The First Commercial ME Engine

After a highly successful experience with

the prototype 6L60MC/ME engine,
Odfjell ASA, Norway, commissioned the
World’s first dedicated ME engine, a
7S50ME-C, from MAN B&W Diesel’s
Frederikshavn Works.

This particular engine will be installed into

a newbuilding, KF 144. It is destined to
power a chemical carrier being built by
the Kleven Florø yard, Norway. MAN
B&W Diesel are also supplying the
GenSets and Controllable Pitch Propel-
ler systems for the ship.

Unlike the prototype, this engine was

designed and built without a camshaft –
making it a truly cam-less engine. The
functions of the camshaft have now
been taken over by a fully integrated and
computer controlled electro-hydraulic
Engine Control System (ECS).

The ECS system controls the timing of

the fuel injection through close monitor-
ing of the crankshaft position via a tacho
system, which is far more accurate and
responsive than any mechanical method
of control. This results in savings in fuel
and lube oil consumption and at the
same time gives greater manoeuvring
control.

In addition to this highly efficient and con-

trollable system, other MAN B&W Diesel
innovations have also been integrated into
this electronic engine. The Alpha Lubri-
cator ACC has also been specified in
addition to the CoCoS-EDS – the very
successful engine monitoring and diag-
nostic system from MAN B&W Diesel. Fig. 1: Completed – the first commercial ME engine

The most visually different aspect of this

engine, when compared to the older
Bow Firda
Firda
designs, is the removal of the timing
chains. This change, in combination with Owner: Odfjell ASA Dimensions: kW: 10,430
the removal of the camshaft, has resulted
in weight savings. In addition to this be- Yard: Kleven Florø Length: 10.25 m kW (Cyl.): 1,490
ing a compact engine, hence the desig- Ship type: Chemical tanker Width: 4.75 m RPM: 120
nation ME-C, the removal of the chains
Build No.: KF144 Height: 9.33 m MEP: 19
also gives the opportunity to further re-
duce the overall length of the engine. Engine type: 7S50ME-C Mass: 235 tons Propeller: VBS 1560
Control: Alphatronic 2000

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What is a cam-less engine
In this engine, the camshaft functions are
replaced by an electronically controlled
set of actuators. These actuators con-
trol the Starting air valves, Start and Re-
versing sequences, Governor function,
Auxiliary blowers, Electronically Profiled
Injection (EPIC) and Exhaust valve ac-
tuation. This is done with far greater pre-
cision than camshaft-controlled engines.

The exhaust valves, as on the MC

engines, are opened hydraulically and
closed by an ‘air spring’. The actuator is
hydraulically driven by pressurised
control oil via an on/off type valve.

The Starting air distributor has now been

replaced by electronically controlled on/
off valve which, in conjunction with the
ECU and the CCU, control the Starting
air valves.

The hydraulic power is provided by the

Hydraulic Power Supply units placed at
the aft end of the engine. Fig. 2: Hydraulic power supply filtration unit

The cam-less system, being electroni-

cally controlled, is fully integrated with
other MAN B&W Diesel developments
such as more efficient fuel and lube oil
injection and the CoCoS engine diag-
• The EICUs handle the interface to
nostic platform. This control makes the
external systems.
overall optimisation of each system even
more effective and reliable. • The ECUs perform engine control
functions: engine speed, running
The ECS can fully control and optimise
modes and start sequence.
the combustion process at any load by
electronically controlling the valves ac- • The ACUs control the hydraulic
cording to the crankshaft position. power supply and auxiliary blower
pumps.
Electronic Control • The CCUs control fuel injection,
valve actuators and starting air valves.
The engine is controlled and monitored
via the ECS. This platform encompasses Reductions in the Specific Fuel Oil Con-
several integrated units: the Engine In- sumption (SFOC) are achieved at part
terface Control Units (EICU), Engine Con- load. This is due to the maximum pres-
trol Units (ECU), Auxiliary Control Units sure being maintained over a wider load
(ACU) and Cylinder Control Units (CCU). range and without overloading the engine.

Fig. 3: Cross section – the first commercial

ME engine

2
Alpha Lubricator ACC
Alpha ACC allows the cylinder oil dos-
age (g/bhph) to be controlled in such a
way that it is proportional to the amount
of sulphur (g/bhph) entering the cylinder
with the fuel.

This is achieved by making the cylinder

oil dosage proportional to the sulphur
percentage in the fuel and to the engine
load (fuel amount).

The main element of the cylinder liner

wear is of a corrosive nature, and the
amount of neutralising alkalinic compo-
nents needed in the cylinder will there-
fore be proportional to the amount of
sulphur (which generates sulphurous
acids) entering the cylinders.

A minimum cylinder oil dosage is set in

order to satisfy other requirements of a
lubricant, such as providing an adequate
oil film and detergency properties.

Fig. 4: Top of engine

Computer Controlled
Surveillance System
(CoCoS)
The CoCoS system has been specified
as the engine monitoring, diagnostic and
maintenance overview system on this
engine. It is a comprehensive collection
of MAN B&W Diesel-developed soft-
ware, which is designed to detect vari-
ous data, determined through the alarm
system as well as other sensors in order
to keep the engine working in its opti-
mum state.

The CoCoS system’s four major

programme groups consist of: the En-
gine Diagnostic System (EDS), a Main-
tenance Planning System (MPS), a Stock
Handling and Spare Parts Ordering
Fig. 5: Tacho system and hydraulic power supply system

3
 A single operator can collect and dis-
play a complete set of measurements in
less than fifteen minutes. It uses a high
performance piezo-electric pressure
transducer and an advanced crankshaft
angle trigger system for determining the
TDC of each cylinder to reliably and pre-
cisely measure cylinder pressures.

The cylinder pressure data is presented

as easy-to-interpret measurement
curves on the PC as well as in tabular
form. By calculating the max. pressure
deviation of each cylinder and comput-
ing index settings for balanced output
from all cylinders, the engine output can
be adjusted for enhanced performance.

The system automatically calculates ef-

fective power, mean indicated pressure
pi , and gives proposals for fuel pump
index adjustments.

Alphatronic 2000 Control

System
This electronic propulsion control system
for ships with CP propellers enables the
Fig. 6: Fore end of 7S50ME-C engine navigator to manoeuvre the ship from the
bridge. This can be done without con-
sideration for engine load conditions as
the system automatically enacts an over-
(SPO) facility and the Spare Parts Cata- the SPC gives the opportunity for the staff load protection. The propulsion control
logue (SPC). to display them (either in graphical or can be transferred at any time to other
textual form). control areas such as the bridge wing or
The EDS continually monitors all stored
control room panel. A separate emer-
operating parameters for the entire The aim of the system is to prevent longer
gency back-up system, as required by
lifetime of the engine, and provides a than necessary off-service repair time by
the major classification societies, main-
warning to the attendant staff if it suspects increasing the engine’s availability and
tains a pre-set engine speed and propel-
a problem is developing. If a problem is reliability, thus reducing operational
ler pitch, and is physically integrated into
likely to occur, the appropriate work can costs. Additional savings can also be
the control panel.
be scheduled through the MPS, perhaps achieved through the appropriate sched-
to coincide with other planned mainte- uling of maintenance and spare parts
nance work. The MPS normally shows ordering.
scheduled maintenance work together
with timing instructions, list of required
tools, spare parts and manpower PMI System
requirements.
The PMI system is a computerised tool
While scheduling maintenance, the SPO for evaluation cylinder pressures in MAN
system automatically checks whether the B&W Diesel engines. It consists of a hand
spare parts are available (while allowing held transducer and control unit, which
for a minimum and safety reserve), and interfaces with a PC.