Escolar Documentos
Profissional Documentos
Cultura Documentos
Service Experience
Contents
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piston. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve spindle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bottom piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valve housing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10
10
Fuel valves. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11
Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
Top bracing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
The MC Engines
Service Experience
Introduction
Power
BHP kW
x 1000
100
70
60
80
50
60
40
Number of engines
1,400
Engines ordered
total
5,043
1,300
Engines in service
total
4,164
1,200
1171 1103
1,100
1382
40
1,000
30
912
-C
0
K9 80
L
0-C
L90
30
20
S9
-C
80
900
L7
S7
872
20
776
700
657
10
600
8
427
0
L6
0-C
10
L5
S5
8
S
0-C -C
S46
S6
152
128
25
15
2
6
S2
0
98
S3
167
158
100
50
196
159
5
L3
0
S4
200
2
L4
367
300
80
S7
400
S6
539
500
0-C
15
800
15
8
C
8K9
C
0K9
C
0K8
K9
90
80
70
60
50
46
42
35
26
Engine type
50
60
70
80
100
200
250
Speed r/min
Cylinder Condition
Reliability and economy are the important
factors for the ship operators, also
when talking about cylinder condition.
Reliability is ensured by safe and
sufficiently long overhaul intervals
Economy depends on wear rates of
cylinder liners and piston rings and,
even more, on the cylinder lube oil
consumption.
We therefore carefully monitor the relationship between wear, lube oil dosages
and Time Between Overhauls (TBO) to
obtain the optimum relationship on
each engine type.
Wear rates and overhaul intervals are
closely related to the cylinder lube oil
dosages actually used. The MAN B&W
guideline feed rates are chosen so as
to be on the safe side, and are not
necessarily the optimal oil dosage, seen
from a purely economical point of view.
This dosage varies widely, depending
on the parts and manpower costs of
maintenance, overhauling opportunities
in relation to the ships schedule, the
current cylinder lube oil price, etc.
While purely economical considerations
of the cylinder lube oil cost versus the
cost of cylinder liners may favour a
certain degree of oil starvation, most
owners choose to locate their cylinder oil
feed rate at a comfortable 0.9 g/bhph.
Wear rates of piston rings and cylinder
liner, together with cylinder lube oil consumption, are shown in Figs. 3, 4 and 5.
From our database, we have extracted
data regarding cylinder liner wear for 26,
35 and 42-cm bore engines. The statistics include 455 liners, and the average
specific wear is 0.037 mm/1000h, with
an average lube oil feed rate of 0.90
g/bhph. With our average wear limit of
0.6% of the liner diameter, this corresponds to a liner lifetime of 42-60,000
hours.
The normal range of top piston ring
wear centres around 0.26 mm/1000h
4
100
100
100
90
90
80
80
80
70
70
70
60
60
60
90
Number of piston
rings measured
50
50
50
40
40
40
30
30
30
20
20
20
10
10
10
0.001
0.010
0.100
1.000 0.001
0.010
0.100
100
100
90
90
90
80
80
80
70
70
70
60
60
60
50
50
50
40
40
40
30
30
30
20
20
20
10
10
10
0.001
0.010
0.100
1.000 0.001
0.010
0.100
0.100
1.000
140
140
120
120
100
100
80
80
80
60
60
60
40
40
40
20
20
20
0
0.45
1.05
1.75
0.45
1.05
1.75
0.45
1.05
1.75
g/bhph (MCR)
Cylinder
Pressure switch
Tank
Control valve
Control box
Crankshaft position
Engine load
Load changes
Pump
station
Accumulator
Accumulator
Pressurized
Return
However, recently some K-engines, especially the K80 and K90 in the Mk 5-6
versions, have suffered from scuffing of
the piston rings, leading to high liner
wear rates. Investigations into the origin
of this problem have revealed that one
major contributory factor is carbon deposits on the piston top provoked by
high lube oil dosage in combination
with high air humidity. Together, these
factors may lead to bore polish, oil
starvation and even scuffing.
The benefit of the new system, compared with the traditional one, is that it
ensures more accurate timing, making
it possible to obtain a lower cylinder
lube oil consumption. Tests on e.g. a
12K90MC look very promising in that
the same good cylinder condition can
be obtained with a lower cylinder lube
oil consumption. Owing to the fact that
cylinder lube oil represents a significant
portion of the total operating costs,
such a reduction is very attractive.
Depending on the outcome of prolonged
tests on different engines, the new cylinder lube oil system may become our
standard.
New standard
High topland
Topland
Previous standard
Cylinder 4
Cylinder 5
Cylinder cover
Piston
Cylinder liner
Cyl. 11
Solenoid valve
Group 1
Solenoid valve
Group 2
r/min
40
150
Min. r/min = 16
125
30
r/min
100
20
75
50
10
Air supply
7 bar
25
Index
0:30
1:30
2:30
3:30
4:30
5:30
0
6:30
min:s
r/min
40
150
Min. r/min = 13
125
30
100
20
r/min
Cyl. 1
75
50
10
25
Index
0
0:30
1:30
2:30
3:30
4:30
5:30
6:30 min:s
Exhaust valve
Valve spindle
The seats with Alloy 50 on the small
Mk 3 engines and Stellite 6 on the large
Mk 3 engines have in general performed
satisfactorily.
Nimonic spindles are standard on engines of the 60 to 90 bore sizes. We
have received some queries regarding
spindles having many seemingly deep
dent marks after a few thousand hours
in service. However, Nimonic has proved
very resistant to blow-by despite dent
marks. The guiding overhaul interval of
16,000 hours for Nimonic spindles can
normally be met for the large engines
(80-90). For the engine sizes 50-70,
our experience indicates overhaul intervals of 10,000 to 12,000 hours.
However, we have received several
reports on short overhaul intervals
because the crew grind the valve seats
unnecessarily when they see dent
marks. We have therefore issued a
service letter, No. SL 98-356/HH with
photos for comparison purposes, so
that the crew will be better able to
assess the condition of the valves.
With regard to grinding, we recommend
that no more than 0.3 mm should be
removed by grinding each time a Nimonic valve is overhauled except if
there is a burn mark. In the latter case,
grinding should proceed until the burn
mark has been removed. To ensure
proper grinding of the Nimonic spindles,
a new, special grindstone has been
introduced.
Disc underside. Service experience
has confirmed that valve spindles with
Inconel 625 coated underside, even
under severe running conditions, can
limit the hot corrosion rate to about
0.3-0.6 mm/1000h, depending on
engine size. Nimonic spindles have a
similar resistance.
Stem. Due to scattered cases of worndown chrome layer at the air-spring
sealing rings, the thickness of the
chrome layer was increased from 0.11
to 0.3 mm.
Crack in
camshaft
side
A
inner
lips
Optimized
machined groove
Reversing
link
Air cylinder
External damping of reversing link
Edges rounded
Safety valves
Internal throttle
valves
B
A
Less depth of
groove around
reversing
shaft pin
Increased
roundings
Non-return valve
Non-return valve
Reversing
link
11
Standard 90MC
Mini sac
Atomizer sac
volume 1690 mm 3
Atomizer sac
volume 520 mm 3
continues with a view to further reduction of the sac volumes with a view to
improvement of the emission level.
Bearings
Y-Y
Previous design
Quality
EN601M,Q2
Full penetration
K-butt weld
Y
Fillet weld with
concave finish
Fillet weld
The bore in the housing remains perfectly circular when the engine is asFig. 15: Thrust bearing ribs
12
Improved design
'Calliper' design
B-B
A-A
C
Top bracing
Indicated area
to be UT-tested
C-C
A-A
Conclusion