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Me B 3 Engines With Variable Exhaust Valve Timing

The document discusses MAN Diesel & Turbo's ME-B.3 engines with variable exhaust valve timing. The ME-B.3 engines feature a shorter exhaust cam and variable exhaust valve timing which improves fuel efficiency at part loads. This is achieved by flexibly controlling compression pressure using the timing unit to delay exhaust valve closing at high loads. The new design includes modifications like a new hydraulic control unit, pipes connecting it to the timing unit, shorter exhaust cam, and updated engine control software.

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Jatin Jain
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3K views

Me B 3 Engines With Variable Exhaust Valve Timing

The document discusses MAN Diesel & Turbo's ME-B.3 engines with variable exhaust valve timing. The ME-B.3 engines feature a shorter exhaust cam and variable exhaust valve timing which improves fuel efficiency at part loads. This is achieved by flexibly controlling compression pressure using the timing unit to delay exhaust valve closing at high loads. The new design includes modifications like a new hydraulic control unit, pipes connecting it to the timing unit, shorter exhaust cam, and updated engine control software.

Uploaded by

Jatin Jain
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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MAN Diesel & Turbo

Market Update Note


28 November 2013

ME-B.3 Engines with Variable Exhaust Valve Timing

With the introduction of ME-B8.3/9.3 (Dot 3) engines, the ME-B8.2/9.2 engines have
become obsolete and have been removed from the engine programme.

This means that the Dot 3 design has been applied in new design specifications
ordered since the beginning of 2013.

Compared with Dot 2, the two key features of the Dot 3 design are the shorter
exhaust cam and the variable exhaust valve timing, which improves fuel efficiency at
part load by means of flexible compression pressure control.

Fig. 1: Lower fuel consumption at part load for ME-B.3 with variable exhaust valve timing

HEAD OFFICE (& postal address) PrimeServ PRODUCTION FORWARDING & RECEIVING MAN Diesel & Turbo
MAN Diesel & Turbo Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Diesel & Turbo SE,
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 [email protected] [email protected] [email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.mandieselturbo.com
MAN Diesel & Turbo – a member of the MAN Group
MAN Diesel & Turbo -2-

Dot 3 engines can use the timing unit during the start-up sequence to increase the
engine acceleration capability. This is done by activating the timing unit when the
exhaust valve starts closing. By doing so, the exhaust valve is kept open, and
compression pressure build-up is prevented.

The working principle is as follows: The shorter Dot 3 exhaust cam has the effect that
the exhaust valve closes earlier at part load, which leads to an increased compression
pressure. The increased compression pressure allows the engine to run with a higher
maximum cylinder pressure, which again results in a lower SFOC.

In order to keep the maximum pressure within the design limit, the timing unit is
activated at high load. The timing unit adds a fixed amount of oil to the hydraulic push
rod for the exhaust valve after it has started its closing sequence. This means that the
exhaust valve opening period is extended and the obtainable compression pressure is
reduced.

Fig. 2: Exhaust valve opening with active timing unit


MAN Diesel & Turbo -3-

Engine operation at low load:


No activation of timing unit
 “short cam”
 early closing of exhaust valve
 increased pcomp

Engine operation at high load:


Activation of timing unit
 “short cam” + hydraulic delay
 delayed closing of exhaust valve
 decreased pcomp

Fig. 3: Exhaust cam profile

The new design comprises the following modifications:

1. A new HCU because the ELFI-B valve will be exchanged with a new ELFI-V
valve. The ELFI-V valve controls the fuel injection and the timing unit for the
exhaust valve.
2. Two pipes for connection of hydraulic oil from the HCU to the timing unit.
3. New short exhaust cam.
4. New ME-B software for engine control system with MPC.

If you require more information, do not hesitate to contact department LES – Design
of Small Bore Engines at [email protected].

Yours faithfully

MAN Diesel & Turbo

for Ole Sørensen Leif Hauerslev

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