PrimeServ Copenhagen Your Strong and Reliable Partner. Seminar Bremen Allan Brandt, Manager Technical Service

Transcription

1 PrimeServ Copenhagen Your Strong and Reliable Partner Seminar Bremen Allan Brandt, Manager Technical Service MAN Diesel & Turbo PrimeServ Copenhagen Your Strong and Reliable Partner < 1 >

2 MAN Diesel & Turbo Copenhagen Home of the Two-Stroke Engine Products Engine Components Spare Parts Design of 2- Stroke Engines 2-Stroke Engine Components Central 2-Stroke Warehouse PrimeServ After Sales Service Training Academy Diesel Research Center < 2 >

3 PrimeServ Copenhagen Organization Michael Petersen PrimeServ Copenhagen Finance Charlotte S. Pedersen Strategy & Marketing Anne Louise Oreby Spare Parts Thomas Juul Service & Academy Retrofit & EMC Jens Seeberg Global Key Account Christian Ludwig Supply Chain Management Katrin N. Saady Metalock < 3 >

4 PrimeServ Copenhagen Service, Academy & Engine Management Sept Senior Manager Support Functions Invoice & Debitor DT1, Trouble Shooting John Eriksen DT2, ME Allan Brandt DT3, Trouble Shooting Lars Ehlers DT4, Large Repair Peter M. Nielsen DM1, Contract Management Martin O. Nielsen Qatar workshop Ole B. Nielsen DM3, EMC Sale Flemming B. Frederiksen DA, Diesel Academy Tommy R. Mølau < 4 >

5 PrimeServ Copenhagen Important contacts, 90 years experience Technical Service direct Technical Service phone: PrimeServ common PrimeServ common phone: After office hours phone Tech service: After office hours phone Spares: Allan Brandt, Manager NN, Section Manager? Lars Ehlers, Manager John Eriksen, Manager < 5 >

6 PrimeServ Copenhagen Technical Service Department Superintendent Engineers Onboard Supervision Support to MAN Diesel s service centers and authorized repair shops around the world. Technical Support to Customer by attendance, , fax and telephone. Large repair support. DT-CPH@MANDIESELTURBO.COM < 6 >

7 Piston top ring breakage iwo the gas tight lock < 7 >

8 Piston top ring breakage iwo the gas tight lock New service letter intended being released medio How does it look ( premature breakage) : < 8 >

9 Piston top ring breakage iwo the gas tight lock < 9 >

10 MAN B&W Small Bore. New piston ring type The 6S40ME-B proto type engine has just passed 10,000 service hours, and the first piston has been pulled: The top piston ring is worn down to the minimum value! Inspection at 9,444 hours MAN Diesel & Turbo Korea, Autumn 2012, by Henrik Rolsted, PrimeServ Copenhagen LEO Your Strong and Reliable Partner < 10 >

11 MAN B&W Small Bore. New piston ring type. therefore, we have invented Controlled Pressure Relive by means of POP groves (Ports on Plane) MAN Diesel & Turbo Korea, Autumn 2012, by Henrik Rolsted, PrimeServ Copenhagen LEO Your Strong and Reliable Partner < 11 >

12 MAN B&W Small Bore. New piston ring type 6S46MC-C with improved piston ring packages: MAN Diesel & Turbo Korea, Autumn 2012, by Henrik Rolsted, PrimeServ Copenhagen LEO Your Strong and Reliable Partner < 12 >

13 MAN B&W Small Bore. New piston ring type 6S46MC-C with improved piston ring packages ("CPR - POP") : 1.1 mm width increase equal to 0.55 mm ring wear after 6735 h. Max wear 2.7 mm => 2.7/0.55 x 6735h = 33,000 hours. MAN Diesel & Turbo Korea, Autumn 2012, by Henrik Rolsted, PrimeServ Copenhagen LEO Your Strong and Reliable Partner < 13 >

14 MAN B&W Small Bore. New piston ring type Korea, Autumn 2012, by Henrik Rolsted, LEO MAN Diesel & Turbo PrimeServ Copenhagen Your Strong and Reliable Partner < 14 >

15 Piston top ring breakage iwo the gas tight lock Intention is to highligt typical mistakes and focus areas being : When or if this occurs the following recommendations or typical reasons applies : A) The wear ridge in the top of the liner has NOT been removed in accordance with recommendations as per service letter SL and todays standard manuals during overhaul. B) The ring joint has been exposed to elevated stresses during the installation owing to the fact that - typically Incorrect or inappropriate tools has been used for the ring expansion/installation. C) Ring groove wear rates or liner condition/wear exceeds normal acceptance criteria s as per standard manual and sketch below. < 15 >

16 Piston top ring breakage iwo the gas tight lock Ring expanders : < 16 >

17 Piston top ring breakage iwo the gas tight lock < 17 >

18 Piston top ring breakage iwo the gas tight lock The summary in short is as follows : A) Take necessary steps to ensure that the wear ridge is removed as indicated in SL at all times during overhauls. B) Take necessary steps to ensure that the correct and appropriate ring expanders are available and USED as intended onboard C) Take necessary steps to ensure NOT to operate engines for prolonged period with worn out or excessive ring groove wear clearance in order to avoid subsequent piston ring breakages. D) The consequence of operating engines with broken top rings in way of the gas tight lock may be relative large diameter steps in liners in the extreme top of the liner. The owing to changes in the pressure distribution across the ring package. < 18 >

19 Piston top ring breakage iwo the gas tight lock < 19 >

20 Removal of liner wear ride as per manual < 20 >

21 Removal of liner wear ride as per manual < 21 >

22 PC or piston cleaning ring. PC rings and their installation: A) The PC ring remain in principle unchanged with the liner the entire life time until replacement of the liner/pc ring due to wear of the liner/pc ring above the standard wear acceptance criteria s. B) It is important and MANDATORY until this occurs that the originally PC ring is reused if the piston rings need to be exchanged but not the liner. C) Furthermore, the PC ring needs CLEARLY to be marked - before removing it - in such a way that it can be installed in its exact original position prior to and after the replacement of piston rings. < 22 >

23 PC or piston cleaning ring. A) In the event that operation of the engine has to be continued with worn out liners for a limited period of time two different scenarios applies due to design. 1. For engines from 60 bore and up the PC ring has to be removed to avoid unwanted contact between the piston top land and the PC ring during running. (Knocking) 1. For engines equipped with slim line cylinder liner from 50 bore down to 26 bore the PC ring is to be removed and a dummy ring to be installed. The reason being that the PC ring for these engines is a part of the sealing surface between cover and liner. In short make sure that a standard size dummy ring is available onboard at all times for emergency operation with worn out liners for the mentioned engine types.( Part number as per below table) < 23 >

24 PC or piston cleaning ring. PRODUCT TYPE ITEM ID. S30ME-B S35MC S42MC L42MC S46MC-C S46MC-C/ME-B/C L/S50MC K/L/S50MC/MC-C S50MC-C/ME-C S35MC-C/ME-B S40MC-C/MEB List of dummy rings < 24 >

25 PC or piston cleaning ring. Examble marking of the PC ring. Marking before removal. Installation in original position as per marking < 25 >

26 PC or piston cleaning ring. The relevant instruction book material has been revised accordingly from M edition 0257 and onward. It may subsequently already be available on newer engines but an example is enclosed in this Service Letter for direct implementation in the onboard manual for engines not having the correct updated instruction. Note : All our service letters can be down loaded free of charge using this link : < 26 >

27 Aplha Lubricators overhaul strategy Based on more than a decade of Alpha lubrication systems in service we have gained sufficient service feedback to outline a safe and economically sound approach to an overhaul strategy of Alpha lubricators in service. Secondly the aim of the this service letter is to address troubles in service as experienced. In short the recommended approach are as follows : Every 5 years replace the following parts : A) Accumulators B) Solenoid valves C) None return valves D) Feedback sensors E) Sealing and O-rings < 27 >

28 Aplha Lubricators overhaul strategy We are yet to observe issues with wear of the moving parts such as activation or delivery pistons under normal service condition and thus above parts should ensure trouble free operation and correct lubrication amount based on set point provided followed for a duration the period mentioned. < 28 >

29 Aplha Lubricators overhaul strategy Note: Lack of maintenance, subsequently low or missing accumulator pressure and/or worn solenoid valves or defective NRV valves are known to cause excessive lubrication above set point and can be avoided using the recommended strategy. Basis the above a similar maintenance kit has been adopted and is available through our spare part department. The kit contains all needed parts. For an quotation please write to : primeserv-cph@mandiselturbo.com In between the 5 year overhaul note that it is mandatory to check and refill accumulators at least twice per year or minimum each 4000 R/H, and further to monitor the pressure drop across the filters in the pump station with intervals as per standard manual. < 29 >

30 Aplha Lubricators overhaul strategy Our recommendation is that in the event not installed onboard to implement mentioned standalone power supply with UPS when convenient. For an quotation please contact : primeserv-cph@mandieselturbo.com. UPS unit. < 30 >

31 Aplha Lubricators overhaul strategy Recommended available spares onboard at all times : 2 pcs BCU pick ups 2 pcs feedback sensors 2 pcs small accumulator 2 pcs large accumulators < 31 >

32 Disclaimer 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 specific 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 specific site and operational conditions. MAN Diesel & Turbo Jesper Mark Pedersen < 32 >