MAN B&W S 50ME-B9.3
199 02 51-4. 0
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. It is intended for the project stage only and subject to
modification in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all figures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may be made
available at a later date, however, for a specific project the data can be requested. Pages and table entries
marked ‘Not applicable’ represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu → ’Two - Stroke’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker, see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of ‘Extent of
Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on the Internet at:
www.marine.man.eu → ’Two-Stroke’, where they can be downloaded.
Edition 0.5
May 2014
MAN B&W S50ME-B9.3-TII
Project Guide
Electronically Controlled
Two-stroke Engines
with Camshaft Controlled Exhaust Valves
MAN B&W S 50ME-B9.3
199 02 51-4. 0
MAN Diesel & Turbo
Teglholmsgade 41
DK2450 Copenhagen SV
Denmark
Telephone +45 33 85 11 00
Telefax +45 33 85 10 30
mandiesel-cph@mandiesel.com
www.mandieselturbo.com
Copyright 2014 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0215-00ppr May 2014
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 specic 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 specic site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the
English text shall prevail.
MAN B&W
MAN Diesel
Engine Design ....................................................................... 1
Engine Layout and Load Diagrams, SFOC .............................. 2
Turbocharger Selection & Exhaust Gas By-pass .................... 3
Electricity Production ............................................................ 4
Installation Aspects ............................................................... 5
List of Capacities: Pumps, Coolers & Exhaust Gas ................. 6
Fuel ...................................................................................... 7
Lubricating Oil ...................................................................... 8
Cylinder Lubrication .............................................................. 9
Piston Rod Stuffing Box Drain Oil .......................................... 10
Central Cooling Water System ............................................... 11
Seawater Cooling System ..................................................... 12
Starting and Control Air ......................................................... 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System .......................................................... 16
Vibration Aspects .................................................................. 17
Monitoring Systems and Instrumentation .............................. 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation ...................................... 20
Appendix .............................................................................. A
Contents
MAN B&W Contents
Chapter Section
MAN Diesel
MAN B&W S 50ME-B9.3
1 Engine Design
The fuel optimised ME-B Tier II engine 1.01 1990113-7.0
Tier II fuel optimisation 1.01 1990112-5.0
Engine type designation 1.02 1983824-3.9
Power, speed, SFOC 1.03 1988502-3.1
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
ME-B Mark 9 Engine description 1.06 1990120-8.0
Engine cross section 1.07 1988334-5.0
2 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.5
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.6
Layout diagram sizes 2.03 1988277-0.7
Engine layout and load diagrams 2.04 1986993-5.3
Diagram for actual project 2.05 1988329-8.1
Specific fuel oil consumption, ME versus MC engines 2.06 1983836-3.4
SFOC for high efficiency turbochargers 2.07 1987016-5.2
SFOC reference conditions and guarantee 2.08 1988341-6.1
Examples of graphic calculation of SFOC 2.08 1988278-2.2
SFOC calculations (80%-85%) 2.09 1988790-8.0
SFOC calculations, example 2.10 1988782-5.0
Fuel consumption at an arbitrary load 2.11 1983843-4.5
3 Turbocharger Selection & Exhaust Gas Bypass
Turbocharger selection 3.01 1990172-3.0
Exhaust gas bypass 3.02 1984593-4.6
Emission control 3.03 1988447-2.2
4 Electricity Production
Electricity production 4.01 1984155-0.5
Designation of PTO 4.01 1985385-5.5
PTO/RCF 4.01 1984300-0.3
Space requirements for side mounted PTO/RCF 4.02 1987927-2.1
Engine preparations for PTO 4.03 1984315-6.3
PTO/BW GCR 4.04 1984316-8.8
Waste Heat Recovery Systems (WHRS) 4.05 1986647-4.1
L16/24-TII GenSet data 4.06 1988280-4.0
L21/31TII GenSet data 4.07 1988281-6.0
L23/30H-TII GenSet data 4.08 1988282-8.0
L27/38-TII GenSet data 4.09 1988284-1.0
L28/32H-TII GenSet data 4.10 1988285-3.0
MAN B&W Contents
Chapter Section
MAN Diesel
MAN B&W S 50ME-B9.3
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.7
Crane beam for overhaul of turbochargers 5.03 1988741-8.1
Crane beam for turbochargers 5.03 1987636-0.2
Engine room crane 5.04 1987936-7.0
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Centre of gravity 5.07 1990161-5.0
Counterflanges, Connection D 5.10 1986670-0.6
Counterflanges, Connection E 5.10 1987027-3.4
Engine seating and holding down bolts 5.11 1984176-5.11
Engine seating profile 5.12 1987728-3.0
Engine top bracing 5.13 1984672-5.8
Mechanical top bracing 5.14 1987774-8.0
Components for Engine Control System 5.16 1988538-3.2
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5
6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1988291-2.0
List of capacities and cooling water systems 6.02 1987463-3.0
List of capacities, S50ME-B9.3 6.03 1988718-1.0
Auxiliary system capacities for derated engines 6.04 1987149-5.6
Pump capacities, pressures and flow velocities 6.04 1984385-0.3
Example 1, Pumps and Cooler Capacity 6.04 1989083-3.0
Freshwater Generator 6.04 1987145-8.1
Jacket cooling water temperature control 6.04 1987144-6.2
Example 2, Fresh Water Production 6.04 1989084-5.0
Calculation of exhaust gas amount and temperature 6.04 1984318-1.3
Diagram for change of exhaust gas amount 6.04 1986369-4.1
Exhaust gas correction formula 6.04 1987140-9.0
Example 3, Expected Exhaust Gas 6.04 1989085-7.0
7 Fuel
Pressurised fuel oil system 7.01 1984228-2.7
Fuel oil system 7.01 1987661-0.4
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1985052-4.3
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipe heat tracing 7.04 1987662-2.0
Components for fuel oil system 7.05 1983951-2.8
Components for fuel oil system, venting box 7.05 1984735-0.3
Water in fuel emulsification 7.06 1983882-8.5
MAN B&W Contents
Chapter Section
MAN Diesel
MAN B&W S 50ME-B9.3
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985317-4.3
Hydraulic Power Supply unit 8.02 1985318-6.2
Lubricating oil pipes for turbochargers 8.03 1984232-8.5
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.10
Components for lube oil system 8.05 1988891-5.0
Flushing of lubricating oil components and piping system 8.05 1988026-6.0
Lubricating oil outlet 8.05 1987034-4.1
Crankcase venting and bedplate drain pipes 8.07 1987837-3.1
Engine and tank venting to the outside air 8.07 1989181-5.0
Hydraulic oil back-flushing 8.08 1984829-7.3
Separate system for hydraulic control unit 8.09 1985315-0.1
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1988559-8.2
List of cylinder oils 9.01 1988566-9.1
MAN B&W Alpha cylinder lubrication system 9.02 1987611-9.1
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.1
Cylinder oil pipe heating 9.02 1987612-0.1
Cylinder lubricating oil pipes 9.02 1985328-2.2
Small heating box with filter, suggestion for 9.02 1987937-9.1
10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.7
11 Central Cooling Water System
Central cooling 11.01 1984696-5.5
Central cooling water system 11.02 1984057-9.5
Components for central cooling water system 11.03 1983987-2.6
12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Cooling water pipes 12.03 1983978-8.7
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1988576-5.3
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984063-8.3
Temperature at start of engine 12.08 1988346-5.0
13 Starting and Control Air
Starting and control air systems 13.01 1985329-4.2
Components for starting air system 13.02 1986057-8.1
Starting and control air pipes 13.03 1985330-4.4
MAN B&W Contents
Chapter Section
MAN Diesel
MAN B&W S 50ME-B9.3
14 Scavenge Air
Scavenge air system 14.01 1984006-5.3
Auxiliary blowers 14.02 1986586-2.3
Operation panel for auxiliary blowers 14.02 1986587-4.0
Electric motor for auxiliary blower 14.04 1986677-3.2
Scavenge air cooler cleaning system 14.05 1987684-9.1
Air cooler cleaning unit 14.05 1987686-2.0
Scavenge air box drain system 14.06 1987693-3.2
Fire extinguishing system for scavenge air space 14.07 1984044-7.5
Fire extinguishing pipes in scavenge air space 14.07 1987681-3.2
15 Exhaust Gas
Exhaust gas system 15.01 1984045-9.5
Exhaust gas pipes 15.02 1984069-9.4
Cleaning systems, water and soft blast 15.02 1987916-4.0
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1986396-8.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1990055-0.0
Diameter of exhaust gas pipe 15.07 1985892-3.2
16 Engine Control System
Engine Control System ME-B 16.01 1985184-2.3
Pneumatic manoeuvring diagram 16.01 1987619-3.1
17 Vibration Aspects
2nd order moments on 4, 5 and 6-cylinder engines 17.01 1984140-5.3
1st order moments on 4-cylinder engines 17.02 1986884-5.4
Electrically driven moment compensator 17.02 1983925-0.5
Power Related Unbalance (PRU) 17.03 1986978-1.2
Guide force moments 17.04 1987680-1.1
Guide force moments, data 17.05 1984223-3.5
Vibration limits valid for single order harmonics 17.05 1987987-0.2
Axial vibrations 17.05 1988264-9.0
Critical running 17.06 1984224-5.4
External forces and moments in layout point 17.06 1984226-9.3
17.07 1989149-4.0
18 Monitoring Systems and Instrumentation
PMI Auto-tuning system 18.01 1988529-9.2
CoCoS-EDS systems 18.02 1988530-9.2
Alarm - slow down and shut down system 18.03 1984582-6.8
Class and MAN Diesel & Turbo requirements 18.04 1987040-3.4
Local instruments 18.04 1984583-8.10
Other alarm functions 18.05 1984586-3.9
Bearing monitoring systems 18.06 1984587-5.13
LDCL cooling water monitoring system 18.06 1986727-7.5
Control devices 18.06 1990197-5.0
Identification of instruments 18.06 1986728-9.4
18.07 1984585-1.6
MAN B&W Contents
Chapter Section
MAN Diesel
MAN B&W S 50ME-B9.3
19 Dispatch Pattern, Testing, Spares and Tools
Specification for painting of main engine 19.01 1987620-3.2
Dispatch pattern, list of masses and dimensions 19.02 1984516-9.6
List of spare parts, unrestricted service 19.05 1984612-7.8
Additional spares 19.06 1985324-5.12
Wearing parts 19.07 1985323-3.4
Large spare parts, dimensions and masses 19.08 1988371-5.2
Rotor for turbocharger 19.09 1987832-4.1
20 Project Support and Documentation
Project support and documentation 20.01 1984588-7.5
Installation data application 20.02 1984590-9.3
Extent of Delivery 20.03 1984591-0.6
Installation documentation 20.04 1984592-2.5
A Appendix
Symbols for piping A 1983866-2.3
MAN B&W
MAN Diesel
Engine Design
1
MAN B&W 1.01
Page 1 of 2
MAN Diesel
MAN B&W M E-B-TII .5/.3 engine s 199 01 13-7.0
The Fuel Optimised ME-B Tier II Engine
The ever valid requirement of ship operators is
to obtain the lowest total operational costs, and
especially the lowest possible specific fuel oil
consumption at any load, and under the prevailing
operating conditions.
However, lowspeed twostroke main engines
of the MC-C type, with a chain driven camshaft,
have limited flexibility with regard to fuel injection
to match the prevailing operating conditions.
A system with electronically controlled hydraulic
activation provides the required flexibility, this
system form the core of the ME-B ‘Engine Control
System’, described later in detail in Chapter 16.
Concept of the ME-B engine
The ME-B engine concept consists of a hydraulic
mechanical system for activation of the fuel injection. The actuator is electronically controlled by a
number of control units forming the complete Engine Control System.
MAN Diesel & Turbo has specifically developed
both the hardware and the software inhouse, in
order to obtain an integrated solution for the Engine Control System.
The fuel pressure booster consists of a simple
plunger powered by a hydraulic piston activated
by oil pressure. The oil pressure is controlled by
an electronically controlled proportional valve.
The exhaust valve is activated by a light camshaft,
driven by a chain drive placed in the aft end of the
engine. The closing timing of the exhaust valve is
electronically controlled for lower fuel consumption at low load.
To have common spare parts, the exhaust valve
used for the ME-B is the same as the one used for
the MC-C. The exhaust valve is of the DuraSpindle type with a W-seat bottom piece.
In the hydraulic system, the normal lube oil is used
as the medium. It is filtered and pressurised by
an electrically driven Hydraulic Power Supply unit
mounted on the engine.
The starting valves are opened pneumatically by
the mechanically activated starting air distributor.
By electronic control of the above valve according
to the measured instantaneous crankshaft position, the Engine Control System fully controls the
combustion process.
System flexibility is obtained by means of different
‘Engine running modes’, which are selected either
automatically, depending on the operating conditions, or manually by the operator to meet specific
goals. The basic running mode is ‘Fuel economy
mode’ to comply with IMO NOx emission limitation.
The market is always moving, and requirements
for more competitive engines, i.e. the lowest possible propeller speed, lower fuel consumption,
lower lube oil consumption and more flexibility
regarding emission and easy adjustment of the
engine parameters, call for a re-evaluation of the
design parameters, engine control and layout.
Engine design and IMO regulation compliance
For MAN B&W ME-B-TII designated engines, the
design and performance parameters have been
upgraded and optimised to comply with the International Maritime Organisation (IMO) Tier II emission regulations.
The potential derating and part load SFOC figures
for the Tier II engines have also been updated.
For engines built to comply with IMO Tier I emission regulations, please refer to the Marine Engine
IMO Tier I Project Guide.
MAN B&W 1.01
Page 2 of 2
MAN Diesel
199 01 12-5.0
MAN B&W M E-C/ME-B-TII .5 /.3 engin es
Tier II fuel optimisation
NOx regulations place a limit on the SFOC on
two-stroke engines. In general, NOx emissions will
increase if SFOC is decreased and vice versa. In
the standard configuration, MAN B&W engines are
optimised close to the IMO NOx limit and, therefore, NOx emissions may not be further increased.
The IMO NOx limit is given as a weighted average
of the NOx emission at 25, 50, 75 and 100% load.
This relationship can be utilised to tilt the SFOC
profile over the load range. This means that SFOC
can be reduced at part load or low load at the
expense of a higher SFOC in the high-load range
without exceeding the IMO NOx limit.
Optimisation of SFOC in the part-load (50-85%)
or low-load (25-70%) range requires selection of a
tuning method:
• ECT: Engine Control Tuning
• VT: Variable Turbine Area
• EGB: Exhaust Gas Bypass
• HPT: High Pressure Tuning (only for ME-C)
Each tuning method makes it possible to optimise
the fuel consumption when normally operating at
low loads, while maintaining the possibility of operating at high load when needed.
The tuning methods are available for all SMCR in
the specific engine layout diagram but they cannot be combined. The specific SFOC reduction
potential of each tuning method together with
full rated (L
1/L3
) and maximum derated (L2/L4) is
shown in Section 1.03.
For engine types 40 and smaller, as well as for
larger types with conventional turbochargers, only
high-load optimisation is applicable.
In general, data in this project guide is based on
high-load optimisation unless explicitly noted. For
part- and low-load optimisation, calculations can
be made in the CEAS application described in
Section 20.02.
MAN B&W M C/MC-C, ME/ MEC/MEB/-G I engines 198 38 24 3.9
MAN B&W 1.02
Page 1 of 1
MAN Diesel
Engine Type Designation
6 S 90 M E C 9 .2 -GI -TII
Engine programme
Diameter of piston in cm
G ‘Green’ Ultra long stroke
S Super long stroke
L Long stroke
K Short stroke
Stroke/bore ratio
Number of cylinders
Concept
E Electronically controlled
C Camshaft controlled
Fuel injection concept
(blank) Fuel oil only
GI Gas injection
Emission regulation
TII IMO Tier level
Design
C Compact engine
B Exhaust valve controlled
by camshaft
Mark number
Version number
MAN B&W 1.03
Page 1 of 1
MAN Diesel
198 85 02- 3.1MAN B&W S 50ME-B9.3 -TII
Power, Speed and Fuel Oil
MAN B&W S50ME-B9.3-TII
Fig 1.03.01: Power, speed and fuel oil
MAN B&W S50ME-B9
Cyl. L1 kW Stroke: 2,214 mm
5 8,900
6 10,680
7 12,460
8 14,240
9 16,020
SFOC for engines with layout on L1 - L3 line [g/kWh]
L1/L3 MEP: 21.0 bar
SFOC optimised load range Tuning 50% 75% 100%
High load (85%-100%) - 167.5 165.0 168.0
Part load (50%-85%)
ECT 166.5 164.0 171.0
VT 164.5 163.5 168.5
EGB 164.5 163.5 169.5
Low load (25%-70%)
ECT 165.0 164.5 169.5
VT 162.5 164.5 168.5
EGB 162.5 164.5 169.5
SFOC for engines with layout on L2 - L4 line [g/kWh]
L2/L4 MEP: 16.8 bar
SFOC optimised load range Tuning 50% 75% 100%
High load (85%-100%) - 163.5 159.5 162.0
Part load (50%-85%)
ECT 162.5 158.5 165.0
VT 160.5 158.0 162.5
EGB 160.5 158.0 163.5
Low load (25%-70%)
ECT 161.0 159.0 163.5
VT 158.5 159.0 162.5
EGB 158.5 159.0 163.5
The SFOC excludes 1 g/kWh for the consumption of the electric HPS
kW/cyl.
r/min
L
1
L
2
1,780
1,510
1,420
1,210
99 117
L
3
L
4
MAN B&W 1.04
Page 1 of 1
MAN Diesel
MAN B&W M C/MC-C, ME/ ME-C/MEB en gines 198 4 6 343.5
Engine Power Range and Fuel Oil Consumption
Power
Speed
L
3
L
4
L
2
L
1
Specific Fuel Oil Consumption (SFOC)
The figures given in this folder represent the values obtained when the engine and turbocharger
are matched with a view to obtaining the lowest
possible SFOC values while also fulfilling the IMO
NOX Tier II emission limitations.
Stricter emission limits can be met on request, using proven technologies.
The SFOC figures are given in g/kWh with a tolerance of 5% (at 100% SMCR) and are based
on the use of fuel with a lower calorific value of
42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions:
Ambient air pressure .............................1,000 mbar
Ambient air temperature ................................25 °C
Cooling water temperature ............................ 25 °C
Although the engine will develop the power specified up to tropical ambient conditions, specific
fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see Chapter 2.
Lubricating oil data
The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
During runningin periods and under special conditions, feed rates of up to 1.5 times the stated
values should be used.
Engine Power
The following tables contain data regarding the
power, speed and specific fuel oil consumption of
the engine.
Engine power is specified in kW for each cylinder
number and layout points L1, L2, L3 and L4.
Discrepancies between kW and metric horsepower (1 BHP = 75 kpm/s = 0.7355 kW) are a consequence of the rounding off of the BHP values.
L1 designates nominal maximum continuous rating
(nominal MCR), at 100% engine power and 100%
engine speed.
L2, L3 and L4 designate layout points at the other
three corners of the layout area, chosen for easy
reference.
Fig. 1.04.01: Layout diagram for engine power and speed
Overload corresponds to 110% of the power at
MCR, and may be permitted for a limited period of
one hour every 12 hours.
The engine power figures given in the tables remain valid up to tropical conditions at sea level as
stated in IACS M28 (1978), i.e.:
Blower inlet temperature ................................45 °C
Blower inlet pressure ............................1,000 mbar
Seawater temperature .................................... 32 °C
Relative humidity ..............................................60%
178 51 489.0
MAN B&W
Page 1 of 1
MAN Diesel
198 53 31-6 .2MAN B&W MC/MC -C, ME/ME-C /MEB/ GI engines
Performance Curves
1.0 5
Updated engine and capacities data is available
from the CEAS program on www.marine.man.eu
→ ’Two-Stroke’ → ’CEAS Engine Calculations’.
MAN B&W 1.06
Page 1 of 7
MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Please note that engines built by our licensees are
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some local standards may be applied; however, all spare
parts are interchangeable with MAN Diesel &
Turbo designed parts.
Some components may differ from MAN Diesel &
Turbo’s design because of local production facilities
or the application of local standard components.
In the following, reference is made to the item
numbers specified in the ‘Extent of Delivery’ (EoD)
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’.
Bedplate and Main Bearing
The bedplate is made with the thrust bearing in
the aft end of the engine. The bedplate is of the
welded design and the normally cast part for the
main bearing girders is made from either rolled
steel plates or cast steel.
For fitting to the engine seating in the ship, long,
elastic holdingdown bolts and hydraulic tightening tools are used.
The bedplate is made without taper for engines
mounted on epoxy chocks.
The oil pan, which is made of steel plate and is
welded to the bedplate, collects the return oil from
the forced lubricating and cooling oil system. The
oil outlets from the oil pan are normally vertical
and are provided with gratings.
Horizontal outlets at both ends can be arranged
for some cylinder numbers, however this must be
confirmed by the engine builder.
The main bearings consist of thin walled steel
shells lined with bearing metal. The main bearing
bottom shell can be rotated out and in by means
of special tools in combination with hydraulic tools
for lifting the crankshaft. The shells are kept in position by a bearing cap.
Frame Box
The frame box is of welded design. On the exhaust side, it is provided with relief valves for each
cylinder while, on the manoeuvring side, it is provided with a large hinged door for each cylinder.
The framebox is of the well-proven triangular
guide-plane design with twin staybolts giving excellent support for the guide shoe forces.
Cylinder Frame and Stuffing Box
For the cylinder frame, two possibilities are available.
• Nodular cast iron
• Welded design with integrated scavenge air receiver.
The cylinder frame is provided with access covers
for cleaning the scavenge air space, if required,
and for inspection of scavenge ports and piston
rings from the manoeuvring side. Together with
the cylinder liner it forms the scavenge air space.
The cylinder frame is fitted with pipes for the piston cooling oil inlet. The scavenge air receiver, turbocharger, air cooler box and gallery brackets are
located on the cylinder frame. At the bottom of the
cylinder frame there is a piston rod stuffing box,
provided with sealing rings for scavenge air, and
with oil scraper rings which prevent crankcase oil
from coming up into the scavenge air space.
Drains from the scavenge air space and the piston
rod stuffing box are located at the bottom of the
cylinder frame.
ME-B Mark 9 Engine Description
MAN B&W 1.06
Page 2 of 7
MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Cylinder Liner
The cylinder liner is made of alloyed cast iron
and is suspended in the cylinder frame with a
lowsituated flange. The top of the cylinder liner
is fitted with a cooling jacket. The cylinder liner
has scavenge ports and drilled holes for cylinder
lubrication.
The Piston Cleaning ring (PC-ring) is installed between the liner and the cylinder cover, scraping
off excessive ash and carbon formations from the
piston topland.
Cylinder Cover
The cylinder cover is of forged steel, made in one
piece, and has bores for cooling water. It has a
central bore for the exhaust valve, and bores for
the fuel valves, a starting valve and an indicator
valve.
The cylinder cover is attached to the cylinder
frame with studs and nuts tightened with hydraulic
jacks.
Crankshaft
The crankshaft is of the semi-built design, in one
piece, and made from forged steel.
At the aft end, the crankshaft is provided with the
collar for the thrust bearing, and the flange for the
turning wheel and for the coupling bolts to an intermediate shaft.
At the front end, the crankshaft is fitted with the
collar for the axial vibration damper and a flange
for the fitting of a tuning wheel. The flange can
also be used for a Power Take Off, if so desired.
Coupling bolts and nuts for joining the crankshaft
together with the intermediate shaft are not normally supplied.
Thrust Bearing
The propeller thrust is transferred through the
thrust collar, the segments, and the bedplate, to
the end chocks and engine seating, and thus to
the ship’s hull.
The thrust bearing is located in the aft end of the
engine. The thrust bearing is of the B&WMichell
type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments
of steel lined with white metal. The thrust shaft is
an integrated part of the crankshaft and it is lubricated by the engine’s lubricating oil system.
As the propeller thrust is increasing due to the
higher engine power, a flexible thrust cam has
been introduced to obtain a more even force distribution on the pads.
Turning Gear and Turning Wheel
The turning wheel is fitted to the thrust shaft, and
it is driven by a pinion on the terminal shaft of the
turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor.
A blocking device prevents the main engine from
starting when the turning gear is engaged. Engagement and disengagement of the turning gear
is effected manually by an axial movement of the
pinion.
The control device for the turning gear, consisting
of starter and manual control box, can be ordered
as an option.
Axial Vibration Damper
The engine is fitted with an axial vibration damper,
mounted on the fore end of the crankshaft. The
damper consists of a piston and a splittype housing located forward of the foremost main bearing.
The piston is made as an integrated collar on the
main journal, and the housing is fixed to the main
bearing support.
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MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Tuning Wheel / Torsional Vibration Damper
A tuning wheel or torsional vibration damper may
have to be ordered separately, depending on the
final torsional vibration calculations.
Connecting Rod
The connecting rod is made of forged and provided with bearing caps for the crosshead and
crankpin bearings.
The crosshead and crankpin bearing caps are secured to the connecting rod with studs and nuts
tightened by means of hydraulic jacks.
The crosshead bearing consists of a set of
thinwalled steel shells, lined with bearing metal.
The crosshead bearing cap is in one piece, with
an angular cutout for the piston rod.
The crankpin bearing is provided with thinwalled
steel shells, lined with bearing metal. Lube oil is
supplied through ducts in the crosshead and connecting rod.
Piston
The piston consists of a piston crown and piston
skirt. The piston crown is made of heatresistant
steel and has four ring grooves which are
hardchrome plated on both the upper and lower
surfaces of the grooves.
The piston is bore-cooled and with a high topland.
The piston ring pack is No. 1 piston ring, high CPR
(Controlled Pressure Relief), Nos. 2 to 4, piston
rings with angle cut. All rings are with Alu-coat on
the running surface for safe running-in of the piston ring.
The uppermost piston ring is higher than the others. The piston skirt is of cast iron with a bronze
band.
Piston Rod
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
with four bolts. The piston rod has a central bore
which, in conjunction with a cooling oil pipe, forms
the inlet and outlet for cooling oil.
Crosshead
The crosshead is of forged steel and is provided
with cast steel guide shoes with white metal on
the running surface.
The guide shoe is of the low friction design.
The telescopic pipe for oil inlet and the pipe for oil
outlet are mounted on the guide shoes.
Scavenge Air System
The air intake to the turbocharger takes place
directly from the engine room through the turbocharger intake silencer. From the turbocharger,
the air is led via the charging air pipe, air cooler
and scavenge air receiver to the scavenge ports
of the cylinder liners, see Chapter 14.
Scavenge Air Cooler
For each turbocharger is fitted a scavenge air
cooler of the monoblock type designed for seawater cooling at up to 2.0 2.5 bar working pressure, alternatively, a central cooling system can be
chosen with freshwater of maximum 4.5 bar working pressure.
The scavenge air cooler is so designed that the
difference between the scavenge air temperature
and the water inlet temperature at specified MCR
can be kept at about 12 °C.
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MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Auxiliary Blower
The engine is provided with electricallydriven
scavenge air blowers. The suction side of the
blowers is connected to the scavenge air space
after the air cooler.
Between the air cooler and the scavenge air receiver, nonreturn valves are fitted which automatically close when the auxiliary blowers supply
the air.
The auxiliary blowers will start operating consecutively before the engine is started in order to
ensure sufficient scavenge air pressure to obtain a
safe start.
The auxiliary blower design is of the integrated
type.
Further information is given in Chapter 14.
Exhaust Gas System
From the exhaust valves, exhaust gas is led to the
exhaust gas receiver where the fluctuating pressure from the individual cylinders is equalised,
and the total volume of gas is led further on 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).
The exhaust gas receiver and exhaust pipes are
provided with insulation, covered by galvanised
steel plating.
A protective grating is installed between the exhaust gas receiver and the turbocharger.
Exhaust Turbocharger
Three turbocharger makes are available for the
ME-B engines, i.e. MAN, ABB and MHI. As an option, MAN TCA turbochargers can be delivered
with variable nozzle area technology that reduce
the fuel consumption at part load by controlling
the scavenge air pressure.
The turbocharger selection is described in Chapter 3, and the exhaust gas system in Chapter 15.
Camshaft and Cams
The camshaft is made in one piece with exhaust
cams.
The exhaust cams are made of steel, with a hardened roller race, and are shrunk onto the shaft.
They can be adjusted and dismantled hydraulica lly.
The camshaft bearings consist of one lower halfshell fitted in a bearing support. The camshaft is
lubricated by the main lubricating oil system.
Chain Drive
The camshaft is driven from the crankshaft by a
chain drive, which is kept running tight by a manually adjusted chain tightener. The long free lengths
of chain are supported by rubber-clad guidebars
and the chain is lubricated through oil spray pipes
fitted at the chain wheels and guidebars.
2nd Order Moment Compensators
The 2nd order moment compensators are relevant only for 5 or 6-cylinder engines, and can be
mounted either on the aft end or on both fore and
aft end. The aft-end compensator consists of balance weights built into the camshaft chain drive.
The fore-end compensator consists of balance
weights driven from the fore end of the crankshaft.
The 2nd order moment compensators as well as
the basic design and options are described in
Section 17.02.
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MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Hydraulic Cylinder Unit
The hydraulic cylinder unit (HCU) consists of a
base plate on which a distributor block is mounted. The distributor block is fitted with one accumulator to ensure that the necessary hydraulic oil
peak flow is available for the Electronic Fuel Injection.
The distributor block serves as a mechanical support for the hydraulically activated fuel pressure
booster.
There is one Hydraulic Cylinder Unit per two cylinders. The HCU is equipped with two pressure
boosters, two ELFI valves and two Alpha Lubricators. Thereby, one HCU is operating two cylinders.
The Hydraulic Power Supply
The Hydraulic Power Supply (HPS) is installed in
the front end of the engine. The HPS is electrically
driven and consists of two electric motors each
driving a hydraulic pump.
The pressure for the hydraulic oil is 300 bar. Each
of the pumps has a capacity corresponding to
min. 55% of the engine power. In case of malfunction of one of the pumps, it is still possible to operate the engine with 55% engine power, enabling
around 80% ship speed.
Fuel Oil Pressure Booster and
Fuel Oil High Pressure Pipes
The engine is provided with one hydraulically activated fuel oil pressure booster for each cylinder.
Fuel injection is activated by a proportional valve,
which is electronically controlled by the Cylinder
Control Unit.
The fuel oil highpressure pipes are double-walled
and insulated but not heated.
Further information is given in Section 7.01.
Fuel Valves and Starting Air Valve
Each cylinder cover is equipped with two fuel
valves, starting valve, and indicator cock.
The opening of the fuel valves is controlled by
the high pressure fuel oil created by the fuel oil
pressure booster, and the valves are closed by a
spring.
An automatic vent slide allows circulation of fuel
oil through the valve and high pressure pipes
when the engine is stopped. The vent slide also
prevents the compression chamber from being
filled up with fuel oil in the event that the valve
spindle sticks. Oil from the vent slide and other
drains is led away in a closed system.
The mechanically driven starting air distributor is
the same as the one used on the MC-C engines.
The starting air system is described in detail in
Section 13.01.
Engine Control System
The ME-B Engine Control System (ECS) controls
the hydraulic fuel booster system, the fuel injection, governor function and cylinder lubrication.
The ECS consists of a number of computer-based
control units, operating panels and auxiliary
equipment located in the engine room and the engine control room.
The ME-B Engine Control System is described in
Chapter 16.
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MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Exhaust Valve
The exhaust valve consists of the valve housing
and the valve spindle. The valve housing is made
of cast iron and is arranged for water cooling. The
housing is provided with a water cooled bottom
piece of steel with a flame hardened seat of the
W-seat design.
The exhaust valve spindle is a DuraSpindle, a
spindle made of Nimonic is available as an option.
The housing is provided with a spindle guide in
any case.
The exhaust valve is tightened to the cylinder cover with studs and nuts. It is opened hydraulically
and closed by means of air pressure. The hydraulic system consists of a piston actuator placed on
the roller guide housing, a highpressure pipe, and
a working cylinder on the exhaust valve.
The piston actuator is activated by a cam on the
camshaft, a built-in timing piston and a control
valve enables control of the closing time of the exhaust valve.
In operation, the valve spindle slowly rotates, driven by the exhaust gas acting on small vanes fixed
to the spindle.
Sealing of the exhaust valve spindle guide is provided by means of Controlled Oil Level (COL), an
oil bath in the bottom of the air cylinder, above the
sealing ring. This oil bath lubricates the exhaust
valve spindle guide and sealing ring as well.
Reversing
On reversible engines (with Fixed Pitch Propellers
mainly), reversing of the engine is performed in
the Engine Control System by letting the starting
air distributor supply air to the cylinders in order of
the desired direction of rotation and by timing the
fuel injection accordingly.
The exhaust valve gear is not to be reversed.
Indicator Cock
The engine is fitted with an indicator cock to
which the PMI pressure transducer is connected.
The PMI system, a pressure analyser system, is
described in Section 18.02.
MAN B&W Alpha Cylinder Lubrication
The electronically controlled MAN B&W Alpha
cylinder lubrication system is applied to the ME-B
engines.
The main advantages of the MAN B&W Alpha cylinder lubrication system, compared with the conventional mechanical lubricator, are:
• Improved injection timing
• Increased dosage flexibility
• Constant injection pressure
• Improved oil distribution in the cylinder liner
• Possibility for prelubrication before starting.
More details about the cylinder lubrication system
can be found in Chapter 9.
Manoeuvring System
The engine is provided with a pneumatic/electric
manoeuvring system. The system transmits orders
from the Engine Control System to the engine.
The manoeuvring system makes it possible to
start, stop, reverse the engine and control the engine speed.
The engine is provided with an engine side console and instrument panel.
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MAN Diesel
MAN B&W M E-B9.5/.3 engin es 199 01 20 -8.0
Gallery Arrangement
The engine is provided with gallery brackets,
stanchions, railings and platforms (exclusive of
ladders). The brackets are placed at such a height
as to provide the best possible overhauling and
inspection conditions.
Some main pipes of the engine are suspended
from the gallery brackets, and the topmost gallery
platform on the manoeuvring side is provided with
overhauling holes for the pistons.
The engine is prepared for top bracings on the exhaust side, or on the manoeuvring side.
Piping Arrangements
The engine is delivered with piping arrangements
for:
• Fuel oil
• Heating of fuel oil pipes
• Lubricating oil, piston cooling oil and
hydraulic oil pipes
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
• Jacket and turbocharger cooling water
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Oil mist detector
• Various drain pipes.
All piping arrangements are made of steel piping,
except the control air and steam heating of fuel
pipes, which are made of copper.
The pipes are provided with sockets for local
instruments, alarm and safety equipment and,
furthermore, with a number of sockets for supplementary signal equipment. Chapter 18 deals with
the instrumentation.
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MAN Diesel
198 83 34 -5 .0MAN B&W S50 ME-B9
Engine Cross Section of S50ME-B9
526 56 24-2.0.0
Fig.: 1.07.01: Engine cross section
MAN B&W
MAN Diesel
Engine Layout and Load
Diagrams, SFOC
2
MAN B&W 2.01
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MAN Diesel
198 38 33 8.5MAN B&W MC/ MCC, ME/ME GI/ME-B eng ines
Engine Layout and Load Diagrams
Introduction
The effective power ‘P’ of a diesel engine is proportional to the mean effective pressure pe and
engine speed ‘n’, i.e. when using ‘c’ as a constant:
P = c × pe × n
so, for constant mep, the power is proportional to
the speed:
P = c × n1 (for constant mep)
When running with a Fixed Pitch Propeller (FPP),
the power may be expressed according to the
propeller law as:
P = c × n3 (propeller law)
Thus, for the above examples, the power P may
be expressed as a power function of the speed ‘n’
to the power of ‘i’, i.e.:
P = c × n
i
Fig. 2.01.01 shows the relationship for the linear
functions, y = ax + b, using linear scales.
The power functions P = c × ni will be linear functions when using logarithmic scales:
log (P) = i × log (n) + log (c)
Fig. 2.01.01: Straight lines in linear scales
Fig. 2.01.02: Power function curves in logarithmic scales
Thus, propeller curves will be parallel to lines having the inclination i = 3, and lines with constant
mep will be parallel to lines with the inclination i = 1.
Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are
used, giving simple diagrams with straight lines.
Propulsion and Engine Running Points
Propeller curve
The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
described by means of the propeller law, i.e. the
third power curve:
P = c × n3, in which:
P = engine power for propulsion
n = propeller speed
c = constant
Propeller design point
Normally, estimates of the necessary propeller
power and speed are based on theoretical calculations for loaded ship, and often experimental
tank tests, both assuming optimum operating
conditions, i.e. a clean hull and good weather. The
combination of speed and power obtained may
be called the ship’s propeller design point (PD),
178 05 403.0
178 05 403.1
y
2
1
0
0
12
b
a
y=ax+b
x
y=log(P)
i = 0
i = 1
i = 2
i = 3
P = n x c
i
log (P) = i x log (n) + log (c)
x = log (n)
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MAN Diesel
198 38 33 8.5MAN B&W MC/ MCC, ME/ME GI/ME-B eng ines
placed on the light running propeller curve 6. See
below figure. On the other hand, some shipyards,
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or
part of the socalled sea margin described below.
the socalled sea margin, which is traditionally
about 15% of the propeller design (PD) power.
Engine layout (heavy propeller)
When determining the necessary engine layout
speed that considers the influence of a heavy running propeller for operating at high extra ship resistance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
curve for clean hull and calm weather line 6 may
then be said to represent a ‘light running’ (LR)
propeller.
Compared to the heavy engine layout line 2, we
recommend using a light running of 3.07.0% for
design of the propeller.
Engine margin
Besides the sea margin, a socalled ‘engine margin’ of some 10% or 15% is frequently added. The
corresponding point is called the ‘specified MCR
for propulsion’ (MP), and refers to the fact that the
power for point SP is 10% or 15% lower than for
point MP.
Point MP is identical to the engine’s specified
MCR point (M) unless a main engine driven shaft
generator is installed. In such a case, the extra
power demand of the shaft generator must also
be considered.
Constant ship speed lines
The constant ship speed lines ∝, are shown at
the very top of the figure. They indicate the power
required at various propeller speeds in order to
keep the same ship speed. It is assumed that, for
each ship speed, the optimum propeller diameter
is used, taking into consideration the total propulsion efficiency. See definition of ∝ in Section 2.02.
Note:
Light/heavy running, fouling and sea margin are
overlapping terms. Light/heavy running of the
propeller refers to hull and propeller deterioration
and heavy weather, whereas sea margin i.e. extra
power to the propeller, refers to the influence of
the wind and the sea. However, the degree of light
running must be decided upon experience from
the actual trade and hull design of the vessel.
Fig. 2.01.03: Ship propulsion running points and engine
layout
Power, % af L
1
100%
= 0,15
= 0,20
= 0,25 = 0,30
L
3
100%
L
4
L
2
Engine margin
(SP=90% of MP)
Sea margin
(15% of PD)
Engine speed, % of L
1
L
1
MP
SP
PD
HR
LR
2 6
PD
Line 2 Propulsion curve, fouled hull and heavy weather
(heavy running), recommended for engine layout
Line 6 Propulsion curve, clean hull and calm weather (light
running), for propeller layout
MP Specified MCR for propulsion
SP Continuous service rating for propulsion
PD Propeller design point
HR Heavy running
LR Light running
Fouled hull
When the ship has sailed for some time, the hull
and propeller become fouled and the hull’s resistance will increase. Consequently, the ship’s
speed will be reduced unless the engine delivers
more power to the propeller, i.e. the propeller will
be further loaded and will be heavy running (HR).
As modern vessels with a relatively high service
speed are prepared with very smooth propeller
and hull surfaces, the gradual fouling after sea
trial will increase the hull’s resistance and make
the propeller heavier running.
Sea margin and heavy weather
If, at the same time the weather is bad, with head
winds, the ship’s resistance may increase compared to operating in calm weather conditions.
When determining the necessary engine power, it
is normal practice to add an extra power margin,
178 05 415.3
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