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ME Engine Description

Please note that engines built by our licensees are Frame Box
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local The frame box is of welded design. On the exhaust
standards may be applied; however, all spare parts side, it is provided with relief valves for each cylin-
are interchangeable with MAN Diesel & Turbo de- der while, on the manoeuvring side, it is provided
signed parts. with a large hinged door for each cylinder. The
crosshead guides are welded on to the frame box.
Some components may differ from MAN Diesel &
Turbo’s design because of local production facili- The frame box is bolted to the bedplate. The bed-
ties or the application of local standard compo- plate, frame box and cylinder frame are tightened
nents. together by stay bolts.

In the following, reference is made to the item

numbers specified in the ‘Extent of Delivery’ (EoD) Cylinder Frame and Stuffing Box
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’. The cylinder frame is cast and provided with ac-
cess covers for cleaning the scavenge air space,
if required, and for inspection of scavenge ports
Bedplate and Main Bearing and piston rings from the manoeuvring side. To-
gether with the cylinder liner it forms the scavenge
The bedplate is made with the thrust bearing in air space.
the aft end of the engine. The bedplate consists
of high, welded, longitudinal girders and welded The cylinder frame is fitted with pipes for the pis-
cross girders with cast steel bearing supports. ton cooling oil inlet. The scavenge air receiver, tur-
bocharger, air cooler box and gallery brackets are
For fitting to the engine seating in the ship, long, located on the cylinder frame. At the bottom of the
elastic holdingdown bolts, and hydraulic tighten- cylinder frame there is a piston rod stuffing box,
ing tools are used. provided with sealing rings for scavenge air, and
with oil scraper rings which prevent crankcase oil
The bedplate is made without taper for engines from coming up into the scavenge air space.
mounted on epoxy chocks.
Drains from the scavenge air space and the piston
The oil pan, which is made of steel plate and is rod stuffing box are located at the bottom of the
welded to the bedplate, collects the return oil from cylinder frame.
the forced lubricating and cooling oil system. The
oil outlets from the oil pan are vertical as standard
and provided with gratings. Cylinder Liner

The main bearings consist of thin walled steel The cylinder liner is made of alloyed cast iron
shells lined with white metal. The main bearing and is suspended in the cylinder frame with a
bottom shell can be rotated out and in by means lowsituated flange. The top of the cylinder liner
of special tools in combination with hydraulic tools is fitted with a cooling jacket. The cylinder liner
for lifting the crankshaft. The shells are kept in po- has scavenge ports and drilled holes for cylinder
sition by a bearing cap. lubrication.

Cylinder liners prepared for installation of temper-

ature sensors is basic execution on engines type
90 and K80ME-C9 while an option on all other
engines.

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Cylinder Cover Engines with 9 cylinders or more will be specified

with the 360º degree type thrust bearing, while
The cylinder cover is of forged steel, made in one the 240º degree type is used in all other engines.
piece, and has bores for cooling water. It has a MAN Diesel & Turbo’s flexible thrust cam design
central bore for the exhaust valve, and bores for is used for the thrust collar on a range of engine
the fuel valves, a starting valve and an indicator types.
valve.
The thrust shaft is an integrated part of the crank-
The cylinder cover is attached to the cylinder shaft and it is lubricated by the engine’s lubricat-
frame with studs and nuts tightened with hydraulic ing oil system.
jacks.

Stepup Gear
Crankshaft
In case of mechanically, engine driven Hydraulic
The crankshaft is of the semibuilt type, made Power Supply, the main hydraulic oil pumps are
from forged or cast steel throws. For engines with driven from the crankshaft via a stepup gear. The
9 cylinders or more, the crankshaft is supplied in stepup gear is lubricated from the main engine
two parts. system.

At the aft end, the crankshaft is provided with the

collar for the thrust bearing, a flange for fitting the Turning Gear and Turning Wheel
gear wheel for the stepup gear to the hydraulic
power supply unit if fitted on the engine, and the The turning wheel is fitted to the thrust shaft, and
flange for the turning wheel and for the coupling it is driven by a pinion on the terminal shaft of the
bolts to an intermediate shaft. turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor
At the front end, the crankshaft is fitted with the with builtin brake.
collar for the axial vibration damper and a flange
for the fitting of a tuning wheel. The flange can A blocking device prevents the main engine from
also be used for a Power Take Off, if so desired. starting when the turning gear is engaged. En-
gagement and disengagement of the turning gear
Coupling bolts and nuts for joining the crankshaft is effected manually by an axial movement of the
together with the intermediate shaft are not nor- pinion.
mally supplied.
The control device for the turning gear, consisting
of starter and manual control box, is included in
Thrust Bearing the basic design.

The propeller thrust is transferred through the

thrust collar, the segments, and the bedplate, to Axial Vibration Damper
the end chocks and engine seating, and thus to
the ship’s hull. The engine is fitted with an axial vibration damper,
mounted on the fore end of the crankshaft. The
The thrust bearing is located in the aft end of the damper consists of a piston and a splittype hous-
engine. The thrust bearing is of the B&WMichell ing located forward of the foremost main bearing.
type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments The piston is made as an integrated collar on the
of steel lined with white metal. main crank journal, and the housing is fixed to the
main bearing support.

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For functional check of the vibration damper a The uppermost piston ring is of the CPR type
mechanical guide is fitted, while an electronic vi- (Controlled Pressure Relief), whereas the other two
bration monitor can be supplied as an option. or three piston rings are of the CPR type or have
an oblique cut. Depending on the engine type, the
An axial vibration monitor with indication for con- uppermost piston ring is higher than the others.
dition check of the axial vibration damper and All rings are alu-coated on the outer surface for
terminals for alarm and slow down is required for running-in.
engines Mk 9 and higher.
The piston skirt is made of cast iron with a bronze
band or Mo coating.
Tuning Wheel / Torsional Vibration Damper

A tuning wheel or torsional vibration damper may Piston Rod

have to be ordered separately, depending on the
final torsional vibration calculations. The piston rod is of forged steel and is surface-
hardened on the running surface for the stuffing
box. The piston rod is connected to the crosshead
Connecting Rod with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
The connecting rod is made of forged or cast the inlet and outlet for cooling oil.
steel and provided with bearing caps for the
crosshead and crankpin bearings.
Crosshead
The crosshead and crankpin bearing caps are
secured to the connecting rod with studs and nuts The crosshead is of forged steel and is provided
tightened by means of hydraulic jacks. with cast steel guide shoes with white metal on
the running surface.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal. The guide shoe is of the low friction type and
The crosshead bearing cap is in one piece, with crosshead bearings of the wide pad design.
an angular cutout for the piston rod.
The telescopic pipe for oil inlet and the pipe for oil
The crankpin bearing is provided with thinwalled outlet are mounted on the guide shoes.
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and con-
necting rod. Scavenge Air System

The air intake to the turbocharger takes place

Piston directly from the engine room through the turbo-
charger intake silencer. From the turbocharger,
The piston consists of a piston crown and piston the air is led via the charging air pipe, air cooler
skirt. The piston crown is made of heatresistant and scavenge air receiver to the scavenge ports
steel. A piston cleaning ring located in the very of the cylinder liners, see Chapter 14. The scav-
top of the cylinder liner scrapes off excessive ash enge air receiver is of the D-shape design.
and carbon formations on the piston topland.

The piston has three or four ring grooves which

are hardchrome plated on both the upper and
lower surfaces of the grooves. Three or four piston
rings are fitted depending on the engine type.

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Scavenge Air Cooler The exhaust gas receiver and exhaust pipes are
provided with insulation, covered by galvanised
For each turbocharger a scavenge air cooler of steel plating.
the mono-block type is fitted.
A protective grating is installed between the ex-
The scavenge air cooler is most commonly cooled haust gas receiver and the turbocharger.
by freshwater from a central cooling system. Alter-
natively, it can be cooled by seawater from either
a seawater cooling system or a combined cooling Exhaust Turbocharger
system with separate seawater and freshwater
pumps. The working pressure is up to 4.5 bar. The engines can be fitted with either MAN, ABB
or MHI turbochargers. As an option on dot 4 and
The scavenge air cooler is so designed that the 2 engines only, MAN TCA turbochargers can be
difference between the scavenge air temperature delivered with variable nozzle technology that
and the water inlet temperature at specified MCR reduces the fuel consumption at part load by con-
can be kept at about 12 °C. trolling the scavenge air pressure.

The turbocharger selection is described in Chap-

Auxiliary Blower ter 3, and the exhaust gas system in Chapter 15.

The engine is provided with electricallydriven

scavenge air blowers integrated in the scavenge Reversing
air cooler. The suction side of the blowers is con-
nected to the scavenge air space after the air Reversing of the engine is performed electronical-
cooler. ly and controlled by the Engine Control System,
by changing the timing of the fuel injection, the
Between the air cooler and the scavenge air re- exhaust valve activation and the starting valves.
ceiver, nonreturn valves are fitted which auto-
matically close when the auxiliary blowers supply
the air. 2nd Order Moment Compensators

The auxiliary blowers will start operating con- The 2nd order moment compensators are in gen-
secutively before the engine is started in order to eral relevant only for 4, 5 or 6-cylinder engines,
ensure sufficient scavenge air pressure to obtain a and can be mounted either on the aft end or on
safe start. both fore and aft end of the engine.

Further information is given in Chapter 14. The aft-end compensator consists of balance
weights driven by chain. The fore-end compensa-
tor consists of balance weights driven from the
Exhaust Gas System fore end of the crankshaft.

From the exhaust valves, exhaust gas is led to The 2nd order moment compensators as well as
the exhaust gas receiver where the fluctuating the basic design and options are described in
pressure from the individual cylinders is equal- Section 17.02.
ised, and the total volume of gas is led to the
turbocharger(s). After the turbocharger(s), the gas
is led to the external exhaust pipe system.

Compensators are fitted between the exhaust

valves and the receiver, and between the receiver
and the turbocharger(s).

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The Hydraulic Power Supply The fuel oil highpressure pipes are of the double-
wall type with built-in conical support. The pipes
The Hydraulic Power Supply (HPS) filters and are insulated but not heated. On engines type 95-
pressurises the lube oil for use in the hydraulic 90 and G80ME-C9, a ‘fuel oil leakage’ system for
system. The HPS consists of either mechanically each cylinder detects fuel oil leakages and imme-
driven (by the engine) main pumps with electrically diately stops the injection on the actual cylinder.
driven start-up pumps or electrically driven com-
bined main and start-up pumps. The hydraulic Further information is given in Section 7.01.
pressure is 300 bar.

The mechanically driven HPS is engine driven and Fuel Valves and Starting Air Valve
mounted aft for engines with chain drive aft (8 cyl-
inders or less), and at the middle for engines with The cylinder cover is equipped with two or three
chain drive located in the middle (9 cylinders or fuel valves, starting air valve, and indicator cock.
more). An electrically driven HPS is usually mount-
ed aft on the engine. The opening of the fuel valves is controlled by
the high pressure fuel oil created by the fuel oil
A combined HPS, mechanically driven with elec- pressure booster, and the valves are closed by a
trically driven start-up/back-up pumps with back- spring.
up capacity, is available as an option.
An automatic vent slide allows circulation of fuel
oil through the valve and high pressure pipes
Hydraulic Cylinder Unit when the engine is stopped. The vent slide also
prevents the compression chamber from being
The hydraulic cylinder unit (HCU), one per cylin- filled up with fuel oil in the event that the valve
der, consists of a base plate on which a distributor spindle sticks. Oil from the vent slide and other
block is mounted. The distributor block is fitted drains is led away in a closed system.
with one or more accumulators to ensure that the
necessary hydraulic oil peak flow is available dur- Supply of starting air is provided by one solenoid
ing the fuel injection sequence. valve per cylinder, controlled by the CCUs of the
Engine Control System.
The distributor block serves as a mechanical sup-
port for the hydraulically activated fuel pressure The starting valve is opened by control air, timed
booster and the hydraulically activated exhaust by the Engine Control System, and is closed by a
valve actuator. Single-wall piping has been intro- spring.
duced with the 300 bar hydraulic systems.
Slow turning before starting is a program incorpo-
rated in the basic Engine Control System.
Fuel Oil Pressure Booster and
Fuel Oil High Pressure Pipes The starting air system is described in detail in
Section 13.01.
The engine is provided with one hydraulically acti-
vated fuel oil pressure booster for each cylinder.
Exhaust Valve
Fuel injection is activated by a multi-way valve
(FIVA), which is electronically controlled by the The exhaust valve consists of the valve housing
Cylinder Control Unit (CCU) of the Engine Control and the valve spindle. The valve housing is of the
System. un-cooled Millenium type and made of cast iron.
The housing is provided with a water cooled bot-
tom piece of steel with a flame hardened seat of
the Wide-seat design.

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The exhaust valve spindle is a DuraSpindle, the Gallery Arrangement

housing provided with a spindle guide.
The engine is provided with gallery brackets,
The exhaust valve is tightened to the cylinder stanchions, railings and platforms (exclusive of
cover with studs and nuts. The exhaust valve is ladders). The brackets are placed at such a height
opened hydraulically by the electronic valve acti- as to provide the best possible overhauling and
vation system and is closed by an air spring. inspection conditions.

The exhaust valve is of the low-force design and Some main pipes of the engine are suspended
the operation of the exhaust valve controlled by from the gallery brackets, and the topmost gallery
the FIVA valve, which also activates the fuel injec- platform on the manoeuvring side is provided with
tion. overhauling holes for the pistons.

In operation, the valve spindle slowly rotates, The engine is prepared for top bracings on the ex-
driven by the exhaust gas acting on a vane wheel haust side, or on the manoeuvring side.
fixed to the spindle.

Sealing of the exhaust valve spindle guide is pro- Piping Arrangements

vided by means of Controlled Oil Level (COL), an
oil bath in the bottom of the air cylinder, above the The engine is delivered with piping arrangements
sealing ring. This oil bath lubricates the exhaust for:
valve spindle guide and sealing ring as well.
• Fuel oil
• Heating of fuel oil
Indicator Cock • Lubricating oil, piston cooling oil, hydraulic oil
• Cylinder lubricating oil
The engine is fitted with an indicator cock to • Cooling water to scavenge air cooler
which the PMI pressure transducer is connected. • Jacket and turbocharger cooling water
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
MAN B&W Alpha Cylinder Lubrication • Starting air
• Control air
The electronically controlled MAN B&W Alpha • Oil mist detector (required only for Visatron VN
cylinder lubrication system is applied to the ME 215/93, make Schaller Automation)
engines, and controlled by the ME Engine Control • Various drain pipes.
System.
All piping arrangements are made of steel piping,
The main advantages of the MAN B&W Alpha cyl- except the control air and steam heating of fuel
inder lubrication system, compared with the con- pipes, which are made of copper.
ventional mechanical lubricator, are:
The pipes are provided with sockets for local
• Improved injection timing instruments, alarm and safety equipment and,
• Increased dosage flexibility furthermore, with a number of sockets for supple-
• Constant injection pressure mentary signal equipment. Chapter 18 deals with
• Improved oil distribution in the cylinder liner the instrumentation.
• Possibility for prelubrication before starting.

The ME/Alpha Lubricator is replaced by the Alpha

Lubricator Mk 2 on some engines.

More details about the cylinder lubrication system

can be found in Chapter 9.

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