6 Peter Nerenst Experience Share

Service experience.
Greece Owners 2016-12-07

2016
MAN Diesel & Turbo

„Engineering the Future – since 1758.“
MAN DIESEL & TURBO .
Peter Nerenst. Operation MDT-CPH
MAN Diesel & Turbo PXN LEO  < 1 >

Cold Corrosion
Measures
Jacket Cooling Rating Dependent Load Dependent Cylinder

Bypass Basic Cylinder Liner Liner Cooling Water System
Alpha Lubricator High BN Oil

Mk. II Cylinder Oils distribution

Cold Corrosion
Service experience
Design Implementation Product Maturing Service Experience
Load Dependent Cylinder Liner Cooling
Jacket Cooling Bypass Basic
Design Implementation Conclusion:

Product Maturing Service Experience
Rating Dependent Cylinder Liner

Cold Corrosion is Solved
Alpha Lubricator Mk. II
Oil distribution
High BN Cylinder Oils

Piston Ring Development
Three decades of piston ring design
1st ring CPR
2nd ring CPR
3rd ring Gas-tight
4th ring
4 oblique-cut rings 4 CRP rings 3 CRP/gas-tight rings

Pmax 120 bar Pmax 140 bar Pmax 185 bar
Timeline

Introduction of 3-ring packs
S70ME-C8.2 G70ME-C9.2

Service experience
G70ME-C9.2 – 11,567 hours
G70ME-C9.2 – 12,302 hours

G95ME-C9.5 Scuffing Incident
0-500Hrs  500-1000Hrs  Active scuffing

Resulting contact marks
Old PC-ring New PC-ring
Polished area at first “bulb”.

Liner deformation

DCM (Deformation Compensated machining)
DCM made for lines already

manufactured or retrofit

Cooling Jacket
New Design Original design
210mm

PC-Ring
New PC-ring introduced for improved scraping effect
Original New

11G95ME-C9.5, scuffing
First 3 x 8G95ME-C9.5  Later 11G95ME-C9.5 were delivered with
high second and third ring.
 Plan for latest action on above ring Constellation:

 Initial G95ME-C 9.5.  Additional CL grooves in top and second ring.
 Nice cylinder condition with above  Now Top 4 CLG, Second 2 CLG ,Lower 0 CLG.
piston ring con figuration.  Shift to earlier piston ring configuration,ie two lower rings.
MAN Diesel & Turbo PXN LEO  2016-09-23 < 13 >
Countermeasure
 Decreased inner diameter of the PC ring

 Introduction of full cermet coated piston ring packages
 LCD updating (also in function during load-up program)
 DCM (Dimension compensated machining) as to eliminate the
”thermal bulge”
 Introduction of 1 high 2 low piston rings (same as 8G95ME9.5
(Technomar)
 Introduction of long cooling jacket as to eliminate the bulge.
 Higher PC-ring
 Shorter cylinder liner (air flow vs particles)
 Additional CL grooves top and second piston ring. Equalizing of
pressure-drop across the ring packages.

Ultra low sulphur
Operation
Use of Low Sulfur fuel

reduce the corrosive
impact, and give risk of
liner polish

Ultra low sulphur
Operation
High sulphur fuel (above 4%)

Medium sulphur fuel
Liner wear rate [mm/1000h]

Low sulphur fuel (below 2%)
Oil starvation
Scuffing
Danger area!
0.15
0.07
0.01 Feed rate
Min.feed rate
Max.feedrate
Basic setting

Cylinder Lubrication
ACOM - Automated Cylinder Oil Mixing
Key points:
HIGH LOW  always optimal dosage

BN BN  always optimal BN (stepless mixing)
 mixing of two approved oils
 correct viscosity
 optimal detergency
 quick change (in/out of SECA)
ACOM
mixing unit

Cylinder Lubrication
ACOM - automated cylinder oil mixing
Storage tank Storage tank

low BN high BN
ACOM unit

Cracked EXH valve housing G95ME-
C9.5

G95 Exhaust Valve Housing
Exh. side – casting directors top
To reduce the stress, flange is changed from 2 bolts, to 4 bolts and round
standard flange.
New round flange have been moved down and towards center
Old New
51.5 mm 5 mm

Cavitation in Hyd system for EXH valve

Cavitation near grooves on the EXH
actuator top cover.

10L TSP Accumulators
 10 failures reported
 Warning letter issued immediately
 Root cause: too sharp thread root
Cross section of the lower shell
Initiation point Crack

TSP Accumulators
Correction actions
 Design correction by TSP
 FEM validation by MDT
 MDT assistance during testing
 MDT supports QA/QC of production
 All 4856 pcs TSP 10L accumulators

are being exchanged

Damage to hyd accumulator due to
running with too low pressure
Check pressure and recharge every 2000 hrs.

New features in ME-ECS
LDCL Integration
 Temporary PComp increase during acceleration.
 Improved start performance
Support for Chinese language
 Integration of Auto Tuning in ECT
 HPS Observer control.
 RPM limiter for cylinder reactivation.
 Screen for Insulation and Noise Pulse Counter.
 Alpha Lubricator MKII
 ME Interface for ME-GI
 Option for SG with Speed Dependent Output Power
 EGR interface
 WHR2
 Support for both fuel leakage and relief disk
 Close position change alarm with Fuel cut out
 Alarm for combined start-up pumps in MASTER-Backup mode.
 Optimised repeated start at crash astern

CW compared to MBD FIVA Valve.
MAN Diesel & Turbo PXN LEO 2007-01-03

 < 27 >
FIVA Untimed injection due to particle
in FIVA control valve

Dirt particle caught in FIVA proportional
valve.

FIVA / ELFI Last chance filter.
In Development, Service test in progress
Purpose:
• To protect FIVA/ELFI pilot valve from
seizure due to foreign particles.
Specification:
• Installed throughout engine life time
• Filter mesh 80 Micron
Status:
• 250 hours test rig completed
• 6 month service completed:
Magleby Maersk, 8S80ME9.2 TII,
Merete Maersk, 7S80ME9.2 TII,
Maersk Mc-Kinney Møller, 8S80ME9.2
Will be introduced spring 2017 pending

positive service test results.

Service experince FIVA control valve Parker
type 32800 hrs operation. Leak rate 0,46l/min
which is normal and OK

Evaluation of wear of FIVA proportional
valves during engine running.

EC MOP – Sticky Touch Issue
Issue:
 Touch pointer sticks
Root cause:
 Failure of glass plate separation
Corrective actions:
 Improved bonding
 Preassembly tests
Verification:
 0.5 % to 1.4 % failure rates after corrective actions

MPC/MPC10

 Malfunktion of MPC Channel 70 ,FIVA control ,due to MPC
komponent fail.

MPC/MPC10
Case story
 Problem:
Increased failure rates from one MPC/MPC10
manufacturer
Data collection:
Investigations and auditing
 Root cause:
Fluxing and soldering processes affected
 Corrective actions:
Temporary production stop. Changes in production
process and QA/QC
 Verification:
> 4000 units produced – return rate ~ 1%

MPC/MPC10
Emphasis on QA/QC systems implementation
IPC J-STD-001
Production
Requirements

ME-V
Variable exhaust valve timing for 50 ME-B
Hydraulic push rod…

...extended by adding hydraulic oil
Timing unit
pmax and pcomp
New short cam
20 30 40 50 60 70 80 90 100
Previous cam Load [%]

ME-V
Deaeration problem during load up
ME-V activated ▼
Pcomp
Incorrect
Correct
Pcomp/Pscav
Pmax

ME-V
G/S50ME-B9.3 - improved design of ME-V timing piston
Oil supply groove Previous version New version

ME-V Inductive sensor
ME-B dot 3
• Previous two approved makers of timing unit

sensors – Pepperl & Fuchs / Contrinex
• 661 ME-V engines in service ~ 3900 sensors
• Used for Alpha Lube since year 2000 ~ 100000
sensors
• Pepperl & Fuchs has been preferred by
licensee due to price.
Pepperl & Fuchs Contrinex
Timing unit sensor

Introduction to the ME-V system
ME-B dot 3
ME-V Versions
Different versions – different problems – different solutions
Mk. 1 Mk. 2 Mk. 3

High pressure peaks from closing of fuel
injection affecting H.P piping 50ME-B

Mk.3 HP pipes
ME-B dot 3
 Increased dimension of pipes

 Mounting tools specified

ELFI Integrator saturation alarms
Parker control valves of analogue type
Problem description:
 ELFI integrator saturation alarm
 No influence on engine running
Root cause:
 Temperature sensitivity of control valve electronics.
 Mechanical wear of pilot piston.
Corrective action:
New engines:
 Valve electronics design changed (digital
electronics)
In service engines:
Replace if mechanical severe worn Recalibration if
thermal drift.

Inductive sensors
Fuel booster and exhaust valve position
• Claim rates are relatively low

(<1.5%)
• Our work continue to reduce to

target of 0.5 % or better.
• Sensor specification “tightened”

with more strict reliability,
environmental and dynamic
characteristics demands.
• More strict approval procedure.

Main Bearing damaged due to dirt

Saved by Main bearing temp alarm

Main bearing damaged.
Solution Blended edge installed.

Main Bearings Blended Edge.
The Blended Edge ”BE”, schematically and the specification at drawing.
The width of the ”BE” the distance from C

to B at the drawing, are individual for the
different engine /bearing size.

Performance of DLF
Dynamic Limiter Funktion.
[Optional] subtitle,
referent and location, date

Effect of Dynamic Engine Tuning.
Dynamic Limiter Funktion.
Time for Passing barred speed range improved
from 100 s to 20 sec

Torque Limiter in the Diagram
DLF allows higher temporary load
Standard For ECS cer 1312-5.

Experince with latest propeller light
running margin on G type engines

Propeller Trailing edge cutting.

Tier III Technologies for Two-Stroke Engines
using Oil and Gas
North Sea
English Channel Baltic Sea
Spain
Japan
North America
US Caribbean
Singapore
Adopted NOx ECA

Australia
Future NOx ECA?
NOx reduction with SCR NOx prevention with EGR
SOx Exhaust Gas Scrubber
Selective Catalyst Reduction Exhaust Gas Recirculation April 2014
MAN Diesel & Turbo OG-LS 3339446.2014.05.07
PXN LEO  < 56 >
EGR plant overview
Name Type EGR Fuel EGR Trade pattern

configuratio run hrs.
n
Maersk 6S80ME-C Cut out HFO 3500 Asia↔W. Africa
Cardiff Mk. 9.2 TIII 2 MET T/Cs 1 - 3,5%
Pegasus 6S70ME-C Cut out MDO 80 San Francisco ↔
Voyager Mk. 9.2 TIII 2 MET T/Cs S≤0,1% L.A. ↔ PAL.
Polaris 6S70ME-C Cut out MDO 120 San Francisco ↔
Voyager Mk. 9.2 TIII 2 MET T/Cs S≤0,1% L.A. ↔ PAL.
Key 6S60ME-C By-pass HFO 215 World Wide
Pacifico Mk. 8.2 TIII 1 MET T/C 1 - 3,5%

EGR on high Sulphur HFO
cylinder condition
 Scrape down indicate some small
CLO penalty, but within control by
lubrication adjustment and air/gas
quality

EGR on High Sulphur HFO
Dirt Build-up
EGR “Dirt” build up in EGR Suction Chamber, Pipes and EGR Mixing Chamber
The “dirt” is insoluble and has to be scraped out manually.
“Dirt” amount is fuel related: HFO ≈> 1.2 kg/hr Distillates ≈> 0.1 kg/hr (irrespective of
load)

EGR on Low Sulphur Fuel
Internals after 120 EGR Running Hours
Significant difference from what is

seen when operating on HFO.

Santa Vista
SCR Service Experience
Issues identified 2011-2013

Boiler clogging when
running on HFO with
 Ammonia slip from SCR reactor gave high NH3 slip
deposits on downstream boiler. Boiler  Rapid buildup of ABS
could not operate with SCR engaged
 Reduce ABS formation by minimizing
ammonia slip
 Corrosion of SCR line during Tier II Boiler issues solved by

operation due to exhaust gas leaks into Reducing ammonia slip
cold SCR system. (improved reactor design)
 Venting of SCR line in Tier II mode
2015
 Tight Valve design Boiler operating well
 Heating during short time • 1000h operation with
disengagement HFO
• 1000h operation with
LSFO

Yara Kara inside SCR Reactor
Inspection
 Very recently, Yara Kara was

visited for the first time since
delivery from shipyard
 All inspections indicate
healthy condition

MAN B&W is Leading Tier III Technologist
SCR is proven in service.

Further development with licensees.
EGR is proven in service.

Will be developed to cater for different scenarios:
 EGR for heavy fuel for Tier III compliance and for Tier II
compliance with fuel saving potential
 EGR for max 0.5 % sulphur
 EGR for max 0.1 % sulphur
EGR and SCR is commercially available now.
MAN Diesel & Turbo OG-LS 3339448.2014.05.07

PXN LEO  < 63 >
MAN B&W Low Speed Dual Fuel Engines
Reference List (Ordered)
No. of
Type Mk.
engines
5 S 90 ME-C-GI 10.5
118 G 70 ME-C-GI 9.5 , 9.2
5 L 70 ME-C-GI 8.2
Methane
4 S 70 ME-C-GI 8.2, 7
10 S 50 ME-B-GI / ME-C-GI 9.5, 8.5, 8.2
2 G 45 ME-C-GI 9.5
6 G 50 ME-B-LGI 9.5
Methanol
3 S 50 ME-B-LGI 9.3
5 G 60 ME-C-GIE 9.5
Ethane
3 G 50 ME-C-GIE 9.5
Total dual fuel engines including options: 161 engines
Total power main engine: 2.9 GW
Total dual fuel engines in service: 6 engines

ME-GI - Service Experience
Operation Hours on Dual Fuel – In Service
Isla Bella
World's First LNG Containership
2 x 8L70ME-GI
Engine builder: Doosan
Yard: General Dynamics NASSCO
Owner: Tote Inc.
Ship type: Container
Capacity/cargo: 3,100 teu
Class: ABS
Milestones
2012, December: Order signed 2015, November: First vessel in service

2014, June: FAT accepted 2016, January: Successful LNG bunkering
2015, July: Mooring trial in diesel mode Running hours HFO/DO: > 4000
2015; August: Sea trial on MDO Hereof running hours LNG: > 1800
2015, October: Official sea trial

M/V Creole Spirit

Worlds First ME-GI LNG Carrier
2 x 5G70ME-GI
Engine builder: HHI-EMD
Yard: DSME
Owner: Teekay LNG Partners
Ship type: LNG tanker
Capacity/cargo: 173,400 cbm
Class: ABS
2012, December: Order signedMilestones

2015, January: FAT accepted
2015, October: Sea trial on diesel oil
2016, February: Vessel delivery
2015, December: Official gas sea trial
2016, March: Vessel in service
Running hours HFO: > 2 x 2500
Hereof running hours LNG: > 2 x
2499

Rasheeda
World's First Conversion
2 x 7S70ME-C to ME-GI
Engine builder: Doosan Yard
Retrofit yard: NKOM
Owner: Nakilat
Ship type: LNG tanker
Capacity/cargo: 266,000 cbm
Class: ABS
2013, December: Turnkey conversion contract signed

Milestones
2015, April: Ship docking and conversion
2015, May: Sea trial on HFO 2015, September: Vessel in service
2015, September: Initial gas trial performed Running hours since conversion: > 2 x 6000
2015, November: Official sea trial for both engines Hereof running hours LNG: > 2 x 480 ( Dirt in
gas system)

First succesfully seatrial on Methanol
completed Vestfall – Larsen
The ME-LGI Project

Succesfully Completed
Seatrial with
6G50ME-LGI
Operating on Methanol
Worlds First ME-LGI Methanol

Carrier
M/V LINDANGER Bergen,

ME-GI-ECS Fuel gas supply system.

Dual Fuel Injection Control
From Gov Index to injection duration and timing

ME-GI and ME-LGI Gas Technologies
The ME-GI Engine is a Diesel-Cycle Combustion Engine
Injection and combustion

stability on 4T50ME-X:
 500 consecutive cycles
analysed
 ME-GI marginally better cycle-

to-cycle stability

8L70ME-C8.2-GI-TII, Service hrs.
3685. Fuel in use Gas or Distillate
Deposit control satisfactory, wear very low

as Alu-coat still present after 3700 hrs
Liner surface
very good
Deposit control by PC-ring is

Sludge residuals in effective as deposits is not
scavenge box is at touching the liner
very low level

Lubrication System for ME-GI
Automated Cylinder Oil Switch (ACOS)

system
High Low
BN BN

ME-GI Components

ME-GI Commissioning Experience
Gas channel sensors
 New type gas channel sensors, atex approved and exchanged on

existing vessels in service.

Failure of ELGI valve.

ME-GI Development: GIV Hydraulic Leakage - Cause of Failure

ME-GI Development: GIV Hydraulic Leakage - Cause of Failure

ME-GI Development: Design Updates
Service experience
 Gas injection valve - atomiser

G70MEC-GI Service Experience:
Atomizer layout
G70

Leaking non return valve in gas block

New design Non return line in Gas
block

Sticking Non return valve in Gas block

N2 Pressure testing
New design
By drilling a hole into the

middle of the End cover it is
possible to mount a non-
return-valve for example a
minimess.
By drilling holes in the End

cover, it is possible to
connect this new hole to the
gas detection bore.
The classification of the

modification is similar to the
new accumulator in the LPG
engine, which is already
approved by CLASS

N2 Pressure testing
New design

Seals for Window valve connector piece
damaged.
 New Betech seal

Window valve
Hydraulic sealing
Control oil
 0-300 bar, heavy pulsating.
 Peak is measured 600-700 bar
 Oil SAE30
 Temperature 50-80 °C
 Max gap: 0.173mm radial
Sealing oil
 350 bar
 No peak +/- 30 bar
 Oil SAE30
 Temperature 50-80 °C
 Max gap: 0.173mm radial

GI fuel auxiliary equipment
Auxiliary equipment for GI/LGI
Gas valve train

Gas condition from
FGSS:
Pressure up to 400bar
Supercritical state
”High density and
compressible”
Leak condition:
Gas state with cold
expansion and short
term condensation

Service experience
The reason for a filter
Due to excessive particles in gas piping after installation:
- dP measurement for HP filter introduced

- Enlarge
Particles andgrinding,
from installation, strengthen
slag etc. existing HP filter Fine particles from LNG, possibly from perlite insulation, and
piston rings on cold ends or GVT seals

#7 Suction Buffer Vessel and HP pump # 1 strainer inspection
02.01.16
Mixed particles
• Suction Buffer Vessel contaminated with particles of
diverse appearances: wood, plastic, metal, dust, etc.
• Particles were seperated in magnetic and non-magnetic
• The magnetic particles were rinsed and removed from
dust and dirt. These particles are mainly in form of
machining chips, appearing with tempering colors
• Composition of cleaned particles (EDS Analysis):
 Mainly stainless steels (e.g. ASTM 304 and 216) together with
some (Al, Si, Ca,…) oxide compounds and brass alloys Mixed particles Grit blasting particles
 Oxide compounds can be originated from sand/ cement/ perlite
or of similar materials
• Grit grains from the grit blasting were also examined, there were
no other particles mixed with
 For further details see examination report no. N9551A

Magnetic particles Non - magnetic particles

Actions
Cleaning procedures
Flushing/cleaning procedures
Production specification “Pressure test and cleaning

requirements(0743759-4), applying to supply pipe
systems”, has recently been thoroughly updated by
LEP.
DUN will be issued to stress that it must be possible to

access GVT and engine gas connections for the
purpose of flushing.
For new orders spool pieces will be supplied with the

GVT.

8L70MEC-GI Service Experience
Gas Valve Train Strainer
The strainer installed in the Gas Valve

Train (GVT) are getting blocked within
short periods of gas operation
Strainer mesh size: 10µm

Actions
GVT Commisioning filter/Pre-filter
Eltronic has developed a larger GVT filter (20

micron) which can be fitted at the inlet of the
GVT.
This filter can be used during commissioning

or fitted permanently as preferred by the
customer.

GVT flange connections
Double wall pipe installation
Spool
piece
Fix
support
Actions
Specifying gas filter
Gas filter in the supply system and bunkering system will be specified.
Requirement: Requirement:
A 10 micron filter is required: Supplier of the FGSS must ensure that
- In the bunker line (“bunkering filter”) OR particles of more than 10 micron have been
- At the suction side of pump (“LP filter”) OR removed from the fuel gas at the outlet of the
- At the outlet side of vaporizer (“HP filter”) FGSS.
LNG Tank FGSS GVT
Recommendation: 20 micron safety filter

Bunkering filter, minimum in line with ‘SIGTTO
Recommendations for the Installation of Cargo
Strainers on LNG Carriers’
ASTM 20 mesh (nominal aperture of 0.84 mm).

ME-LGI Methanol - Development Milestones
TAT at MES 4S50ME-T9

LGI demonstration event
at MDT 4T50ME-X
Test at MES 4S50ME-T9
Sea trial MNS Taranaki Sun

Test at MDT 4T50ME-X Test at HHI 6G50ME-B9.3
Test at MES 7S50ME-B9.3
Sea trial HMD Lindanger
Celebration at MES
Sea trial HMD Mari Jone

Sea trial HMD Leikanger
Sea trial HMD Mari Boyle
2015 2016

ME-LGI – G50 and S50 methanol engines
Service Experience
Service status: Challenges:

 4 vessels from HHI in service  Broken springs in fuel diesel
 1 out of 3 vessel from MES in fuel valves:
service currently  Broken cut-off shafts I FBIV:
 Currently approx. 400 service  Micro cracks observed in FBIV atomizers:
hours obtained
 Damage of sealing rings in FBIV
 First start up of MeOH operation
was carried out by the crew suction valves:
alone  Unstable HC sensors: Plan B
initiated
 Extensive follow-up will be  Several SW bugs
carried out  have disturbed operation:
 N2 Leaking MeOH accu-
mulators resulting in damage
of membrane

ME-LGI Methanol - Service Experience: 6G50ME-B9.3 LGI
Service experience:
 Shop test on 7 engines
 Currently 300 service hours
obtained
 FBIV works good and
hydraulic components in
good condition
 First start up of MeOH
operation was carried out by Plunger Cut-off shaft
the crew alone
 Extensive follow-up will be
carried out
Atomizer
Challenge: Countermeasure:
Broken springs in diesel fuel injectors due to Under investigation.
high forces during pilot injection when Intermediate solution is to run with
operating on methanol. specified fuel mix using the diesel
injection profile instead of pilot profile.
Failing HC sensors in cooling sealing oil unit Ensuring that oil level is not exceeding high
caused by contamination of oil due to level alarm level.
overfilling of cooling sealing oil unit.  Visual inspection will be installed in tank
 HC sensors moved to a new location
away from engine.
SW challenges observed during operation New SW version being corrected and
resulting in false alarms. introduced.
Vision
Remote services throughout engine lifecycle
Licence builder: Owner:

 online at shop test  condition monitoring
 online at sea trial  performance optimisation
 remote assistance  troubleshooting on demand
Vessel
EMS-
MOP
MDT
LICENSEE
ERCS- ECS-
MOP MOP
OWNER
ENGINE
EMS – Engine Management Services
The EMS PC – a provision for remote services
EMS
EMS-
+
MOP
PMI Auto-tuning CoCoS-EDS ME Basic
EMS MOP is also:

 enabling remote services
 high security - “hardened platform”
 plug and play interface
 a provision for remote services
MAN Diesel & Turbo PXN LEO  << 105

105 >
>
EMS
Hardened platform
Traditional anti-virus EMS hardened platform

protection
Principle ”Black” listing of ”White” listing of applications

applications and certificates
System Often (“on daily basis”) Not required

updating
System access A new unknown virus is Any program is denied access

allowed access -
Access requires white list and
certificate
System Changes to Windows No persistent change to
modification configuration allowed (also Windows configuration
by unknown virus) allowed (Windows executed
only in memory)
Recover from Update and run anti-virus. Reboot PC
virus Often: Wipe computer, re-
MAN Diesel & Turbo install. PXN LEO  < 106 >
Remote Configuration Update
Automated online ECS parameter update
Challenges:
Need for update of ECS (engine control system) configuration (parameters)
 service experience improvements

 service assistance
Customers expect timely efficient service
Solution: automated online ECS parameter update
Step 1
Delivery of update by e-mail
E-mail
Step 1
Delivery of update by e-mail
PUT – Parameter Update Tool:
Used in approximately 30 cases:

100 % positive feedback
Examples of adjustments/ problems solved:

 Cylinder Lubricator settings
 Alarms due to FIVA settings
 Black smoke issue
 Alarms from ME-V system
 Malfunction of CPC system
Step 2
Delivery by internet directly to vessels EMS
Internet
Preconditions:
 EMS system installed
 Internet connection available
Step 3
Automated online ECS parameter update
Internet
Preconditions:
 EMS system installed
 Internet connection available
 EC MOP III (being developed)
.
Cylinder Condition & Performance
On-Board Diagnostic, OBD / CoCoS
OBD combines Systems and

procedures already established ……..
Condition Monitoring.
Wear data of Liners and Relevant engine -and
Piston rings OBD-system alarm data
Engine/vessel
Performance
data
Drain Oil
MAN B&W - Flame Marine Analysis Data
…. and evaluate, and gives

Fuel oil data
expert knowledge and advice in return
On-Board Diagnostic, OBD / CoCos
OBD combine and evaluate

on-board data already
present:
• Manual measured wear-

data of piston rings and
ring-grooves
• COCOS data from engine-
and alarm system
• On-board drain oil analyses
or shore based analysis
data
• Guiding overhaul interval
MAN Diesel & Turbo PXN LEO  < 116

116 >
Follow up on engine oil system in
service
 Improved Hyd Oil cleaning method.
 Replacing the Excisting ME Bypaas filter with FINE filter
inserts
Sites
Worldwide Locations (Service Centers/Hubs)
>100 global service centers/hubs in >50 countries


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Service experience.

Greece Owners 2016-12-07

MAN Diesel & Turbo

MAN DIESEL & TURBO .

Peter Nerenst. Operation MDT-CPH

MAN Diesel & Turbo PXN LEO  < 1 >

Jacket Cooling Rating Dependent Load Dependent Cylinder

Alpha Lubricator High BN Oil

MAN Diesel & Turbo PXN LEO  < 2 >

Design Implementation Product Maturing Service Experience

Load Dependent Cylinder Liner Cooling

Design Implementation Product Maturing Service Experience

Jacket Cooling Bypass Basic

Design Implementation Conclusion:

Rating Dependent Cylinder Liner

Alpha Lubricator Mk. II

Design Implementation Product Maturing Service Experience

Design Implementation Product Maturing Service Experience

High BN Cylinder Oils

MAN Diesel & Turbo PXN LEO  < 3 >

1st ring CPR

2nd ring CPR

3rd ring Gas-tight

4 oblique-cut rings 4 CRP rings 3 CRP/gas-tight rings

MAN Diesel & Turbo PXN LEO  < 4 >

MAN Diesel & Turbo PXN LEO  < 5 >

G70ME-C9.2 – 12,302 hours

MAN Diesel & Turbo PXN LEO  < 6 >

0-500Hrs  500-1000Hrs  Active scuffing

MAN Diesel & Turbo PXN LEO  < 7 >

Old PC-ring New PC-ring

Polished area at first “bulb”.

MAN Diesel & Turbo PXN LEO  < 8 >

MAN Diesel & Turbo PXN LEO  < 9 >

DCM made for lines already

MAN Diesel & Turbo PXN LEO  < 10 >

MAN Diesel & Turbo PXN LEO  < 11 >

MAN Diesel & Turbo PXN LEO  < 12 >

 Plan for latest action on above ring Constellation:

 Decreased inner diameter of the PC ring

MAN Diesel & Turbo PXN LEO  < 14 >

Use of Low Sulfur fuel

MAN Diesel & Turbo PXN LEO  < 15 >

High sulphur fuel (above 4%)

Liner wear rate [mm/1000h]

MAN Diesel & Turbo PXN LEO  < 16 >

HIGH LOW  always optimal dosage

MAN Diesel & Turbo PXN LEO  < 17 >

Storage tank Storage tank

MAN Diesel & Turbo PXN LEO  < 18 >

MAN Diesel & Turbo PXN LEO  < 19 >

MAN Diesel & Turbo PXN LEO  < 20 >

MAN Diesel & Turbo PXN LEO  < 21 >

MAN Diesel & Turbo PXN LEO  < 22 >

 Warning letter issued immediately

 Root cause: too sharp thread root

Cross section of the lower shell

Initiation point Crack

MAN Diesel & Turbo PXN LEO  < 23 >