March 2014
Dear Sirs Concerns

All ME/ME-C/ME-B/MC/MC-C and ME-
Recent service experience has called for an update of our guidelines GI engines with electronically controlled
on cylinder lubrication of MAN B&W low speed engines. We have seen lubricators.
a greater challenge for lubrication in certain applications of our newer
engine types. Summary
New cylinder oil lubrication recommen-
From delivery from the yard, the basic cylinder lube oil recommenda- dation. Guiding ACC values for all en-
tion for Mk 8-8.1 engines and newer is therefore to use BN 100 cylinder gines: ACC100 (BN 100). Range 0.20-
oils and maintain a feed rate ACC100 factor of 0.4 g/kWh x S% until the 0.40 g/kWh x S% minimum 0.60 g/kWh.
actual feed rate ACC factor can be evaluated by conducting a feed rate
sweep. Guidelines for mechanical lubrication
are found in SL2000-385 and SL2012-
Engines in service may also benefit from the use of BN 100 oils be- 553.
cause the feed rate ACC factor can be reduced thanks to the high alka-
linity of BN 100 oils.
For engines where the feed rate ACC factor has already been estab-
lished and confirmed, new cylinder oils with a different BN level can
be used to change the feed rate ACC factor by multiplying the present
feed rate ACC factor by the fraction of the BN in the present and the
new cylinder oil. Afterwards, the new setting has to be confirmed, either
by a feed rate sweep and/or a conventional drip oil analysis.
The individual feed rate ACC factor must be evaluated for each engine
using drip oil analysis and frequent scavenge port inspections. There
are many options for this evaluation, but common to them all is the fact
that they cannot stand alone. Feed rate sweeps have to be followed by
monthly drip oil sampling and/or scavenge port inspections, in order to
assure that the engine is performing as expected.
Yours faithfully
Mikael C Jensen Stig B Jakobsen

Vice President Engineering Senior Manager Operation
Head office (& postal address) PrimeServ Production Forwarding & Receiving MAN Diesel & Turbo
MAN Diesel & Turbo Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Diesel & Turbo SE,
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 PrimeServ-cph@mandieselturbo.com manufacturing-dk@mandieselturbo.com shipping-cph@mandieselturbo.com German Reg.No.: HRB 22056
info-cph@mandieselturbo.com Amtsgericht Augsburg
www.mandieselturbo.com
Contents This is illustrated by our feed rate guide, which sets the
Introduction........................................................................... 2 minimum feed rate to the level needed to keep the parts
Cylinder lubrication............................................................... 2 moving within a safe margin. However, so as to ensure the
Mid-range cylinder oil ........................................................... 2 necessary lubrication effect, an increased formation of
Optimising the ACC factor..................................................... 2 acid would call for a higher BN level than specified at the
Drain oil analysis................................................................... 3 minimum feed rate. This is compensated for by calculating
Cylinder oils with different BN levels...................................... 4 a feed rate on the basis of an ACC factor within the guide
Low-sulphur HFO and distillates............................................ 4 shown in Fig. 1.
Slow steaming...................................................................... 4
Guiding values...................................................................... 4 MAN Diesel & Turbo recommends using cylinder lube oils
Running-in operation ............................................................ 5 characterised primarily by its BN number and SAE viscosity
Breaking-in (0-500 rh) .......................................................... 5 and to use a feed rate according to the BN in the cylinder
Familiarization of the ACC factor........................................... 5 oil and sulphur content of the fuel. MAN Diesel & Turbo is
Guidelines............................................................................. 6 aware that some engines may be operated satisfactorily
at even lower feed rates. Hence, feed rates are, just as
before, based on practical experience rather than pre-
Introduction calculated figures.
Lately, MAN Diesel & Turbo has concentrated on further
enhancing the fuel efficiency while at the same time fulfill- The above mirrors the importance of the fact that the crew
ing Tier I and Tier II. In order to improve the specific fuel oil should challenge the cylinder oil feed rate ACC factor, so
consumption, the pressure in the combustion chamber has as to find the correct ACC value that suits the actual engine
been increased on the newest engine designs. This pres- configuration and engine load.
sure increase, together with the increased operating time at
part load, has led to increased water and acid condensa- Mid-range cylinder oil
tion on the cylinder walls, which leads to cold corrosion in In order to simplify the lubrication process onboard the
the combustion chamber. ships, as well the logistics of supply, the oil companies
started the process of developing a cylinder lube oil that
Also the most recently developed part-load and low-load can lubricate the cylinders regardless of the sulphur con-
tuning options utilise increased combustion chamber pres- tent in the fuel.
sure as the main tool to ensure a low SFOC (Specific Fuel
Oil Consumption) at part load, and the same result may be  Such oils have BN levels that are lower than the tradi-
experienced. tional BN 70 cylinder lube oils.
Such
 oils can very well be used on earlier-type MAN
Appropriate cylinder oil feed rates and ACC (Adaptable Cyl- B&W engines that are not affected by cold corrosion,
inder oil Control) feed rate factor values must be obtained but are not applicable on newer engine designs with
on the basis of service inspections, measurements and higher levels of cold corrosion.
wear data from combustion chamber parts (piston rings,  T hese oils can however be used as low BN oils for
liner, and crown), and supplemented with scavenge drain heavy fuel on all engine types.
oil analyses.
Optimising the ACC factor
Cylinder lubrication The best way to establish the optimum ACC factor is to
Cylinder oil is essential for the two-stroke engine. Today’s measure the engine wear. If the wear rate of the liner and
cylinder oils are made with a complex chemistry, and the piston rings is too high the ACC factor must be increased
individual feed rate must therefore be assessed for each oil to reduce the wear.
brand, viscosity class and BN level.
We recommend to start out with an ACC factor in the
A cylinder oil is blended to achieve the necessary level of upper end of the range, and then slowly adjust it when
detergency and dispersancy to keep the piston rings and the engine wear response has been confirmed by mea-
crown clean, and the necessary base number (BN) to neu- surements.
tralise the acids formed during combustion.
For more information on condition-based monitoring, we
The cylinder oil not only serves to lubricate the moving refer to our service letter SL2007-483.
parts, but is also designed to control the degree of corro-
sion on the liner surface.
Cylinder Lubrication Update. Page 2 of 11 pages

However, the ACC factor can only be assessed when the Drain oil analysis
fuel sulphur level has been high enough to ensure that the Used oil taken from the engine through the scavenge bot-
lubrication has been in the ACC active area (the blue area tom drain can be used for cylinder condition evaluation.
marked in Fig. 1), at lower fuel sulphur levels the engine is
excessively protected against corrosion because of the ac- Drain oil analysis is also a strong tool for judging the engine
tive minimum feed rate. wear condition. Drain oil samples taken in active ACC op-
eration will show if the oil feed rate can be optimised while
g/kWh keeping the BN above 10-25 mg KOH/g and the iron (Fe)
1.4 content below 200 mg/kg in the drain oil (Table 1 & Fig. 2).
1.2
It is important to note that elevated iron values may be ex-
1.0 rea perienced as the piston ring running-in coating gradually
a
ve
a cti wears off.
0.8
A CC
0.6 Onboard sets exist, but it is important to get a valid test
Minimum feed rate
result that shows the total content of iron (Fe). Laboratory
0.4
testing according to ASTM D5185-09 is the only certain
0.40
0.2 measuring method. The BN must be tested in accordance
0.20
with ISO 3771:2011(E).
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Fuel sulphur % A cylinder oil can be degraded to a certain level where the
Fig. 1a: BN 100 ACC range Mk 8-8.1 and newer corrosion level begins to increase. The level of depletion is
different among oil brands and engines, and an individual
g/kWh
1.4 evaluation of each engine is therefore recommended.
1.2 Scavenge Drain Oil – Guiding Values

BN greater than 10-25 mg KOH/g
1.0
re a Iron [Fe] less than 200 mg/kg
ea
0.8 c tiv
Ca
AC
0.6 Table 1: Drain oil values
Minimum feed rate
0.4 Iron (Fe) total [mg/kg]
500
0.34
0.2
0.20
0 Cat ﬁne
400 Danger – Do not operate in this area s
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
Fuel sulphur %
Fig. 1b: BN 70 ACC range Mk 7 and older
300
Alert area – Adjustment of feed rate may be needed
The acceptable wear rates must be in line with our recom-
mendations on overhaul intervals and expected lifetime of 200
the components, see SL2009-509. Liner wear rates are Safe area
normally below 0.1 mm/1,000 running hours (rh). 100

Liner p
olish
High ovality in the liner wear could be a sign of corrosive
0
wear. As the liner surface temperature is not necessarily 0 10 20 30 40 50 60 70
uniform, more corrosion will occur in the colder areas. BN [mgKOH/g]
Fig. 2: Drain oil BN vs. iron (Fe)
The piston ring wear must also be kept under observation,
and it must be assured that the controlled leakage (CL) One possibility is to perform a stress test called “feed rate
groove on the piston rings is not worn below the accept- sweep”. This will shorten the ACC familiarization period
able minimum and that the POP-ring groove does not ex- considerably. The sweep test is based on a 4 to 6-day test
ceed its maximum allowable wear, see Encl. 3. For more at steady load and, preferably, running on fuel in the high-
information on CPR-POP rings, see SL2012-562. sulphur range of 2.8-3.5% sulphur content. The feed rate is
adjusted to set values, i.e. 1.4, 1.2, 1.0, 0.8 and 0.6 g/kWh.

Each feed rate must be applied for 24 hours before taking We therefore recommend switching to a low-BN cylinder oil
a sample and switching to the next feed rate (Fig. 3). A de- at the same time as switching to a low-sulphur heavy fuel.
tailed feed rate sweep protocol is enclosed (Encl. 6). Continuous running on high-BN cylinder oils can only be
recommended in special cases, and not for more than 1
Fe [mg/kg] BN [mg KOH/g] to 2 weeks, see Table 2.
700 50
45
600
g]
40 Application BN
O H/
500 gK 35 Distillate and LNG < = 40
[m
BN
400
30 Low-sulphur residual fuel ( ≤1.5% sulphur) 40-60
25 High-sulphur residual fuel ( ≥1.5% sulphur) 70-100
300
20
200
Optimal ACC 15 Table 2: Cylinder oil guide
10
100
Fe [mg/kg] 5 Also when switching to distillate fuels (MGO/MDO), we rec-
0 0
ommend switching to a low-BN cylinder oil at the same time
0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45 0,50 0,55
as the switching of the fuel. We do not recommend the use
ACC Factor [g/kWh x S%]
of a high-BN cylinder oil when running on distillate fuels.
Fig. 3: Feed rate sweep
Slow steaming
During the sweep test period the engine operation must be When the vessel is slow steaming, the engine is oper-
kept as consistent as possible to avoid interference from ated at low load, and the liner surface will become cooler
load up and fuel change. and, therefore, increase the risk of corrosion. Waste heat
recovery and various part-load optimisation possibilities,
Cylinder oils with different BN levels e.g. TC cut-out, variable turbine area (VTA) turbocharger,
The various oil suppliers offer cylinder oils with a broad and exhaust gas bypass (EGB), ECO cam, may call for a
range of BN levels. Our MAN B&W engine design is based re-assessment of the ACC factor to accomodate the new
on the 70 BN oil traditionally used, however, as new oil corrosion level.
products have been introduced, BN levels have changed,
and today’s design standard is the new 100 BN oils. It is important to note that low-load operation (slow steam-
ing) is not the only reason for increased cold corrosion po-
When switching to a different BN level, we recommend to tential. Optimisation methods on new engines or retrofitting
start out with scaling the ACC factor from 70 to the new on older engines increase the cold corrosion potential also
BN level by multiplying the ACC factor with the fraction of at normal load.
70 BN oil.
Guiding values
Example: Guiding values Mk 8-8.1 and newer
Using a BN 85 and ACC (BN 70) = 0.26 Base number (BN) 100
ACC (BN 85) = 0.26 × 70/85 = 0.21 SAE 50
(see Table 10 in Encl. 5) Guiding minimum feed rate 0.60 g/kWh
ACC BN100 range 0.40-0.20 g/kWh x S%
When changing to a new oil brand or type, the ACC factor
may need to be reassessed as described above, starting
with an ACC factor in the upper range. After this, a gradual Guiding values Mk 7 and older
reduction can be carried out based on actual observed Base number (BN) 70-100
conditions or the sweep test. SAE 50
Guiding minimum feed rate 0.60 g/kWh
Low-sulphur HFO and distillates ACC BN70 range 0.34-0.20 g/kWh x S%
When running on low-sulphur residual fuel (HFO), the feed
rate will be set at the minimum feed rate. High-BN cylinder Table 3: Guiding values
oils will lead to over-additivation in the aspect of controlling
the corrosion as well as lead to increased build-up of
piston crown deposits.

Running-in operation Familiarization of the ACC factor

MAN B&W two-stroke engines require extra attention and After the breaking-in period, the engine ACC factor should
lubrication during their first running hours. be assessed over a period of steps of 600 hours (see Fig.
6, Encl. 2).
The first 500 running hours are the most demanding. This
is the period where the liners are run in, which is also re- To be able to asses the engine wear, the steps must be
ferred to as the breaking-in period. completed with a fuel sulphur content that is high enough
to assure that the cylinder oil feed rate is in the ACC active
The purpose of the breaking-in period is to flush away wear range. This means that the feed rate must be above the
particles and facilitate running-in of the liner surface and rings. minimum 0.60 g/kWh.
The breaking-in period is followed by a familiarization pe- Before moving to the next step, the cylinder condition and
riod, where the crew must asses the engine wear and cyl- wear must be assessed through a scavenge port inspection.
inder condition to select the right ACC factor for the engine The feed rate ACC factor should not be reduced unless the
application. cylinder condition permits it.
Breaking-in (0-500 rh) In some cases, this familiarization period extends substan-
Cylinder liner and piston ring breaking-in takes 500 running tially. However, the period can be substantially shortened
hours maximum (see Fig. 5, Encl. 2). by means of scavenge drain analyses, where the laboratory
results will show the remaining BN and Fe (iron) content. If
During this breaking-in period, the running-in coating on the samples taken during the ACC active feed rates repeat-
the piston rings will gradually wear off, and the wave cut edly show high BN and acceptable Fe levels, the ACC fac-
shape on the cylinder liner surface will smoothen. During tor can be lowered.
this process, extra lubrication oil is required to flush away
wear particles and assure a satisfactory oil film between After the feed rate ACC factor has been adjusted according
the relatively rough sliding surfaces. to the sweep, the drain oil must to be monitored to verify
the ACC setting or make possible adjustments.
During breaking-in, we recommend checking piston rings
and cylinder liners through scavenge air port inspections Once the ACC factor has been confirmed and the wear is
for every 100 hours. Do not proceed to the next lubrication under control, the best choice of cylinder oil can be made.
step if the scavenge air port inspection reveals seizures or In special cases where the ACC factor is reasonably low,
other irregularities. and/or the fuel sulphur level usually experienced is low, the
best choice of cylinder oil could be a grade with a lower
The feed rate during breaking-in must not be set lower than BN, depending on feed rate and price.
the fuel sulphur content depending feed rate (fuel sulphur
x feed rate ACC factor). The highest feed rate of the two Please direct any inquiries and questions regarding tables
must be used. or condition-based overhaul to our Operation Department
Hours g/kWh at leo@mandieselturbo.com or to our Service Department
0-5 hours 1.70 g/kWh at PrimeServ-cph@mandieselturbo.com.
5-100 hours 1.50 g/kWh
100-200 hours 1.30 g/kWh
200-300 hours 1.10 g/kWh*
300-400 hours 0.90 g/kWh*
400-500 hours 0.70 g/kWh*
* Only if the ACC dependent (fuel sulphur x ACC factor) feed rate is
lower than the step, if not then the ACC dependent feed rates are to
be used.
Table 4: Breaking-in

Encl. 1 of 6
Guiding cylinder oil feed rates
All ME/ME-C/ME-B/ME/MC/MC-C and ME-GI engines
With electronically controlled lubrication system
Mk 8-8.1 and newer Mk 7 and older

Standard BN 100 Standard BN 70-100
Viscosity range SAE 50 SAE 50
ACC setting 0.40-0.20 0.34-0.20

g/kWh x S% g/kWh x S%
Guiding minimum feed rate 0.60 g/kWh 0.60 g/kWh
Maximum feed rate during running-in 1.7 g/kWh 1.7 g/kWh
Part-load control Proportional with load.

At lower loads control is automatically changed to proportional with rpm.
Breakpoint from power to rpm-dependent lubrication to be set to 25% load.
Running-in new or reconditioned liners Feed rate:

and new piston rings First 5 hours: 1.7 g/kWh
From 5 to 500 hours: Stepwise reduction from 1.5 - 0.6 g/kWh or ACC factor x fuel
sulphur (using the highest feed rate)
Engine load:
Test bed: Stepwise increase to max. load over 5 hours
In service: 50% to max. load in 16 hours
Familiarizing Starting at 0.40 g/kWh x S% Starting at 0.34 g/kWh x S%

ACC Factor (Fig. 6a) (Fig. 6b)
Reducing in steps of 0.04 g/kWh x S% after min. 600 hours where the feed rate has been sul-
phur dependent (above min. feed rate) or using feed rate sweep or continuous drain oil analysis.
If the engine is retrofitted with means to improve part or low-load fuel consumption, the ACC
factor must be reassessed.
Running-in new rings in already run-in and From 50% to max. load in 5 hours
well running liners Feed rate 0.9 g/kWh for 24 hours.
If the fuel sulphur and applied ACC factor combination results in a specific feed rate higher than
0.9 g/kWh (use the calculation feed rate), no extra lubrication is needed.
Manoeuvring and load change During starting, manoeuvring and load changes, increase feed rate by means of the “LCD” by
situations 25% of the actual figure and kept at this level for ½ hour after the load has stabilised.
Lubrication of cylinders that show Frequent scavenge port inspections of piston rings and cylinder liners are very important for
abnormal conditions maintaining a safe cylinder condition.
If irregularities are observed, adjustments of the lube oil feed rate should be considered.
In case of scuffing, sticking piston rings or high liner temperature fluctuations, raise the feed
rate to 1.20 g/kWh and lower the pmax and mep. As soon as the situation has been stabilised,
set the lubrication feed rate and pressures back to normal.
In case of high corrosive wear, the ACC factor is to be increased to the highest ACC factor
(0.40 g/kWh x S% for BN 100)) and be reduced in steps of only 0.02 g/kWh x S% when the
wear has been confirmed as normal.
Table 5: Guiding cylinder oil feed rates

Service Letter SL2014-5xx/JAP
Encl. 2 of 6
Breaking-in New Liners
Initial running-in dosage g/kWh

1.8 * Fixed running-in dosage (g/kWh)
1.6
*
Fixed running-in dosage (g/kWh), or
1.4
* ACC feed rate (g/kWh)
The highest of the two to be used
1.2 *
*
1 * Scavenge port inspection
0.8
*
Change to ACC
0.6
Breaking-in period with ﬁxed lubrication
0 100 200 300 400 500 600 700 800 900 1,000
hours
Fig. 5: Breaking-in schedule

Encl. 2 of 6
New ACC Running-in Schedule (liner and rings)
ACC feed rate factor (g/kWh/S%)

0.40
ACC control (g/kWh/S%)
0.38 Feed rate sweep
* ACC factor based upon the
0.36 feed rate sweep
0.34 *
0.32
0.30 *
0.28
0.26 * Reduction based upon observation *

0.24
0.22
0.20
0.18 ACC familiarisation schedule

0.16
0 1,000 2,000 3,000 4,000
hours
Fig. 6a: ACC familiarisation schedule for Mk 8-8.1 and newer
ACC feed rate factor (g/kWh/S%)

0.40
ACC control (g/kWh/S%)
0.38 Feed rate sweep
0.36 ACC factor based upon the feed rate sweep
* * Reduction based upon observation
0.34
0.32 *
0.30
0.28 *
0.26
0.24 *
0.22
0.20
0.18 ACC familiarisation schedule

0.16
0 1,000 2,000 3,000 4,000
hours
Fig. 6b: ACC familiarisation schedule for Mk 7 and older

Encl. 3 of 6
Guiding Wear Rate Values
Bore size Max. radial Max. width of leakage groove Engine bore CL-groove new depth Minimum depth
[cm] ring wear [mm] (use feeler gauge) [mm]
26 cm 2.0 mm 0.6 mm
26 cm 1.8 6.6
30 cm - -
30 cm 2.0 7.0
35 cm 2.5 mm 0.8 mm
35 cm 2.2 7.4
40 cm 2.5 mm 0.8 mm
40 cm 2.2 7.4
42 cm 2.5 mm 0.9 mm
42 cm 2.2 7.4
45 cm - -
45 cm 2.2 7.4
46 cm 2.5 mm 1.0 mm
46 cm 2.2 7.4
50 cm 3.0 mm 1.1 mm
50 cm 3 9
60 cm 3.5 mm 1.3 mm
Table 6: CPR-POP top ring wear 65 cm 3.5 mm 1.4 mm
70 cm 3.5 mm 1.6 mm
80 cm 4.0 mm 1.8 mm
90 cm (Cermet 4.0 mm) 5.0 mm 2.0 mm
98 cm (Cermet 4.5 mm) 5.5 mm 2.2 mm
Table 7: CPR-CL top ring wear

Encl. 4 of 6
ACC settings for lubricating oils for MC/MC-C engines
Alpha Lube ACC

High BN Cylinder Oil
ACC factor g/kWh × S%
0.20 0.24 0.26 0.28 0.30 0.32 0.34 0.36 0.38 0.40 g/kWh HMI setting
Sulphur content %
0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.59 54
3.1 2.6 2.4 2.2 2.1 1.9 1.8 1.7 1.6 1.5 0.62 56
3.2 2.7 2.5 2.3 2.1 2.0 1.9 1.8 1.7 1.6 0.64 58
3.3 2.8 2.5 2.4 2.2 2.1 1.9 1.8 1.7 1.7 0.66 60
3.4 2.8 2.6 2.4 2.3 2.1 2.0 1.9 1.8 1.7 0.68 62
2.9 2.7 2.5 2.3 2.2 2.1 2.0 1.9 1.8 0.70 64
3.0 2.8 2.6 2.4 2.3 2.1 2.0 1.9 1.8 0.73 66
3.1 2.9 2.7 2.5 2.3 2.2 2.1 2.0 1.9 0.75 68
3.2 3.0 2.8 2.6 2.4 2.3 2.1 2.0 1.9 0.77 70
3.3 3.0 2.8 2.6 2.5 2.3 2.2 2.1 2.0 0.79 72
3.4 3.1 2.9 2.7 2.5 2.4 2.3 2.1 2.0 0.81 74
3.5 3.2 3.0 2.8 2.6 2.5 2.3 2.2 2.1 0.84 76
3.3 3.1 2.9 2.7 2.5 2.4 2.3 2.1 0.86 78
3.4 3.1 2.9 2.8 2.6 2.4 2.3 2.2 0.88 80
3.5 3.2 3.0 2.8 2.7 2.5 2.4 2.3 0.90 82
3.3 3.1 2.9 2.7 2.6 2.4 2.3 0.92 84
3.4 3.2 3.0 2.8 2.6 2.5 2.4 0.95 86
3.5 3.2 3.0 2.8 2.7 2.5 2.4 0.97 88
3.3 3.1 2.9 2.8 2.6 2.5 0.99 90
3.4 3.2 3.0 2.8 2.7 2.5 1.01 92
3.4 3.2 3.0 2.9 2.7 2.6 1.03 94
3.3 3.1 2.9 2.8 2.6 1.06 96
3.4 3.2 3.0 2.8 2.7 1.08 98
3.4 3.2 3.1 2.9 2.8 1.10 100
3.3 3.1 3.0 2.8 1.12 102
3.4 3.2 3.0 2.9 1.14 104
3.4 3.2 3.1 2.9 1.17 106
3.5 3.3 3.1 3.0 1.19 108
3.4 3.2 3.0 1.21 110
3.4 3.2 3.1 1.23 112
3.5 3.3 3.1 1.25 114
3.4 3.2 1.28 116
3.4 3.2 1.30 118
3.5 3.3 1.32 120
3.3 1.33 121
3.4 1.34 122
3.4 1.35 123
3.4 1.36 124
3.4 1.38 125
3.5 1.39 126
3.5 1.40 127
Table 8: Feed rate ACC factor

Encl. 5 of 6
Specific feed rate in relation to fuel sulphur % and feed rate factor
Basic Feed Rate

Feed rate ACC factor
0.20 0.22 0.24 0.26 0.28 0.30 0.32 0.34 0.36 0.38 0.40
0.5 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
0.7 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
0.9 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
1.1 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
1.3 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
1.5 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
Fuel Sulphur %
1.7 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.61 0.65 0.68
1.9 0.6 0.6 0.6 0.6 0.6 0.6 0.61 0.65 0.68 0.72 0.76
2.1 0.6 0.6 0.6 0.6 0.6 0.63 0.67 0.71 0.76 0.80 0.84
2.3 0.6 0.6 0.6 0.6 0.64 0.69 0.74 0.78 0.83 0.87 0.92
2.5 0.6 0.6 0.6 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00
2.7 0.6 0.6 0.65 0.70 0.76 0.81 0.86 0.92 0.97 1.03 1.08
2.9 0.6 0.64 0.70 0.75 0.81 0.87 0.93 0.99 1.04 1.10 1.16
3.1 0.62 0.68 0.74 0.81 0.87 0.93 0.99 1.05 1.12 1.18 1.24
3.3 0.66 0.73 0.79 0.86 0.92 0.99 1.06 1.12 1.19 1.25 1.32
3.5 0.70 0.77 0.84 0.91 0.98 1.05 1.12 1.19 1.26 1.33 1.40
Table 9: Feed rate ACC factor
Correlation between feed rate ACC factors and cylinder oil BN
Cylinder oil BN
70 80 90 100
0.20 0.18 0.16 0.14
0.22 0.19 0.17 0.15
0.24 0.21 0.19 0.17
0.26 0.23 0.20 0.18
0.28 0.25 0.22 0.20
Feed rate ACC factor
0.30 0.26 0.23 0.21

0.32 0.28 0.25 0.22
0.34 0.30 0.26 0.24
0.36 0.32 0.28 0.25
0.38 0.33 0.30 0.27
0.40 0.35 0.31 0.28
0.42 0.37 0.33 0.29
0.44 0.39 0.34 0.31
0.46 0.40 0.36 0.32
0.48 0.42 0.37 0.34
0.50 0.44 0.39 0.35
0.52 0.46 0.40 0.36
0.54 0.47 0.42 0.38
0.56 0.49 0.44 0.39
0.58 0.51 0.45 0.41
Table 10: Feed rate ACC factor and cylinder oil BN

MAN Diesel & Turbo
To whom it may concern
LDF1/ JUSV/ case no: 8002-2014 25 February 2014
Sweep Test Procedure for MAN B&W Two-Stroke Diesel Engines

Finding the Optimal Cylinder Lube Oil Feed Rate Factor
Continuous monitoring of drain oil samples is a good way to optimise the cylinder oil feed rate and
consumption and to safeguard the engine against excessive wear. The fastest way to evaluate the
corrosive behaviour of an engine and optimise the feed rate is to do a stress test, a so-called sweep
test. It can also be used in the ACC familiarization period to find the suitable lube oil feed rate for your
particular engine, operating pattern and lube oil used.
During the sweep test, the vessel should be running on fuel with a sulphur content above 2.7%. The
sweep test takes 6 days and should be performed during a longer voyage where the engine load
remains constant. The feed rate of the cylinder oil is set to fixed steps and drain oil samples are taken
after 24 hours, before lowering to the next step (figure 1).
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)
Figure 1. Overview of the sweep test procedure
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Samples and analysis methods

Before the test starts, a port inspection should be completed, and samples of the fuel, system oil in use
and fresh (unused) cylinder oil should be taken. When the test has been completed, all samples should
be sent ashore to a certified laboratory. The iron (Fe) content and the BN value should be analysed.
The Fe content should be analysed using the ASTM D5185-09 and the BN should be analysed using
the ISO 3771:2011(E) method. The Fe concentration will be the measurement of corrosion and wear.
The BN in the drain oil is an evaluation of the performance of the oil and the need for neutralization in
the engine. When the results are received, the suitable ACC factor/feed rate can be established for the
particular engine, fuel, and lube oil and operation pattern.
The BN and Fe content of the drain oil can also be measured by various onboard analysis equipments
(please refer to CL 118681-2013/LEO and CL 140942-2013/LEO). When measuring Fe with onboard
analysis equipment, it is important to choose an instrument which measure total Fe content.
Information about onboard analysis equipment will be updated regularly. Onboard equipment gives fast
results, however, we recommend sending the samples to a laboratory in order to secure accurate
results.
Test Procedure
Read all the instructions carefully before starting the Sweep test. The sweep test is to be made above
the lubrication breakpoint. In most cases this breakpoint is at an engine load of 25%. When the
lubricator is below the breakpoint, the cylinder feed rate for each cylinder changes from a number to
“low load” on the MOP-screen. A sweep test should not be made when the MOP screen states “low
load”.
Before starting the sweep test: Normal running condition

Figure 2 shows a MOP-screen under normal running conditions, after the initial running in of the
engine, i.e. the first 500 hours. The “Running In” mode should be “Off” (0.00) and the “Feed Rate
Adjust Factor” should be “1.00” (= 100%).
In this mode, the fuel oil sulphur content “S%” and the “Feed Rate Factor” gives the “Basic Feed Rate”
which is also shown for each cylinder as the “Actual Feed Rate. In this example, the S% was 2.82 and
the “Feed Rate Factor” was 0.50 g/kWhS%, which resulted in the “Basic Feed Rate” of 1.41 g/kWh
(Figure 2).
Figure 2. MOP-screen showing settings at normal running conditions. Running-in mode is turned OFF
Day 1: Start of sweep test (at least 24 hours after departure)

When starting the sweep test, the easiest way to set the desired cylinder oil feed rate is to use the
“Running In” mode. This mode overrules the normal running mode, as shown in Figure 2. However, the
minimum feed rate will never be lower than the “Min. Feed Rate” (here 0.60 g/kWh), even if the
“Running In” mode is set to a lower value than “Min. Feed Rate”. For the first 24 hours of the sweep
test, the “Running In” setting should be “1.40” g/kWh, as shown in Figure 3.
Figure 3. Day 1 of sweep test. The Running In mode is used and set to 1.4 g/kWh
Be sure that the correct cylinder oil is used, and take reference samples of fresh cylinder oil and fuel.
Adjust the feed rate of the cylinder oil to 1.4 g/kWh as shown in figure 3. Write down the following
information in the sweep test protocol:
a. Name of ship and type of engine

b. Date and time of starting the test.
c. Name and brand of the cylinder oil, BN and SAE viscosity number
d. Engine load
Day 2 Take drain oil samples from all cylinders after running 24 h on a cylinder oil feed rate of 1.4
g/kWh.
Important: Make sure to flush the drain valve into a bucket before taking the sample. Only
use clean bottles, and make sure not to mix drain oil form one unit with another. Mark the
bottles with the following information:
a. Cylinder no.
b. Date and time
c. The name and BN number of the cylinder oil
d. Feed rate of cylinder oil
e. Engine load
Also, write down the information in the test protocol. After this, the cylinder oil feed rate
should be adjusted to 1.2 g/kWh as shown in Figure 4.
Figure 4. Day 2 of sweep test. The Running In mode is used and set to 1.2 g/kWh
Day 3 Take drain oil samples from all cylinders after running for 24 h on a cylinder oil feed rate of
1.2 g/kWh. Sample-procedure same as Day 2. After this, the cylinder oil feed rate should
be adjusted to 1.0 g/kWh
1.0 g/kWh. Sample-procedure same as Day 2.
After this, the cylinder oil feed rate should be adjusted to 0.8 g/kWh
0.8 g/kWh. Sample procedure same as Day 2. After this, the cylinder oil feed rate should
be adjusted to 0.6 g/kWh
0.6 g/kWh. Sample-procedure same as Day 2.
When the last drip oil samples have been taken, the “Running In” setting is set to “Off” (0.00) to run in
normal cylinder oil feed rate mode, as shown in Figure 2. When results have come back and been
analysed, the suitable Feed Rate Factor can be calculated and used.
Sweep Test Protocol

Fill in the required information. Samples should be sent to a certified laboratory for analysis. Before the
test starts, a port inspection should be carried out, and samples of the fuel and system oil in use and
fresh (unused) cylinder oil should be taken. Use clean bottles and mark them with the information
stated on page 2.
Name of Ship:.................................................... IMO no:..............................................
Engine type:............................... Load:.............. Total running hours:..............................
Name of cylinder oil:....................... BN: ........ SAE Viscosity:................................
Sulphur content of fuel:...............%
Start date and time:....................... End date and time:...............................
Please fill in the Running Hours for the following

Cylinder 1 2 3 4 5 6 7 8 9 10 11 12
Cylinder
liners
Piston
crowns
Piston
rings
Fuel
valves
Cylinder oil Day 1 Day 2 Day 3 Day 4 Day 5 Day 6

Feed rate 1.4 1.2 1.0 0.8 0.6 Back to
(g/kWh) normal
Please fill in this table when taking the samples

Cylinder 1 2 3 4 5 6 7 8 9 10 11 12
Day 2 Feed
Date rate
Engine Deck temp Humidity
load °C %
Day 3 Feed
Date rate
load °C %
Day 4 Feed
Date rate
load °C %
Day 5 Feed
Date rate
load °C %
Day 6 Feed
Date rate
load °C %
How to Evaluate a Sweep Test

The aim of the test is to show the correlation between the engine’s corrosive impact and the lube oil’s
ability to counteract this. When the results from the sweep test are returned from the laboratory, the
data needs to be evaluated.
Calculating the actual ACC factor for a sweep test made on a load above the
lubricator part-load breakpoint
During the sweep test, the feed rate was set to fixed steps. The ACC factor for each step can be
calculated by dividing the feed rate step with the sulphur % of the fuel (Eq. 1).
(Eq.1)
% %
Example 1
Sulphur content of the fuel is 2.8 %.
1.4
0.5
2.8 %
Feed rate step Fuel Sulphur ACC (Calculated)

[g/kWh] [S%] [g/kWh xS%]
1.4 2.8 0.50
1.2 2.8 0.43
1.0 2.8 0.36
0.8 2.8 0.28
0.6 2.8 0.21
END of Example 1
The ACC calculated values are used to correlate the Fe and BN values in the samples. In Tables 1 and 2,
you can fill in the ACC calculated and the Fe and BN values. Two graphs can then be made where the
ACC calculated is the horizontal axis (x-axis) and the Fe values are the vertical axis (y-axis) in graph 1 and
BN in graph 2. You can also plot Fe and BN in the same graph. Fe should be the left vertical axis and
BN the right (view Figure 2 as an example).
Table 1. Write the ACC calculated in the left column and the corresponding Fe value for each cylinder.
These values are then used to make a graph in Excel.
Cylinder 1 2 3 4 5 6 7 8 9 10 11 12
ACC calculated↓ Fe values
Table 2. Write the ACC calculated in the left column and the corresponding BN value for each cylinder.
These values are then used to make a graph in excel
Cylinder 1 2 3 4 5 6 7 8 9 10 11 12
ACC calculated↓ BN values
Figure 5 illustrates how to evaluate a sweep test. In the normal case, the Fe concentration slowly rises
until a point where it will rapidly increase. The acceptable ACC factor is found just before the rapid
increase in Fe, in other words, before the Fe concentration reach the red area (Figure 5). The choice of
an ACC factor that corresponds to acceptable Fe levels means that the corrosion is controlled. After
the ACC factor has been found in accordance with the Fe, the corresponding BN value can be found. It
shows the possible level of BN depletion of the oil, which will not jeopardize the performance of the oil.
Scavenge drain oil

Fe [mg/kg]
Iron [Fe] & BN [mgKOH/g] BN [mgKOH/g]
700 50
45
600
40
500 35
30
400
25
300
20
200 15
10
100
5
0 0
0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45 0,50 0,55
ACC Factor [g/kWh x S%]
Figure 5. The ACC factor (g/kWhxS%) is shown on the x-axis. The Fe concentration (mg/kg) is depicted with red
lines and the result is read on the left y-axis. The axis is divided into three parts. The green bar is showing safe
operation condition, 0-200 Fe (mg/kg). When the Fe concentration exceeds 200 mg/kg (the red bar), the wear or
corrosion starts to increase a lot, and the lube oil feed rate should also be increased.
The rest BN concentration (mg KOH/g) is depicted with blue lines, and the result is read on the right y-
axis. The axis is divided in two parts. The red bar (0-10 BN) means that the neutralisation ability of lube
oil has started to deplete, and the risk of corrosion is increased. The green bar (10-50 BN) shows safe
operation.
The thick blue line and the thick red line are the BN and Fe values from a sweep test. In order to find
the correct ACC factor, the procedure is as follows:
Follow the thick red line and find the Fe concentration for safe operation. In this example it would be
200, because after this the slope of the thick red line increases rapidly. The corresponding ACC factor
is found on the x-axis and, in this case, is 0.30 g/kWhxS%.
The rest-BN value, which corresponds to this safe operation, is found by using the BN curve (in this
graph, the blue thick line) and read the result of the right x-axis. In this case, the ACC factor 0.3
corresponds to 22 BN. The dashed lines are examples of what other sweep tests with other lube oils
may look like.
Please direct any inquiries and questions regarding tables or condition-based overhaul to our
Operation Department at leo@mandieselturbo.com or to our Service Department at PrimeServ-
cph@mandieselturbo.com.
Service letter SL2019-671/JAP
Action
Action
code:
code:
WHEN
IMMEDIATELY
CONVENIENT
Cylinder lubrication update

for 0 to 0.50% sulphur fuels
SL2019-671/JAP
April 2019
Concerns
Owners and operators of MAN B&W
two-stroke marine diesel engines.
Type: All MAN B&W engines
Summary
Check the cylinder condition frequent-
ly and ensure that the piston ring pack
is clean and moving freely.
Dear Sir or Madam In case of deposits, use oil with higher
detergency to clean.
This service letter provides operational guidelines on how to lu-
bricate the cylinder and piston when operating on max 0.50% General guidance for operation on:
sulphur fuel. −− Max. 0.10% S fuel: 15–25 BN CLO
−− 0.10%-0.50% S fuel: 40–70 BN CLO
It is expected that the vast majority of all vessels with MAN B&W
engines will experience a trouble-free transition to max. 0.50%S Guidelines on lubrication when oper-
fuels. We recommend beginning with 40 BN cylinder oil and evalu- ating on fuel with a sulphur content
ating the condition continuously. above 0.50% are found in SL2014-587.
In case of deposit build-up, a cylinder oil with higher detergency Other relevant Service Letters are:
properties should be considered. For some engines, a lower BN SL2018-659, SL2019-670, SL2017-
oil will be acceptable whereas others will need to change to a 638, SL2018-663, SL2014-587
higher BN oil.
For questions or inquiries regarding the content in this letter, con-

tact our Operation department at: Operation2S@man-es.com
Yours faithfully
Mikael C. Jensen Stig B. Jakobsen

Vice President Senior Manager
Engineering Operation
Head office (& po. address) PrimeServ Production Forwarding & Receiving MAN Energy Solutions
MAN Energy Solutions Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Energy Solutions
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV SE, Germany
Fax: +45 33 85 10 30 PrimeServ-cph@man-es.com manufacturing-dk@man-es.com shipping-cph@man-es.com German Reg.No.: HRB 22056
info-cph@man-es.com Amtsgericht Augsburg
www.man-es.com
Introduction foregoing, it remains the responsibility of the owner/op-

In preparation for the 0.50% S fuel era, it is necessary to erator of an engine to ensure that suitable fuel and lube
update the lubrication guideline for MAN B&W engines. oil is conditioned and used in order to prevent damage
This guideline aims at facilitating lubrication of engines to the engine and other equipment on board.
operating on 0.50% S very low sulphur fuel oils (VLSFO),
and 0.10% S ultra-low sulphur fuel oils (ULSFO), which Cylinder oils
include both distillate (DM) and residual grades (RM) ac- We recommend using cylinder oils which have obtained
cording to ISO 8217. Operation using low-flashpoint fuels a No Objection Letter (NOL) from MAN Energy Solutions.
such as liquefied natural gas (LNG), ethane, methanol Due to the reduced sulphur content in the fuel combined
and liquefied petroleum gas (LPG) is furthermore includ- with the current range of cylinder oils on the market, we
ed in our recommendation for 0.10% S ULSFO operation. need to update our lubrication strategy recommenda-
We recommend that engines operating on VLSFO or tion. For low-sulphur fuels, keeping piston cleanliness
ULSFO are fitted with cermet coating on all piston rings is equally important as controlling corrosive wear today
as well as piston cleaning rings. when operating on high-sulphur fuel. Cylinder oil perfor-
mance and cleaning ability are key factors to maintain
This guideline includes directions on what to pay atten- good cylinder condition (see Appendix I, D.1).
tion to regarding the properties of lube oils and how the
lube oils affect equipment on board. Expectations for the Monitoring the iron content from drain oil analyses is
new types of fuels are also given. Notwithstanding the necessary to obtain good cylinder condition at the low-
Automated cylinder oil mixing unit (ACOM) / Automated cylinder oil switch unit (ACOS)
100 - 140+ BN CLO
40 - 70 BN CLO
40 - 100 BN CLO
15 - 25 BN CLO
Gas 0.1% 0.5% 1.0% 1.5% 4+%

Sulphur
In case of deposits
Limited to up to 300 hours on ULSFO
Fig. 1: Recommended BN levels for all MAN B&W engines

*Prolonged use may lead to deposit
Operation on max. 0.50% sulphur fuels. Page 2 of 7

est possible feed rate in the future fuel environment. Feed rate
In case higher BN cylinder oils are needed to keep the The target is to minimise the cylinder oil feed rate yet
engine clean from deposits, attention must be paid to maintaining acceptable cleanliness, acceptable wear
secure against cylinder liner bore polish. When using and avoiding hard contact such as micro-seizures on the
a high-BN cylinder oil, the risk of top land deposits in- piston rings and cylinder liners.
creases. The deposits may polish on the cylinder liner
surface and cause polished areas which can initiate a Vessels in service, which have already optimised their
cylinder liner scuffing. A way to reduce the risk is to al- feed rates to low sulphur levels and operation in ECAs,
ternate between high- and low-BN cylinder oil using a do not have to take further action with regards to feed
high-BN oil for one week and a low-BN oil for the next rate optimisation when changing to VLSFO.
week. The time for using high-BN should be adjusted to
what is needed to keep the engine clean from deposits. Upon changing to max 0.50% S fuel, the cylinder oil type
should be reassessed according to this guideline. Feed
Cylinder oil for max 0.10% S ULSFO operation: rates can be kept unchanged unless issues with depos-
−− 15-100 BN cylinder oil: its and/or micro seizures are observed. If deposits are
−− Start by using a 15-25 BN cylinder oil observed, follow the deposit control guideline illustrated
−− Depending on condition, up to 100 BN cylinder oil can in Fig. 2 and Table 2.
be used.
New ships entering service must follow the guidance
Cylinder oil for 0.10-0.50% S VLSFO operation: given in SL2014-587 during initial running-in of the com-
−− 40-100 BN cylinder oil: ponents. Deposit formation must be monitored when
−− Start by using a 40 BN cylinder oil reaching 1.0 g/kWh and further feed rate reduction re-
−− Depending on condition, up to 100 BN cylinder oil can quires acceptable cylinder condition based on inspec-
be used. tions.
Fig. 1 gives an overview of the recommended BN levels. Vessels in service, which have not yet optimised the feed
This recommendation is valid for all engine types and rate for ULSFO or VLSFO operation, should start at the
mark numbers, and for all lubricator types. existing feed rate or 1.0 g/kWh and then reduce the feed
rate based on inspections until the minimum feed rate is
As for the 0.10% S ULSFO, the 0.50% S VLSFOs will be reached.
a range of residual and distillate types. Cylinder oil suit-
able for 0.50% S VLSFO and 0.10% S ULSFO operation If signs of hard contact or micro-seizures on the rings,
should be able to handle all distillate and residual types ring land deposits, or other abnormalities are observed
of fuels as well as fuels like LNG, ethane, methanol and before the minimum feed rate is reached, the feed rate
LPG. has to be kept sufficiently high to avoid micro-seizures
(see Appendix II, C3 and C4).
Cleanliness of engines operating on 0.50% S VLSFO
and 0.10% S ULSFO If the condition starts to deteriorate above the minimum
Just as some engines have higher corrosive levels than feed rate (typically 0.6 g/kWh), we recommend chang-
others, some engine types are more prone to deposit ing the cylinder oil type and/or BN level to one with in-
formation if the cylinder oil and feed rate used are not creased detergency properties.
suitable. Operation pattern, ambient conditions and
condition of the components can also make a significant Fuel oil cleaning
difference. As the use of VLSFO is expected to generate little corro-
sion, any presence of high iron content in drain oil analy-
We recommend checking the cylinder condition accord- ses may suggest contaminants such as cat fines (Al+Si)
ing to the instruction manual (monthly). However, during in the fuel and could point towards ineffective fuel clean-
the transition period to VLSFO, scavenge port inspec- ing systems. In such cases, it should be confirmed that
tions may be required more frequently and when con- the amount of Al+Si at engine inlet does not exceed our
venient. Feed rate reductions without a prior inspection recommendations (SL2017-638). If cat fines have already
showing good condition should be avoided. entered the engine, proper operation of the fuel cleaning

equipment must be verified. Increasing the cylinder oil Guiding drain oil levels
lubrication feed rate will not protect against cat fines.
Engine bore size Max. Fe content (ppm)
Drain oil levels 26-50 100
Continuous evaluation of drain oil samples is recom- 60-70 150
mended. The feed rate must be adjusted so that the total 80-98 200
iron (Fe) content does not exceed the values stated in

Table 1, Guiding drain oil levels, measured as average NB: Cylinder oil BN levels in drain oil samples may vary depending on
values over a period of 2-3 samples. Samples should be engine and oil type. For guidance, the BN in the drain oil should be kept
taken at regular intervals at between 14 days to monthly, above 25% of the original BN value.
and more frequently if wear issues are suspected.

Table 1: Guiding drain oil levels
MAN ES recommend that drain oil samples are sent to a
laboratory for analysis. It is important to get a valid test BN level in the drain oil can be used as a guide to the
result that shows the total content of iron (Fe). Labora- depletion of cylinder oil. When operating on HFO in a
tory testing according to ASTM D5185-09 is the only corrosive environment, it is of great importance to keep
certain measuring method. The BN must be tested in the BN at an adequate level to secure against corrosion.
accordance with ISO 3771:2011(E). On board analysis However, when operating on VLSFO or ULSFO, the level
kits can be used to supplement the laboratory analysis, of BN must also be assessed against the cylinder oil’s
but feed rate adjustments should not be based on these ability to clean the engine. For guidance, the remaining
analyses alone. BN should be around 25% of the original value, however,
if deposits start to build up inside the engine, the BN
Maximum total Fe content must be adjusted to the indi- level may need to be increased.
vidual engine based on actual wear measurements.
Operating in and out of 0.10% S ECAs
MAN ES recommend that cylinder liner wear measure- When operating on 0.10% S, it may be possible to use
ments are obtained at least once a year, while piston ring the same cylinder oil as for 0.50% S VLSFO operation.
related wear should be measured during every scavenge The time span for such operation is limited to 300 run-
port inspection i.e. ring coating thickness and pressure ning hours (2 weeks) without inspections. The possibil-
relief grooves. ity to use the same cylinder oil for VLSFO and ULSFO
Deposit control
Feed rate
(g/kWh)
Change to different Normal minimum feed rate
CLO e.g. higher BN (minimum feed rate may be higher than 0.6 g/kWh
on some vessels)
Inspection showing acceptable condition
Inspection showing worse condition e.g. ring land

Change to different
deposits.
CLO e.g. higher BN
Time
Change-over to VLSFO
Fig. 2: Devised scenario for existing engines. New engines and renewed cylinder units will have a higher starting feed rate due to running-in (see Table 2
for detailed description)

should be based on experience from the actual engine. JBB (jacket basic bypass) and LDCL (load-dependent
The condition of the engine is decided from scavenge cylinder liner) cooling water systems
port inspections before entering and after exiting the It is recommended closing down the LDCL system and
0.10% S ECA, in the first couple of roundtrips. de-activating any JBB system when using up to 0.50%
S VLSFO. On newer engines, the control system (ECS)
Jacket cooling water temperature will close down the LDCL system automatically when low
The jacket cooling water outlet temperature can be re- Sulphur content is keyed in on ECS-MOP. On older ECS
duced to 80°C as higher temperatures are considered versions, the LDCL system should be manually set to off.
irrelevant when operating on up to 0.50% S VLSFO. This
recommendation is valid for all cylinder liner types. The Two cylinder oil tanks design
cooling water set point must be aligned with other com- For all vessels and engine types, we recommend that
ponents in the cooling water system, such as the fresh two storage tanks for cylinder oil are used. This will pro-
water generator. vide greater flexibility if the need to change between two
cylinder oil types arises.
Optimising the cylinder lubrication
1. If deposits have built up on ring lands using ULSFO and VLSFO fuel and low-BN oil:
1A. Start by increasing the feed rate of the low-BN oil to up to 1.0 g/kWh.
1B. The ACOM system can be used to mix high- and low-BN cylinder oil. Start by selecting 50
BN and change up or down in steps of 10 BN. Inspect again when convenient.
If no or insignificant improvement is found with only increased feed rate applied: −− Change to cylinder oil with higher BN
−− Alternating the use of high-BN oil and low-BN oil is
recommended as some engines can be more susceptible
to scuffing incidents due to liner polish. Use the high-BN
oil for one week and then the low-BN oil for one week.
Switch back to the high-BN oil for one week and so forth.
Depending on performance, the intervals can be adjusted
to secure clean pistons, but avoid using high-BN oil for
longer than necessary.
Note: The ACOS system will ease this procedure as the

switch between low-BN and high-BN oil can be done by
pressing a button on the MOP of the engine control
system.
If improvement is found with higher BN oil: −− Reduce the feed rate in steps of 0.1g/kWh. Every reduction
must be based on visual inspection
−− Reduce the feed rate as close to min. feed rate as possible
while maintaining an acceptable cylinder condition
If deterioration resumes after feed rate reduction: −− Change to cylinder oil with higher BN
−− Increase feed rate
If the engine suffers from heavy ring land deposits, a prolonged period using only high-BN oil
(100 BN) has shown to be able to clean the engine. In such cases, we recommend carrying out
scavenge port inspections every two weeks.
2. If deposits have built up on top lands using VLSFO fuel:
The cylinder oil BN may be too high. Decrease the feed rate or change to a lower BN oil.
3. When a suitable oil and feed rate has been found, it can remain unchanged for
operation in and out of SECAs
Table 2: Optimising the cylinder lubrication

Appendix I
Deposit on ring lands
D.1
Clean condition
Description:
No deposits found on the ring land
Action:
−− No action is required
D.2
Medium amount of deposits on first ring land
Description:
Medium amount of deposits on first ring land
Action: Monitor the condition

−− Increase the feed rate with 0.2 g/kWh
−− If the feed rate (g/kWh) is 1.0 g/kWh or above, con-
sider changing to a higher BN CLO
D.3
High amount of deposits on first ring land
Description:
High amount of deposits on first ring land, and medium
amount of deposits on second ring land
Action: At first opportunity

−− Increase feed rate by 0.2 g/kWh
−− If the feed rate (g/kWh) is 1.0 g/kWh or above, con-
sider changing to a higher BN CLO

Appendix II
Cermet condition overview
C.1
Cermet-coated piston ring, good condition
Description:
Cermet coated piston ring in good condition with a
smooth running surface and rounded edges
Action: No action
No action is required
C.2
Alucoating and hard piston ring contact marks
Description:
Alu and cermet-coated piston ring with hard contact
marks

−− Increase the feed rate to 1.2 g/kWh
−− Monitor the condition
−− Initiate stepwise feed rate reduction
C.3
Hard piston ring contact marks
Description:
Cermet-coated piston ring with hard contact marks after
the alucoating has been worn off

−− Increase the feed rate to 1.2g/kWh
−− Monitor the condition
−− Initiate stepwise feed rate reduction
C.4
Hard piston ring contact
Description:
Partly damaged piston ring after hard contact
Action: At first opportunity

−− Increase the feed rate to 1.2 g/kWh
−− Monitor the performance of the unit
−− Consider ring renewal
−− Check liner surface condition in case redressing /
machining is needed.

Service Letter SL2019-673/PRP
Action code: AT FIRST OPPORTUNITY
Accumulators ‒ all makes,

brands and types in the
hydraulic system
Safety information
SL2019-673/PRP
July 2019
Concerns
Dear Sir or Madam Owners and operators of MAN B&W
two-stroke marine diesel engines.
MAN Energy Solutions has decided to change the recommenda- Type: MC/MC-C, ME/ME-C and ME-B
tion for inspection of accumulators as follows:
Summary
– Check the nitrogen pressure minimum once a month. MAN Energy Solutions emphasises the
– Replace the accumulator if it has been in operation without importance of checking the nitrogen
nitrogen pressure. pressure regularly, to prevent undesir-
able pressure peaks in the hydraulic oil
For MC engines equipped with Alpha Lubricator system, the in- system.
spection interval recommendation does not change, and will con-
tinue to be 8,000 hrs.
The recommended overhaul and replacement of the diaphragm is

still every 5 years.
The reason for our new recommendation is that we have recently

received reports of malfunctioning accumulators, subsequently
leading to rupture of the accumulator in the hydraulic system.
Based on our preliminary findings in these cases, we find it nec-

essary to emphasise the importance of checking the nitrogen
pressure regularly to prevent undesirable pressure peaks in the
hydraulic oil system, which may cause damage to the engine and
its surroundings and even personal injuries and death.
Yours faithfully
Mikael C Jensen Per Pallisgaard

Vice President, Engineering Manager, Product Safety Enclosures:
Data sheet 4565-0550-0014
Data sheet 4565-0550-0028
Head office (& po. address) PrimeServ Production Forwarding & Receiving MAN Energy Solutions
MAN Energy Solutions Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Energy Solutions
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV SE, Germany
Fax: +45 33 85 10 30 PrimeServ-cph@man-es.com manufacturing-dk@man-es.com shipping-cph@man-es.com German Reg.No.: HRB 22056
info-cph@man-es.com Amtsgericht Augsburg
www.man-es.com
Service Letter SL2019-673/PRP
A pressure drop of up to 5 bar per month is regarded as Please ensure that the checking procedure is car-
normal. If a significantly higher pressure drop is mea- ried out only when the engine is in the “Finished with
sured, overhaul of the accumulator should be carried out Engine-mode” and the hydraulic system is without
at the first opportunity. It is important to remember to pressure. The nitrogen pressure must be kept within
correct the measurement for temperature deviation from the limits specified below:
20 deg.
Nominal hydraulic
pressure 200 bar 300 bar
All details on checking and overhauling of accumulators
are described in the instruction manuals. However, the Nitrogen charge
following safety related checks should be given special pressure at 20°C* 95 bar 136 bar
attention:
Minimum nitrogen
pressure at 20°C* 65 bar 106 bar
– Correct tightening of the screws fastening the accu-
mulator *) at other temperatures, the correct charge pressure can be found
in Data sheets 4565-0550-0014 and 4565-0550-0028
– Regular check of the nitrogen pressure
– Never open the inlet valve to the hydraulic cylinder
unit if the hydraulic system is pressurised. The information in this letter replaces the informa-
tion given in our service letter SL06-469/JOF and
SL2017-653/PRP.
For any further questions regarding this service let-

ter, write to: Operation2S@MAN-ES.com
Accumulators. Page 2 of 2
MAN Energy Solutions 4565-0550-0014
Safety O Stop the Engine
Accumulator, Data
Precautions O Shut off fuel gas supply to the engine (close valve 830 on FGVT)
For detailed sketch O Shut off control air supply to fuel gas valve train (FGVT)
see 0545-0100
O Shut off hydraulic oil supply to control block (close valve 870 on HCU)
O Drain off hydraulic oil from the control block (open valve 871 on HCU)
O Shut off starting air supply - At starting air receiver
O Block the main starting valve
O Shut off control air supply
O Engage turning gear
O Stop lubricating oil supply
O Shut down hydraulic power supply
Data
�
Ref. Description Value Unit

T45-45 Pressure Adjustment Table
- Accumulator temperature t°C:
T45-45 0° C 89 bar
T45-45 10° C 92 bar
T45-45 20° C 95 bar
T45-45 30° C 98 bar
T45-45 40° C 101 bar
T45-45 50° C 105 bar
T45-45 60° C 108 bar
T45-45 70° C 111 bar
T45-45 80° C 114 bar
T45-45 90° C 118 bar
T45-45 100° C 121 bar
- Filling pressure must be as stated above
- Check pressure within ± 5 bar.
T45-48 Nut, flange to gas block 50 Nm
T45-63 Hexagon head screw tightening torque 20 Nm
2018-08-15 - en
4565-0550-0014
Work Card
1 (2)
4565-0550-0014 MAN Energy Solutions
The task-specific tools used in this procedure are shown on the plates at the end
of this chapter or in the chapters indicated by the first two digits in the plate num-
Accumulator, Data
ber, e.g. 2570-0010 refers to chapter 25, Bearings.
Tools
�
Plate Item No. Description

4570-0540 - Test equipment for accumulators
4570-0550 Accumulator tools
7670-0200 - Torque spanners
2018-08-15 - en
4565-0550-0014
Work Card
2 (2)
MAN Energy Solutions 4565-0550-0028
Data
Safety Precautions
For detailed sketch see l Stop the Engine
0545-0100 l Shut off starting air supply - At starting air receiver
l Block the main starting valve
l Shut off starting air distributor/distributing system supply
l Shut off control air supply
l Engage turning gear
l Stop lubricating oil supply
l Shut down hydraulic power supply
Data
T45-38 Flange with accumulators, weight 200 kg
T45-42 Accumulator weight, 4 / 10 litre 30 / 60 kg
T45-43 136 bar at
N2 Charging pressure
20°
- Accumulator temperature t °C
- Check pressure within ±5 bar
- Filling pressure must be as stated above
T45-45 Pressure Adjustment Table
- 0° C 124 bar
- 10° C 130 bar
- 20° C 136 bar
- 30° C 142 bar
- 40° C 148 bar
- 50° C 154 bar
- 60° C 160 bar
- 70° C 166 bar
- 80° C 172 bar
2019-04-24 - en
- 90° C 178 bar

- 100° C 185 bar
T45-46 Assembly off-set 4-litre accumulator 9 mm
T45-47 Assembly off-set 10-litre accumulator 10 mm
Accumulator
T45-48 Screw, flange to accumulator 100 Nm

T45-49 Screw, flange to HCU. 3 step tightening 130 Nm
Work Card
T45-53 Accumulator 0.75 litre, tightening torque 235 Nm

T45-82 Screw, flange to hydraulic power supply 100 Nm
unit accumulator
4565-0550-0028 1 (2)
4565-0550-0028 MAN Energy Solutions

Data
T45-83 Screw, flange to hydraulic power supply 34/56/85/158 Nm

unit (M10/M12/M14/M16)
The task-specific tools used in this procedure are shown on the plates at the
end of this chapter or in the chapters indicated by the first two digits in the
plate number, e.g. 2570-0010 refers to chapter 25, Bearings.
Tools
Plate No. Item No. Description
4570-0540 - Test equipment for accumulators
4570-0550 - Tools for accumulator
7670-0200 - Torque spanners
7670-0300 - Lifting tools, etc
7670-0410 066 Slide caliper
1470-1400 276 Lifting attachment
2019-04-24 - en
Accumulator
Work Card
2 (2) 4565-0550-0028
1) Adjust date and utc time to: 2020‐10‐20 15:22
2) Export all ACU 3 alarm event
3) Estimated Engine load on MOP 58%, PMI 83%, is that ok?
Needs or how to make a correction?
4) Balance Pmax cyl.1 by +2 bar
5) HFO: LCV 39MJ, Dens. 997, Fuel oil inlet temp 137C, 2,8% S
6) Adjust Pi H.L. cyl.1by ‐ 0,2 bar, MPi 13
7) Special running Condition: Cut cyl. 1 out with exh.valve Operation
8) Adj. Pcomp cyl. 2 by ‐3bar, Scav. air 2,8 bar
9) Reduce load of cyl. 1 by 50% during running in procedure
10) Special running condition: Cut out cyl. 1 with Exh. Valve in close position.
11) Export all HCU events ccu1
12) How to check/test of control signal to cyl. 1 lubricator?
13) Fuel Oil Pres Booster sensor Cyl. 2 has been changed then?
14) Level sensor of lubricator cyl. 1 is broken, no spare to change, then?
15) False Alarm from AUX Blower no. 1, then?
16) HPS Engine driven pump no. 1 or ist sensor has been changed, then?
17) Export Parameter Checksum.
18) Encoder B has replaced and aligned, then?
19) RPM 83,8 but request 83,5 RPM
20) Check Liner Oil quills cyl. 1 is working?
21) FIVA cyl. 1 has been in safe position, how to reactivate the FIVA?
22) Make pre‐lubrication of engine for using turning gear.
23) Make Manual log of cyl 1 HCU event
24) Adjust HPS set point to 211bar
25) Test HPS Valve 310

ME-C Standard Operation

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PrimeServ Academy Rio de Janeiro

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Welcome and safety briefing Fuel oil pressure booster

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S% in fuel: outside ECA 2020: 0,5%; inside of ECA 2015: 0,10%

Tier III compliance for MAN two – stroke engines

EGR SCR SCR

1991 Start of intelligent engine project

 Controle eletrônico totalmente integrado

 Chain drive  Regulating shaft

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Fuel Injection and exhaust Valve Actuation (FIVA)

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As controladoras (MPC) são fisicamente idênticas.

For all MPC’s;

Service channel is only used by MAN-ES service personnel.

Sinais de LED podem ser emitidos tanto constantes ou flashing

A MPC envia um mensagem condificada através de LED que

Battery for internal clock

DIP switches for

Reset push Sand filled fuses

Power plug Network cables

DIP switches for

I/O channels for DIP switches for internal

Como a MPC-10 tem os componentes eletrônicos

 RPM pré-definida para a partida

 Modifica o set point para operar fora da faixa critica.

 index pre-definido para a partida

 Um index permitido no caso de alguma válvula de

Os sopradores são ligados um a um, para prevenir

As bombas hidráulicas de acionamento elétrico, Sao

FIVA : Fuel Injection, Valve Actuation

Marine approved PC’s with embedded Windows software.

MAN - ES supplied Nabtesco supplied

Connection to CCU Pilot air valve

Starting air valve

Existem 2 encoders reduntantes no tacho system:

MMB = Marker Master B

TDC 1 System A (powered from ECU A)

Pos 0-44 45-89 90-134 135-179 180-224 225-269 270-314 315-359

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Ao completar este módulo, o participante …

“Chief Max Speed”

“Reset” similar ao resetar

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PrimeServ Academy Rio de Janeiro