1. IGC Technical Seminar June 2015 in Copenhagen
4/26/2017
Marine Engine Programme 2015
IMO Tier II and III
Lars Bryndum
Director Customer Support
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2. MAN Diesel & Turbo
26-Apr-17
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3. Engine Programme 2013 2014 vs. Engine Programme 2015
Dot 5
21 engines
Engine programme 2015
Dot 5
19 engines
Some models gone
Derating methods Changed
Layout area stretched
Weight reductions still apply
New ECS Control strategy
Some aux systems down sized
Shaft line lay out to be evaluated
MCJ-LE

4. Engine Type Designation

5. Marine Engine Programme 2015 Engine type designation
10S90ME-C10
10S90ME-C10.5
10S90ME-C10.2
10S90ME-C10.5 Tier II
10S90ME-C10.5 GI Tier III

6. Engine Programme 2015 HLO High Load Optimized
PLO or LLO Part- or Low Load Optimized
EGB or HPT Exhaust Gas By Pass Tuning or High Pressure Turbocharger tuning
EGRTC Exhaust Gas Recirculation TC Cut Out
EGRBP Exhaust Gas Recirculation By Pass
HPSCR High Pressure Selective Catalytic Reduction
LPSCR Low Pressure Selective Catalytic Reduction

7. Engine Programme 2015

8. Marine Engine Programme 2015

9. Marine Engine Programme 2015

10. Marine Engine Programme 2015

11. Marine Engine Programme 2015

12. Marine Engine Programme 2015

13. Marine Engine Programme 2015

14. Dot 5

15. Dot 5 Extended layout Diagram Fewer engine type
Larger lay out area
Fewer engines
SMCR (MEP) dependent design of components (Liner cooling, atomizers)
New engine control strategy

16. Dot 5 Extended layout Diagram Fewer engine type
26-Apr-17 L1 L2 L3 L4
The new dot 5 de-rating strategy results in a layout-dependent mechanical design. The fuel oil booster dimensions have been changed to make the injection pressure less dependent on the layout. New fuel nozzles with reduced area are therefore introduced. All dot 5 engines are specified with S20CrMoVS material for piston crown and cylinder cover, as described in Design Update Note DUN
The new de-rating strategy also introduces changes in the turbocharger matching and/or choice.
5X72
6X52
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17. Dot 5 Why? In short What advantages:
Extended layout diagram: extrapolating performance in deep rpm and Pme, new perfomance rules needed
Acceleration performance/heavy running improved
Significantly improved partload SFOC
Tier III technology advantages
Enhanced prediction of expected performance

19. What is dot 5 performance strategy Changes
T/C relevant performance changes:
Lower Pscav
Increased air flow
EGB: reduced bypass ratio (6% to 3%)
Other performance changes:
New cylinder pressures (part load SFOC, acceleration, NOx tuning)
New engine running mode (not ME-B)
Lower Hydraulic pressure curve

20. Dot 2 to Dot 5 Transition Period
CEAS Dot2 data
CEAS Dot5 A data since April 2014
Decreased Scav. Heat Dissipation and decreased Jacket Heat Diss.
CEAS Dot5 B data since June 2015
Increased Scav. Heat Dissipation decreased Jacket Heat Diss.
Approx 3% in total

21. Dot 2 to Dot 5 Transition Period
Owner and yard discuss the cost differences.
What are the impact on engine design.?
What are the impacts on engine room aux. and capacities?
Approxmately 3% increased in combined heat dissipation from scav air and jacket water cooler
New data for shaft vibrations calculation. Must be checked
Less EEC effect due to
Only comparison of CEAS calculations between the different lay outs can reveal the exact figures