me-specific service expirience march 2014

1 < > MAN Diesel & Turbo

ME Specific Service Experience March 2014

Compiled and presented by:

Thomas S. Hansen

ME Task Force Group

2 < > MAN Diesel & Turbo ME service experience March 2014 THH/dept LDT

ME/ME-C Service Experience Agenda:

Controllers: MPC, MPC10

Actuators: FIVA, ELVA

Sensors: CLO no flow, sensor

Inductive sensors

Operating panels: ISIC DURA PC, EC MOP

Installation: Installation types

Summery of inspections and problems

Countermeasures

Changes in the pipeline

Monitoring PMI Auto-tuning


Multi Purpose Controller (MPC)

History:

2003 ME engine is introduced

2004 2008 Various design and production issues

addressed

2008 Burn-in test introduced

2009 Major update of PCB design


Place of failed MPC

Manufacturer A

Customer Sorting Total

X

Delivery Quantity 703

Engine/Shipyard 25

Ship owner 19

Return rate *) 6.3%

Y


Engine/Shipyard 27

Shipowner 15

Return rate *) 4.9%

Z


Engine/Shipyard 13

Shipowner 1

Return rate *) 5.3%

January to September 2011

Total production: 1831

Total returned: 100 (produced in 2008-2011)

Return rate: 5.5 %

35

20

45 X Y Z


Customer 2008 Year

Production

2009 Year

Production

2010 Year

Production

2011 Year

Production

X 24.2% 12.7% 4.7% 1.6%

Y 14.9% 4.2% 1.2%

Z 9.1% 2.5%

Re

turn

ra

te *

*)

Manufacturer A

11 (of 44)

10 (of 42)

7 (of 14)

~1.5 %

28 of 1831

X Y Z


OK 46%

Customer 12%

Parts 88%

FAIL 54%

Part No. Part Name PCB Quantity Part No. Part Name PCB Quantity

49 74HCT245 0340 1 1450 54V, 400W 0350 3

63 IDT7007S55JI 0350 2 1485 33V 1.5kW 0370 1

612 3V9 0370 3 1495 MRF4 0350 1

617 2AT 0370 1 1522 TL7705 0350 3

620 24MHz 0350 1 1601 20IMX4-1515-8 0350,0360 2

628 1u 100V 0370 2 1622 36V . 400W 0350 2

629 33V 5KW 0370 5 1662 12A 0370 2

1167 HCPL0600 0350 3 3004 10u, 35V 0350 1

1193 HLMP-4000 0350 2 3215 XC95144 0340 1

1370 40R2 0.1% 0350 1 4291 RELAY, 12V 0370 1

Analysis of MPCs

returned in 2011

The failure parts were random and various

Manufacturer A

100

46 54

6 (see next slide...)

48 (see examples in

below table...)

.


China

shipyard

(Broken)

Engine shop

(Crack)

Shipowner

(Burnt: ESD)

Shipyard

(Oil)

Engine shop

(Damage)

Shipowner

(Wire: foreign

substance) Photos of scrapped products returned from the customers

Manufacturer A


1. Production of MPCs during the period: 500

2. Number of returned MPCs during the period: 5 (1 pending)

3. Return rate: 1.0 %

4. Failure rate:

- of returned MPCs produced in 2009 and 2010: 0.8 %

- of returned MPCs produced in 2011: 0.0 %

Manufacturer B


MPC10 Dedicated CCU

12 < > MAN Diesel & Turbo THH/dept LDT ME service experience March 2014

MPC10 Service experience

January 2012:

Introduced for new orders.

Number produced:

~ 3000

Reported claims

Part damaged during production corrective action taken

Foreign particle entered during engine production

BGA burnt due to component failure






Inductive sensors




Countermeasures




FIVA with Linear Motor


Linear Motor with Moving Magnet


Old Bearing after approx. 10.000 Hrs.

Bearing very worn

Bearing very worn


New Bearings in Production


Running-in filter, FIVA & Hydr. Pumps Shop test and sea trial

Many FIVA pilot valves are damaged during shop- and sea trial.

Damage is causes by particles released from the piping system.

In service, ME filter and purifiers gradually makes the oil cleaner.

To prevent this damage, we recommend using of temporary 5 m filter between the pilot valve and the main body of the FIVA valve, during

shop test and sea trial.

The same filter type is also used before the pilot valves on the mechanically driven hydraulic pumps.

The filters are removed after sea trial


Running-in filter, FIVA & Hydr. Pumps Shop test and sea trial


Running-in filter on FIVA Valves Shop test and sea trial

Subplate

5-micron filter cartridge

Pilot valve

Main valve

Running-in filter


Running-in filter on Hydraulic pump Shop test and sea trial


ELVA Problem and countermeasure

Challenge:

Many failures of the original CWAT ELVA

Always related to the ON/OFF control valve

Action:

Solution with an MOOG ON/OFF control valve installed with reuse of the main valve body has been service tested with a successful result

Decision has been made that all existing vessels with ELVA are being modified to Moog-ELVA


ELVA Photos

Original version New version






Inductive sensors




Countermeasures




CLO Level Switch History

History:

2003 The sensor is introduced on ME engines PLCA-50

2003-7 Many false alarms

2008 The design was modified and the claim rate much reduced

2010 Many claims of low insulation due to varistor type/

quality (RBedia# < 2 M & Rcomp < 70.0 K)

2010 Design was changed to achieve much improved

insulation properties

2011 Only improved type

(CLS-50) is delivered

Soldering point

Hole in wire


History of Pepperl & Fuchs Sensor for

Exhaust Valve

History:

2008 Many failures reported

2009 W42 Thorough production improvements

2010 Jan. Stock is returned to manufacturer for checking

2010 Temporary introduction of 2 out of 100 HASA testing (destructive testing) of delivered

sensors

2010 2012 No sensors of improved version has failed due

to design or quality






Inductive sensors




Countermeasures




ISIC DURA PC Restart MOP Problem History

March 2012: Reports of DURA

PC MOP reporting restart MOP

event log purge

March 2012: Investigation in

LDT/LDE department is

launched

April 2012: Investigation result

and proposed countermeasure

is agreed with maker (ISIC)

June 2012: Hardware kit is

finalized

August 2012: Software upgrade

is ready


ISIC DURA PC Restart MOP Problem Problem description

Problem description

During scheduled clean-up of event log data base, a read/write error can

cause the MOP to stop and request restart.

Identified related software issues

Event log database algorithm is intolerant towards any read/write failure.

Identified related hardware issues

1/ Weak connection between harddisk cradle interface pcb and harddisk

2/ Harddisk cradle resonance

Problem is a combination of hardware and software problem


Hard disk cradle and interface PCD replaced with direct connection

ISIC DURA PC Restart MOP Problem Countermeasures


EC-MOP Designed by MAN Diesel & Turbo

Advantages:

More robust and reliable

Lower cost

Very low heat dissipation

Only the necessary interfaces

MDT owned design

Simple installation/cabling

MDT look and feel

Only one new type of MOP

Only one new software image


EC MOP

Number delivered: ~900

Number claims: 25


EC MOP

Investigations:

USB port failure:

USB board U4, the IC showed was burned

and cracked. The root cause is believed to

be an Iinternal electrical breakdown in the

touch controller board causing the USB

board to breakdown

Touch screen calibration:

Some cases of incorrect touch screen

calibration where found. The problems were

found to be related to the production

procedues which was corrected.





Sensors: Position sensor for hydraulic pump

CLO no flow, sensor

Inductive sensors




Countermeasures




Agenda

1 ME-ECS installation types historically and present standard

2 Summary of inspection reports

3 Countermeasures

4 Changes in the pipeline


ME-ECS: ME Engine Control System Installation types

Engine ECR

Classic ME-ECS control panel



Engine ECR

ME-ECS control panel for China



Engine ECR

Engine-mounted Control Cabinets (ECC) new standard



Engine ECR

Common Control Cabinets (CCC) - option


Summary of Inspection Reports Engine builder installations

Junction box wiring causing isolation errors:

Wires touch the interior faces of the box and rub against them due to vibrations

Wires get wedged between box and lid

Cause: Wires have not been cut to length and are

insufficiently strapped!


Summary of Inspection Reports Yard installations

EICU installations in ECR

Excessive wire length

Units installed without cabinet

Insufficient strapping and marking of cables & wires


Summary of inspection reports Yard installations

Cable routing, marking and screen termination

Insufficient cable marking

Missing or wrong cable glands

Wrong screen termination in cable glands

Resulting in:

More complicated troubleshooting

Great risk of insulation faults or short circuits

EMC problems


Countermeasures Updated Production Specification

Our Production Specification for Mounting and installation of electrical

equipment has been updated, focusing on:

New installation types (ECC w. MPC10)

New screen terminations in selected locations

Junction box wiring


Countermeasures Implemented design changes

Introduction of ECC, Engine-mounted Control

Cabinets:

Elimination of PDB and safety system box on the control panel

EMC cable glands replaced by screen termination on controllers & grounding bars


Countermeasures Design changes implemented

EICU cabinet introduced:

One cabinet for both EICU A & B

No cable glands: all cables enter through the bottom of the

cabinet with screen termination on a steel comb

Cables are connected to a terminal row with spring-loaded

push-in terminals, leaving the electronics untouched


Countermeasures Junction box requirements

To counteract the many insulation faults in junction boxes, a set of requirements

have been defined specifically for the junction box design and wiring.

Important highlights are:

Wires must be cut to correct length excessive wire length is not acceptable

Wires must be tied securely, preferreably to support bars

Wires must under no circumstances touch the interior parts of the box or the box itself





Sensors: Position sensor for hydraulic pump

CLO no flow, sensor

Inductive sensors




Countermeasures




PMI Auto-Tuning. Standard on engines

contracted after April 1st 2013


Auto-Tuning

Potential Fuel Reduction

Pure pmax level increase

Potential 5-10 bar

Potential 1-2.5 g/kWh

Reduction in fuel oil consumption / CO2 emissions

1 bar increase in average pmax => 0.20-0.25 g/kWh decrease in fuel oil consumption

Reference pmax

Potential

Potential

Balancing + pmax level increase

Potential additional 2-5 bar

Total potential 1.4 3.75 g/kWh

Will also benefit engines already being

operated within recommended limits


Continuous auto-tuning activated

Reference pmax

Average pmax

Result: 4-bar pmax increase

1-1.2 g/kWh SFOC reduction

PMI Auto-Tuning

10K98ME-C


MOP screen for PMI auto-tuning

PMI Auto-Tuning. Standard on engines

contracted after April 1st 2013


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.


Thank you for your attention

Questions?

me-specific service expirience march 2014

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