MAN Diesel & TurboL+V32/44CRProject Guide MarineFour-stroke diesel enginescompliant with IMO Tier II Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress. D2366456EN Printed in Germany GMC2-05100.5MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 322-0Fax+49 821 322-3382marineengines-de@mandieselturbo.comwww.mandieselturbo.comL+V32/44CRProject Guide Marine Four-stroke diesel engines compliant with IMO Tier IIfalzen falzenfalzen falzen10-056_PPG_L+V3244CR_Marine_IMO_TII.indd U4 05.05.2010 11:10:46Titelseite Marine 32-44MQcrll.fmL+v32/44CRProject Guide - MarineFour-stroke diesel enginescompliant with lMO Tier llStatus version Checked Date Checked Date04.2010 1.1 Franz 2010-04-16 Utjesinovic 2010-04-16Titelseite Marine 32-44MQcrll.fmAll data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.Dependingonthesubsequentspecificindividualprojects,therelevantdatamaybesubjectto 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 condi-tions.lfthisdocumentisdeliveredinanotherlanguagethanEnglishanddoubtsariseconcerningthe translation, the English text shall prevail.For latest updates on Project Guides, visit our website www.mandieselturbo.com:"Marine Engines & Systems > Medium speed > Project Guides".MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 322-0Fax +49 821 322-3382marineengines-de@mandieselturbo.comwww.mandieselturbo.com MAN Diesel & TurboReproduction permitted provided source is given.

32/44CRTable of contents - 120090728-32-44CR lMO Tier lllvZ.fmTable of contents1 lntroduction........................................................................ 1 - 11.1 Engine description 32/44CR lMO Tier ll ..............................................................1 - 31.2 Marine plants by MAN Diesel & Turbo.................................................................1 - 51.2.1 Four stroke diesel engine programme for marine applications compliant with lMO Tier ll, propulsion application....................................................................... 1 - 51.2.2 Typical marine plants and engine arrangements................................................. 1 - 72 Engine and operation ......................................................... 2 - 12.1 Engine characteristic data ...................................................................................2 - 32.1.1 Engine design ...................................................................................................... 2 - 32.1.1.1 Engine cross section ........................................................................... 2 - 32.1.1.2 Engine designations; Design parameters........................................... 2 - 52.1.2 Dimensions, weights, inclination and views ........................................................ 2 - 72.1.3 Additional engine equipment for various applications ...................................... 2 - 112.1.4 Power, outputs, speeds..................................................................................... 2 - 132.1.4.1 Engine ratings................................................................................... 2 - 132.1.4.2 Available outputs.............................................................................. 2 - 142.1.4.3 Speeds/main data............................................................................ 2 - 172.1.4.4 Speed adjusting range ...................................................................... 2 - 192.1.5 Explanatory notes for operating supplies.......................................................... 2 - 212.1.5.1 lntake air..........................................................................................2 - 212.1.5.2 Fuel..................................................................................................2 - 212.1.5.3 Engine cooling water.......................................................................2 - 222.1.5.4 Lubricating oil..................................................................................2 - 222.1.6 Propeller operation, suction dredger (pump drivej ............................................ 2 - 232.1.6.1 Operating range for controllable-pitch propeller.............................. 2 - 232.1.6.2 General requirements for propeller pitch control .............................. 2 - 252.1.6.3 Operating range for fixed-pitch propeller......................................... 2 - 292.1.6.4 Operating range for pump drive....................................................... 2 - 312.1.6.5 Acceleration times............................................................................ 2 - 332.1.7 Diesel-electric operation.................................................................................... 2 - 372.1.7.1 Starting conditions and load application for diesel-electric plants.. 2 - 372.1.7.2 Emergency operation ........................................................................ 2 - 412.1.7.3 Low load operation........................................................................... 2 - 432.1.7.4 Load application for ship electrical systems.................................... 2 - 452.1.7.5 Diesel-electric operation of vessels - failure of one engine .............. 2 - 492.1.7.6 Available outputs dependent on frequency deviations.................... 2 - 522.1.7.7 Load reduction .................................................................................. 2 - 532.1.7.8 Generator - reverse power protection.............................................. 2 - 552.1.7.9 Earthing of diesel engines and bearing insulation on generators..... 2 - 57 Table of contents - 2 32/44CR20090728-32-44CR lMO Tier lllvZ.fm2.1.8 Engine operation under arctic conditions.......................................................... 2 - 592.1.9 Fuel oil consumption; lube oil consumption...................................................... 2 - 612.1.9.1 Fuel oil consumption for emission standard: lMO Tier ll.................. 2 - 612.1.9.2 Lube oil consumption....................................................................... 2 - 622.1.9.3 Calculation of fuel consumption at site............................................ 2 - 632.1.9.4 Aging ................................................................................................. 2 - 642.1.10Planning data for emission standard lMO Tier ll .............................................. 2 - 652.1.10.1 Nominal values for cooler specification - L32/44CR for emission standard lMO Tier ll.................................... 2 - 652.1.10.2 Temperature basis, nominal air and exhaust gas data -L32/44CR for emission standard lMO Tier ll.................................... 2 - 662.1.10.3 Nominal values for cooler specification - v32/44CR for emission standard lMO Tier ll.................................... 2 - 672.1.10.4 Temperature basis, nominal air and exhaust gas data - v32/44CR for emission standard lMO Tier ll.................................... 2 - 682.1.10.5 Load specific values at tropical conditions - L/v32/44CR for emissions standard lMO Tier ll .............................. 2 - 692.1.10.6 Load specific values at lSO-conditions -L/v32/44CR for emission standardlMO Tier ll................................ 2 - 702.1.10.7 Filling volumes and flow resistances ............................................... 2 - 712.1.10.8 Operating/service temperatures and pressures............................... 2 - 722.1.11 Emissions........................................................................................................... 2 - 752.1.11.1 Exhaust gas emission....................................................................... 2 - 752.1.11.2 Torsional vibrations ........................................................................... 2 - 772.1.11.3 Engine noise/intake noise/exhaust gas noise ................................... 2 - 812.1.12 Requirement for power drive connection (staticj............................................... 2 - 872.1.13 Requirements for power drive connection (dynamicj ........................................ 2 - 892.1.13.1 Moments of inertia, flywheels........................................................... 2 - 892.1.13.2 Balancing of masses ......................................................................... 2 - 912.1.13.3 Static torque fluctuation................................................................... 2 - 932.1.14 Power transmission ........................................................................................... 2 - 972.1.14.1 Flywheelarrangement ...................................................................... 2 - 972.1.15 Arrangement of attached pumps..................................................................... 2 - 1012.1.16 Foundation....................................................................................................... 2 - 1032.1.16.1 General requirements for engine foundation.................................. 2 - 1032.1.16.2 Rigid seating................................................................................... 2 - 1052.1.16.3 Chocking with synthetic resin ......................................................... 2 - 1112.1.16.4 Resilient seating .............................................................................. 2 - 1152.1.16.5 Recommended configuration of foundation................................... 2 - 117

32/44CRTable of contents - 320090728-32-44CR lMO Tier lllvZ.fm2.2 Engine automation........................................................................................2 - 1252.2.1 SaCoSone system overview............................................................................ 2 - 1252.2.2 Power Supply and Distribution........................................................................ 2 - 1312.2.3 Operation......................................................................................................... 2 - 1332.2.4 Functionality .................................................................................................... 2 - 1352.2.5 lnterfaces......................................................................................................... 2 - 1392.2.6 Technical Data................................................................................................. 2 - 1412.2.7 lnstallation requirements ................................................................................. 2 - 1432.2.8 Engine-located measuring and control devices .............................................. 2 - 1453 Quality requirements of operating supplies ....................... 3 - 13.1 Quality of lubricating oil (SAE 40j for operation with marine gas oil, diesel oil (MGO/MDOj.......................................................................................... 3 - 33.2 Quality of lubricating oils (SAE40j for heavy fuel oil operation (HFOj .................................................................................................... 3 - 73.3 Quality of engine cooling water .........................................................................3 - 133.4 Cooling water inspecting ...................................................................................3 - 213.5 Cooling water system cleaning.........................................................................3 - 233.6 Quality of gas oil/marine gas oil (MGOj .............................................................3 - 253.7 Quality of Marine Diesel Oils (MDOj...................................................................3 - 273.8 Quality of Heavy Fuel Oils (HFOj........................................................................3 - 293.9 viscosity-Temperature (vTj diagram of heavy fuel oil........................................3 - 413.10 Quality of intake air (combustion airj .................................................................3 - 434 Diesel-electric propulsion plants........................................ 4 - 14.1 General.................................................................................................................4 - 34.2 Diesel-electric propulsion plant layout data.........................................................4 - 54.3 Generator protection and synchronization ..........................................................4 - 74.4 Power management system ................................................................................4 - 84.5 Typical diesel-electric propulsion plants..............................................................4 - 94.6 Arrangement of diesel-electric propulsion plants ..............................................4 - 11 Table of contents - 4 32/44CR20090728-32-44CR lMO Tier lllvZ.fm5 Propulsion train .................................................................. 5 - 15.1 Propulsion packages ...........................................................................................5 - 35.1.1 General ................................................................................................................ 5 - 35.1.2 Propeller layout data............................................................................................ 5 - 55.1.3 Propeller clearance.............................................................................................. 5 - 76 Engine related service systems.......................................... 6 - 16.1 Basic principles for pipe selection.......................................................................6 - 36.1.1 Pipe dimensioning ............................................................................................... 6 - 36.1.2 lnstallation of flexible pipe connections for resiliently mounted engines ............ 6 - 56.1.3 Condensate amount ............................................................................................ 6 - 96.2 Lube oil system..................................................................................................6 - 156.2.1 Lube oil system description............................................................................... 6 - 156.2.2 Prelubrication / postlubrication ......................................................................... 6 - 296.2.3 Lube oil outlets - general................................................................................... 6 - 316.2.4 Lube oil service tank.......................................................................................... 6 - 336.2.5 Pressure control valve ....................................................................................... 6 - 376.2.6 Crankcase vent and tank vent ........................................................................... 6 - 396.3 Water systems ...................................................................................................6 - 416.3.1 Cooling water system........................................................................................ 6 - 416.3.1.1 LT cooling water system ..................................................................6 - 416.3.1.2 HT Cooling water circuit..................................................................6 - 436.3.1.3 Cooling water collecting and supply system...................................6 - 466.3.1.4 Miscellaneous items........................................................................6 - 466.3.2 Cooling water diagrams..................................................................................... 6 - 496.3.2.1 Cleaning of charge air cooler (inside enginej by a ultrasonic device6 - 556.3.2.2 Turbine washing device, HFO-operation.......................................... 6 - 576.3.3 Nozzle cooling system and diagram.................................................................. 6 - 596.3.4 Nozzle cooling water module ............................................................................ 6 - 636.4 Fuel oil system...................................................................................................6 - 656.4.1 Marine Diesel Oil (MDOj treatment system ....................................................... 6 - 656.4.2 Marine Diesel Oil (MDOj supply system for diesel engines............................... 6 - 676.4.3 Heavy fuel oil (HFOj treatment system.............................................................. 6 - 716.4.4 Heavy fuel oil (HFOj supply system................................................................... 6 - 756.4.5 Heavy fuel oil (HFOj supply system - twin engine plant.................................... 6 - 876.5 Compressed air system.....................................................................................6 - 916.5.1 Starting air system............................................................................................. 6 - 916.5.2 Starting air vessels, compressors ..................................................................... 6 - 976.5.3 Jet assist.......................................................................................................... 6 - 101

32/44CRTable of contents - 520090728-32-44CR lMO Tier lllvZ.fm6.6 Engine room ventilation and combustion air ...................................................6 - 1036.7 Exhaust gas system.........................................................................................6 - 1056.7.1 General information ......................................................................................... 6 - 1056.7.2 Components and assemblies.......................................................................... 6 - 1077 Auxiliary modules and system components....................... 7 - 17.1 Auxiliary modules.................................................................................................7 - 37.1.1 Nozzle cooling water module .............................................................................. 7 - 37.1.2 Preheating module............................................................................................... 7 - 47.2 System components............................................................................................7 - 57.2.1 Lube oil automatic filter ....................................................................................... 7 - 57.2.2 Lube oil double filter ............................................................................................ 7 - 68 Engine room planning ........................................................ 8 - 18.1 lnstallation and arrangement ...............................................................................8 - 38.1.1 General details..................................................................................................... 8 - 38.1.2 lnstallation drawings............................................................................................ 8 - 58.1.3 Removal dimensions of piston and cylinder liner .............................................. 8 - 138.1.4 Comparison of engine arrangements ................................................................ 8 - 238.1.5 Lifting appliance ................................................................................................ 8 - 278.1.6 Request space for maintenance........................................................................ 8 - 318.1.7 Major spare parts............................................................................................... 8 - 338.1.8 Example: propulsion system arrangement ........................................................ 8 - 378.2 Exhaust gas ducting ..........................................................................................8 - 398.2.1 Example: ducting arrangement ......................................................................... 8 - 398.2.2 Position of the outlet casing of the turbocharger .............................................. 8 - 419 Annex ................................................................................. 9 - 19.1 Programme for Factory Acceptance Test (FATj of four-stroke marine engines ..9 - 39.2 Engine running-in.................................................................................................9 - 59.3 Exhaust gas components of medium speed four-stroke diesel engines.............9 - 99.4 Definitions ..........................................................................................................9 - 119.5 Output ................................................................................................................9 - 139.6 Symbols .............................................................................................................9 - 15 Table of contents - 6 32/44CR20090728-32-44CR lMO Tier lllvZ.fm9.7 Engine preservation ...........................................................................................9 - 199.8 Engine colour .....................................................................................................9 - 219.8.1 RAL colour group 1 (standard colourj ............................................................... 9 - 219.8.2 RAL colour group 2 (special requestj ................................................................ 9 - 239.8.3 RAL colour group 3 (special lacqueringj............................................................ 9 - 259.9 Form - diesel-electric propulsion plant layout data...........................................9 - 27lndex......................................................................................... lPage 1 - 1Kapiteltitel 1 M.fm1 lntroduction Page 1 - 2Kapiteltitel 1 M.fmlntroduction1.1 Engine description 32/44CR lMO Tier ll H-AJ 32/44CR Page 1 - 30101-0201MQcrll.fm1.1 Engine description 32/44CR lMO Tier llGeneralWiththe32/44CR(CommonRailj, MAN Diesel & Turbo is embarking on a new era inmoderndieselenginedesign.Basedonthe thousandfold well-proven 32/40 engine, the 32/44CRwasdevelopedforuseasapropulsion and auxiliary engine in ships, stationary applica-tionsandforoffshoreindustry.Bytheuseof electronic injection, future emissions standards canbefulfilledatlowfuelconsumption,high specific power output and high availability. The 32/44CR thereby sets the newstandardinthis engine class.FuelsThecommonrailinjectionsystemofthe32/44CRwasdesignedforoperationwithheavy fueloil(HFOjinaccordancewithspecification DlN lSO 8217(viscositiesupto700 cStat 50 Cj and fuel temperatures up to 150 C. The fuel oil system is designed to allow the engine to be started and stopped with HFO. Special atten-tion was directed during development on the re-liablefunctionalityofallcomponentsduring operation with all approved fuel qualities.lnjectionThe patented common rail injection system from MAN Diesel & Turboisbasedonthefollowing principle:Highpressurepumpscompressthe fuel to the required pressure and deliver it to the inlineaccumulatorunits(commonrailj.Atthe accumulator units are connections for the injec-tion valves and also the components for fuel dis-tribution and injection control. The common rail systemachievesitshighlevelofflexibilityby consistentseparationofpressuregeneration and injection control.Features and advantagesAsamatterofprinciple,MAN Diesel & Turbo haskeptthebasicconceptofitscommonrail technology as simple as possible and has inte-gratedtechnicallyprovencomponentsintothe design. For example, in keeping with this philos-ophy, the design does not use a separate servo circuitforactivatingtheinjectionvalve.Less maintenance is one of the benefits as well as ex-tremely quick and accurate reaction times of the injectionsystem.Theelectronicallycontrolled injection valves are on the rail outside the cylin-derhead,resultingingreatersystemreliability andveryeasymaintainability.Also,integrated into the CR technology are well-proven compo-nentswithlongserviceexperience,suchas conventionalinjectionnozzles.Withthe32/44CR it has been possible to combine conflict-ing development specifications like high power density with low wear" and low emissions with lowwear"inarevolutionaryway.Theengine representsthelatesttechnologyintheareaof mediumspeedoperatedindustrialsizeddiesel engines. Engine technology that is ready for the future.ElectronicsThe 32/44CR is equipped with the latest gener-ationofprovenMAN Diesel & Turboengine managementsystem.Forthefirsttime,Sa-CoSone combinesall functions of modern engine managementintoonecompletesystem. Through integration on the engine, it forms one unit with the drive assembly. SaCoSone offers: lntegrated self-diagnosis functions Maximum reliability and availability Simple use and diagnosis Quick exchange of modules (plug inj Trouble-free and time-saving commissioningSafety conceptThecommonrailsystemcomprisesanintelli-gent designed safety concept: All high pressure pipes are screened or have a double wall design. Flow limiting valves at each cylinder prevent uncontrolled injection. lntroduction1.1 Engine description 32/44CR lMO Tier ll Page 1 - 4 32/44CR H-AJ0101-0201MQcrll.fm Redundanthighpressurepumpsguarantee continued engine operation even in the event of high pressure pump malfunction. Twintypepressuresensorsandspeedsen-sors assure that the engine stays operational even in the event of failure of one of these el-ements.lncaseofsingleengineplantsthe Electronic Control Units (ECUsj are in double type as well.NOx reduction measures L+v32/44CRRl - Retarded lnjectionRetardedinjectiontimingdelayscombustion heat release and thus lowers combustion cham-ber temperature peaks.New piston for increased compression ratioThe use of a new piston provides a higher com-pressionratioandgivesafasterreductionin temperature after the ignition of the fuel, thus re-ducing NOx formation. The increase in compres-sionratioalsocompensatesthereductionin firing temperature due to retarded injection and hence the associated increase in SFOC.variable valve Timing (vvTjvariablevalvetimingenablesvariationsinthe openingandclosingoftheinletandexhaust valves.ltcanbeusedtocompensatethein-creaseinSFOCassociatedwithlowerNOxemissions.vvT is an enabling technology of variable Miller valvetiming.AstrongMillereffectunderhigh load operation results in an improvement in the NOx-SFOC trade-off. At low load the Miller valve timings are reduced toattainhighercombustiontemperaturesand thus lower soot emissions.Miller valve timingTo reduce the temperature peaks which promote theformationofNOx,earlyclosureoftheinlet valve causes the charge air to expand and cool beforestartofcompression.Theresultingre-duction in combustion temperature reduces NOxemissions.High pressure ratio turbochargerTheuseofMAN Diesel & Turboturbochargers equippedwiththelatesthighefficiencycom-pressorwheelsalleviatetheNOx-SFOCtrade off. The higher pressure ratio increases the effi-ciency of the engine and thus compensates the increase in SFOC normally associated with low-er NOx emissions. Thehigherpressureratioalsoincreasesthe scope for Miller valve timing.Common rail injectionThe32/44commonrailinjectionsystemuses thelatestMAN Diesel & Turbocommonrail technology which allows flexible setting of injec-tion timing, duration and pressure for each cylin-der.Thisflexibilityallowsthefuelconsumption and emissions of the 32/44CR to be optimised at any point on its operating profile.lntroduction1.2 Marine plants by MAN Diesel & Turbo B-BA Page 1 - 50101-0201MA.fm1.2 Marine plants by MAN Diesel & Turbo1.2.1 Four stroke diesel engine programme for marine applications com-pliant with lMO Tier ll, propulsion applicationFigure 1-1 MAN Diesel & Turbo engine programmelntroduction1.2 Marine plants by MAN Diesel & Turbo Page 1 - 6 B-BA0101-0201MA.fmlntroduction1.2.2 Typical marine plants and engine arrangements H-AG 32/44CR Page 1 - 70101-0201MQcr.fm1.2.2 Typical marine plants and engine arrangementsFigure 1-2 Cruising vessellntroduction1.2.2 Typical marine plants and engine arrangements Page 1 - 8 32/44CR H-AG0101-0201MQcr.fm Figure 1-3 Heavy lift cargo vessellntroduction1.2.2 Typical marine plants and engine arrangements H-AG 32/44CR Page 1 - 90101-0201MQcr.fm Figure 1-4 Fishing vessellntroduction1.2.2 Typical marine plants and engine arrangements Page 1 - 10 32/44CR H-AG0101-0201MQcr.fmPage 2 - 1Kapiteltitel 2 M.fm2 Engine and operation Page 2 - 2Kapiteltitel 2 M.fmEngine and operation2.1.1 Engine design H-AJ 32/44CRPage 2 - 30204-0101MQcrll.fm2.1 Engine characteristic data2.1.1 Engine design2.1.1.1 Engine cross sectionFigure 2-1 Cross section - engine L32/44CR; view on counter coupling sideEngine and operation2.1.1 Engine design Page 2 - 4 32/44CRH-AJ0204-0101MQcrll.fmFigure 2-2 Cross section - engine v32/44CREngine and operation2.1.1 Engine designB-AJ 32/44CR Page 2 - 50204-0102MQcrll.fm2.1.1.2 Engine designations; Design parametersEngine L+v32/44CRExample to declare engine designations 18v32/44CRPiston stroke [cm| Cylinder bore [cm| v= vee engine, L= in-line engine Cylinder number Design indexParameter Abbreviations UnitNumber of cylinders 6, 7, 8, 9, 1012, 14, 16, 18, 20-ln-line engine Lvee engine vCylinder bore 32cmPiston stroke 44Table 2-1 Designations engine 32/44CRParameter value UnitCylinder bore 320mmPiston stroke 440Displacement per cyl.: 35.4 dm3Compression ratio 560 kW/cyl. marine plants 16.3 -Distance between cylinder centres L = 530mmDistance between cylinder centres v = 630vee engine, vee angle 45 Crankshaft diameter at journal, in-line engine L = 290 mm Crankshaft diameter at journal, vee engine v = 320Crankshaft diameter at crank pin 290Table 2-2 Design parameters engine 32/44CREngine and operation2.1.1 Engine design Page 2 - 632/44CR B-AJ0204-0102MQcrll.fmEngine and operation2.1.2 Dimensions, weights, inclination and views B-BA 32/44CR Page 2 - 70204-0201MQcrll.fm2.1.2 Dimensions, weights, inclination and viewsEngine L32/44CRFigure 2-3 Main dimensions - engine L32/44CREngineL L1 W H Weight without flywheel1jmm t6L32/44CR 6,312 5,265 2,174 4,163 39.57L32/44CR 6,924 5,8772,359 4,36944.58L32/44CR 7,454 6,407 49.59L32/44CR 7,984 6,937 53.510L32/44CR 8,603 7,556 58.01j lncluding built-on lube oil automatic filter, fuel oil filter and electronic equipment.The dimensions and weights are given for guidance only. For fly wheel data see "Chapter 2.1.13 Requirements for power drive connection (dynamicj, page 2-89".Table 2-3 Main dimensions and weights - engine L32/44CREngine and operation2.1.2 Dimensions, weights, inclination and views Page 2 - 8 32/44CR B-BA0204-0201MQcrll.fmEngine v32/44CRFigure 2-4 Main dimensions and weights v32/44CREngineL L1 W H Weight without flywheel1jmm t12v32/44CR 7,195 5,7953,1004,039 7014v32/44CR 7,970 6,4254,2627916v32/44CR 8,600 7,055 8718v32/44CR 9,230 7,685 9620v32/44CR 9,860 8,315 1041j lncluding built-on lube oil automatic filter, fuel oil filter and electronic equipment.The dimensions and weights are given for guidance only. For fly wheel data see "Chapter 2.1.13 Requirements for power drive connection (dynamicj, page 2-89".Table 2-4 Main dimensions and weights - engine v32/44CREngine and operation2.1.2 Dimensions, weights, inclination and views B-BA 32/44CR Page 2 - 90204-0201MQcrll.fmEngine inclinationFigure 2-5 Angle of inclinationNote!Forhigherrequirementscontact MAN Diesel & Turbo.Arrangeenginesalways lengthwise of the ship!o Athwartships| Fore and aftEDDEMax. permissible angle of inclination [|1jApplication Athwartships o Fore and aft |Heel to each side (staticjRolling to each side (dynamicjTrim (staticj2jPitching(dynamicjL < 100 mL > 100 mMain engines 15 22.5 5 500/L 7.51j Athwartships and fore and aft inclinations may occur simultaneously.2j Depending on length L of the ship.Table 2-5 lnclinations - L+v32/44CREngine and operation2.1.2 Dimensions, weights, inclination and views Page 2 - 10 32/44CR B-BA0204-0201MQcrll.fmEngine and operation2.1.3 Additional engine equipment for various applications B-BA 32/44CRPage 2 - 111001-0104MDcr.fm2.1.3 Additional engine equipment for various applications Device/measure ApplicationShipStationary enginesPropellerAuxiliary enginesDiesel-mechanicalDiesel-electricalCharge air blow off forfiring pressure limitationFull load Order-related, if the intake air s 5 CCharge air blow off for firing pressure limitation and exhaust gas temperature controlLoad > approx. 25%Order-related, for plants with catalyst converterCharge air by-pass Partial load X - - -Two-stage charge air cooler Partial load X X X XCharge air preheating by LT shut offPartial load - - - -CHATCO (Charge air tempera-ture controljAvoidance of condensate in the charge air pipeX X X XJet assist (acceleration of the turbochargerjManoeuvring, loadingO (X1jj X X O (X1jjSlow turn Before engine startO X O (X2jj O (X2jjOil mist detector Protection of eng. Compo-nentsO O O OSplash oil monitoring Protection of eng. Compo-nentsX X X XMain bearing temperature monitoringProtection of eng. Compo-nentsX X X XAttached HT cooling water pumpMedia supply O O O OAttached LT cooling water pumpMedia supply O O O OAttached lubrication oil pump Media supply O O O O1j Required if special demands exist regarding fast acceleration and fast load application without increased soot emis-sion.2j Required for plants with power managment system demanding automatic engine start.X = required, O = optional, - not designed.Table 2-6 Additional engine equipmentEngine and operation2.1.3 Additional engine equipment for various applications Page 2 - 1232/44CR B-BA1001-0104MDcr.fmEngine and operation2.1.4 Power, outputs, speeds B-BA 32/44CR Page 2 - 130204-0301MQcrll.fm2.1.4 Power, outputs, speedsEngine L+v32/44CR2.1.4.1 Engine ratingsPlSO, standard: lSO-standard-output (as specified in DlN lSO 3046-1j for emission standard: lMO Tier llDefinition of engine ratingGeneral definition of diesel engine rating(accordingtolSO15550:2002;lSO3046-1: 2002j Engine typeNo. of cylinders720 rpm1j750 rpm720 rpmAvailable turning direction2j750 rpmAvailable turning direction2jkW hp3jCW CCWkW hp3jCW CCW6L32/44CR 6 3,360 4,505Yes Yes3,360 4,505Yes Yes7L32/44CR 7 3,920 5,255 3,920 5,2558L32/44CR 8 4,480 6,005 4,480 6,0059L32/44CR 9 5,040 6,755 5,040 6,75510L32/44CR 10 5,600 7,505 5,600 7,50512v32/44CR 12 6,720 9,110YesYes 6,720 9,010YesYes14v32/44CR 14 7,840 10,510 Yes 7,840 10,510 Yes16v32/44CR 16 8,960 12,015 Yes 8,960 12,015 Yes18v32/44CR 18 10,080 13,515 Yes 10,080 13,515 Yes20v32/44CR 20 11,200 15,015 No 11,200 15,015 NoPower take-off on engine free end up to 100 % of rated output.1j Speed 720 rpm available for generator drive only.2j CW clockwise; CCW counter clockwise.3j 1kW=1.341hpTable 2-7 Engine ratings for emission standard: lMO Tier llReference conditions:lSO 3046-1: 2002; lSO 15550: 2002Air temperature TrK / C 298 / 25Air pressure prkPa 100Relative humidity ur % 30Cooling water temperature upstream charge air cooler tcrK / C 298 / 25Table 2-8 Standard reference conditionsEngine and operation2.1.4 Power, outputs, speeds Page 2 - 14 32/44CR B-BA0204-0301MQcrll.fm2.1.4.2 Available outputsPApplication, lSO: Available output under lSO-conditions dependent on application Kind of application P ApplicationAvailable output in percentage from lSO-standard-output Fuel stop power (blockingj Max. allowed speed reduction at maximum torque1jTropic conditions (tr/tcr/pr=100kPajNotesOptional power take-off available? / percentage of POperating % % % C - -Electricity generationAuxiliary engines in ships 100 110 - 45/382j 3j-Marine main engines (with mechanical or diesel-electric drivejMain drive generator 100 110 - 45/382j 3j- Main drive with controllable pitch propeller4j100 100 - 45/385jMain drive with fixed-pitch propeller4j90 90 10 45/385) 6jSuction dredger/pumps (mechanical drivejMain drive for suction dredger/pumps for engines 6-10L32/44CR4j90 90 20 45/386jYes/ up to 100 %Main drive for suction dredger/pumps for engines 12-18v32/44CR(not 20v32/44CRj4j90 90 20 45/386jYes/ up to 100%, only at nominal speed1j Maximum torque given by available output and nominal speed.2j According to DlN lSO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide additional engine power for governing purpose only (e.g. transient load conditions and suddenly applied loadj. This additional power shall not be used for the supply of electrical consumers.3j 12-20v32/44CR - GenSets with flexible coupling only.4j Only applicable with nominal speed of 750 rpm.5j According to DlN lSO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engines listed in the column P Application.6j Special turbocharger matching required - additional fuel consumption necessary.tr Air temperature at compressor inlet of turbocharger.tcrCooling water temperature before charge air cooler.pr Barometric pressure.Table 2-9 Available outputs/related reference conditions L/v32/44CR Tier ll Engine and operation2.1.4 Power, outputs, speeds B-BA 32/44CR Page 2 - 150204-0301MQcrll.fmP Operating: Available output under local conditions and dependent on applicationDependent on local conditions or special appli-cationdemandsafurtherloadreductionof P Application, lSO might be needed.1. No de-rating due to ambient conditions is needed as long as following conditions are not ex-ceeded:2. De-ratingduetoambientconditionsandnegativeintakepressurebeforecompressororex-haust gas back pressure after turbochargeraCorrection factor for ambient conditionsTxAir temperature before turbocharger [K| being considered (Tx = 273 + txjU lncreased negative intake pressure before compressor leeds to an de-rating, calculated as increased air temperature before turbochargerNo de-rating up to stated Reference conditions (TropicjSpecial calculation needed iffollowing values are exceededAir temperature before turbocharger Txs 318 K (45 Cj 333K (60 CjAmbient pressure > 100 kPa (1 barj 90 kPaCooling water temperature inlet charge air cooler (LT stagej s 311 K (38 Cj 316 K (43 Cjlntake pressure before compressor > -20 mbar1j-40 mbar1jExhaust gas back pressure after turbocharger s 30 mbar1j60 mbar1j1j Overpressure.Table 2-10 De-rating - Limits of ambient conditionsa 318TxU O + +----------------------------\ .| |=311Tcx----------\ .| |12 ,109 009 , , with a 1 sPOperati ngPApplication, lSOa =U 20mbar pAir before compressor[mbar] ( ) 025K/mbar , = with U 0 >Engine and operation2.1.4 Power, outputs, speeds Page 2 - 16 32/44CR B-BA0204-0301MQcrll.fmO lncreased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature before turbocharger:TcxCooling water temperature inlet charge air cooler (LT stagej [K| being considered (Tcx = 273 + tcxjT Temperature in Kelvin [K|t Temperature in degree Celsius [C|3. De-rating due to special conditions or demands. Please contact MAN Diesel & Turbo, if: limitsofambientconditionsmentionedin "Table2-10De-rating-Limitsofambient conditions" are exceeded higher requirements for the emission level ex-ist as stated in"Chapter 2.1.11.1 Exhaust gas emission, page 2-75" special requirements of the plant for heat re-covery exist special requirements on media temperatures of the engine exist anyrequirementsofMAN Diesel & Turbo mentionedintheProjectGuidecannotbe kept.O pExhaustafterTurbi ne [mbar] 30mbar ( ) 025 , K/mbar = with O0 >Engine and operation2.1.4 Power, outputs, speedsD-AJ 32/44CR Page 2 - 170201-0105MQcrll.fm2.1.4.3 Speeds/main dataUnit 50 Hz 60 HzCylinder rating kW/cyl. 560 560Rated speed rpm 750 720Mean piston speed m/s 11.0 10.6Mean effective pressure bar 25.3 26.4Number of pole pairs - 4 5Lowest engine operating speed: ln case of rigid foundation ln case of resilient foundation speed depends on layout of mountingrpmapprox. 250-approx. 250-Highest engine operating speed rpm 773 7731jSpeed adjusting range rpm See "Chapter 2.1.4.4 Speed adjusting range, page 2-19"1j This concession may possibly be restricted, see "Chapter 2.1.7.6 Available outputs dependent on frequency devia-tions, page 2-52".Table 2-11Speeds/main dataEngine and operation2.1.4 Power, outputs, speeds Page 2 - 18 32/44CR D-AJ0201-0105MQcrll.fmEngine and operation2.1.4 Power, outputs, speedsH-AJ 32/44CR, 51/60DF, 48/60CR Page 2 - 190201-0110Mcr.fm2.1.4.4 Speed adjusting rangeThefollowingspecificationrepresentsthe standard settings. For special applications, de-viating settings may be necessary.Drive Speed droopMaximum speed at full loadMaximum speed at idle runningMinimum speedElectronic governors1 main engine with control-lable-pitch propeller and with-out PTO0 % 100% (+0,5%j 100% (+0,5%j 60 %1 main engine with control-lable-pitch propeller and with PTO0 % 100% (+0,5%j 100% (+0,5%j 60 %Parallel operation of 2 engines driving 1 shaft with/without PTO:Load sharing via speed droop or5 % 100% (+0,5%j 105% (+0,5%j 60 %Master/slave operation 0 % 100% (+0,5%j 100% (+0,5%j 60 %GenSets/Diesel-electric plants:with load sharing via speed droopor5 % 100% (+0,5%j 105% (+0,5%j 60 %lsochronous operation 0 % 100% (+0,5%j 100% (+0,5%j 60 %Fixed-pitch propeller plants 0 % 100% (+0,5%j - 30 %Note!For single-engine plants with fixed-pitch propeller, the speed droop is of no significance.Only if several engines drive one shaft with fixed-pitch propeller, the speed droop is relevant for the load distribution.ln the case of electronic speed control, a speed droop of 0 % is also possible during parallel operation.Table 2-12 Electronic governorsEngine and operation2.1.4 Power, outputs, speeds Page 2 - 20 32/44CR, 51/60DF, 48/60CRH-AJ0201-0110Mcr.fmEngine and operation2.1.5 Explanatory notes for operating suppliesA-BA Page 2 - 211001-0109MA.fm2.1.5 Explanatory notes for operating suppliesTemperaturesandpressuresstatedinchapter "Planningdataforemissionstandard lMO Tier ll" must be considered.2.1.5.1 lntake airThe quality of the intake air as stated in the rele-vant chapters has to be ensured.2.1.5.2 FuelThe engine is designed for operation with HFO, MDO and MGO in the qualities quoted in the rel-evant chapters.Thefollowingnotesconcerningthismustal-ways be observed:EngineoperationwithDMA-gradefuel(MGOj, viscosity > 2 cst at 40 CAj Short-term operation, max. 72 hourslnseveralregionsitisprescribedtousedistil-lates for operation of the engines when entering their territorial waters.Enginesthatarenormallyoperatedwithheavy fuel, can also be operatedwith Marine Gas Oil (MGO, in accordance with lSO 8217-F-DMAj for short periods.Boundary conditions: FuelinaccordancewithlSO8217-F-DMA and a viscosity of >2 cSt at 40 C MGO-operation maximum 72 hours within a two week period (cumulative with distribution as requiredj Fuel oil cooler switched on and fuel oil tem-perature before engine s 45 CBj Long-term (> 72hj or continuous operationForlong-term(> 72hjorcontinuousoperation with DMA-grade fuel (MGOj, viscosity > 2 cst at 40 C,specialengine-andplant-relatedplan-ning prerequisitesmust be set and special ac-tions are necessary during operation. Following features are required on engine side: lnletvalvelubricationwithpossibilitytobe turned off and on manually lnjection pumps with sealing oil system with possibility to be cut-off and on manuallyFollowing features are required on plant side: Layout of fuel system to be adapted forlow-viscosityfuel(capacityanddesignoffuel supply and booster pumpj Cooler layout in fuel system for a fuel oil tem-perature before engine of s 45 C Nozzlecoolingsystemwith possibilitytobe turned off and on during engine operationBoundary conditions for operation: FuelinaccordancewithlSO8217-F-DMA and a viscosity of > 2 cSt at 40 C Fuel oil cooler activated and fuel oil tempera-ture before engine s 45 C lnlet valve lubrication turned on Sealing oil of injection pumps activated Nozzle cooling system switched offContinuousoperationwithDMA-gradefuel (MGOj: Lubeoilfordieseloperation(BN10-BN16j has to be usedEngineoperationwithDMA-gradefuel(MGOj, viscosity s 2 cst and > 1,5 cst at 40 Clf the engine must be operated with Marine Gas Oil (MGO, in accordance with lSO 8217-F-DMAj with the viscosity s 2 cst and > 1,5 cst at 40 C a special layout of the fuel oil system is needed (re-gardless of long-term or short-term operationj. Especiallycoolingcapacitytobeincreasedto reachaafueloiltemperaturebeforeengineof s 25 C.Engine and operation2.1.5 Explanatory notes for operating supplies Page 2 - 22 A-BA1001-0109MA.fmFollowing features are required on engine side: lnletvalvelubricationwithpossibilitytobe turned off and on manually lnjection pumps with special coating (if appli-cablej lnjection pumps with sealing oil system with possibility to be cut-off and on manuallyFollowing features are required on plant side: Layout of fuel system has to be adapted for low-viscosity fuel (capacity and design of fuel supply and booster pumpj Cooler layout in fuel system for a fuel oil tem-perature before engine of s25 C Nozzlecoolingsystemwithpossibilitytobe turned off and on during engine operationBoundary conditions for operation: FuelinaccordancewithlSO8217-F-DMA and a viscosity of > 1,5 cSt at 40 C Fuel oil cooler activated and fuel oil tempera-ture before engine s 25 C lnlet valve lubrication turned on Sealing oil of injection pumps activated Nozzle cooling system switched offContinuousoperationwithDMA-gradefuel (MGOj: Lubeoilfordieseloperation(BN10-BN16j has to be usedOperationwithheavyfueloilofasulphurcon-tent of < 1,5 %Previous experience with stationary engines us-ing heavy fuel of a sulphur content of < 1 % or even 0.2 % does not show any restriction in the utilisation of these fuels, provided that the com-bustion properties are not affected negatively.This may well change if in the future new meth-ods are developed to produce low sulphur-con-taining heavy fuels.lf it is intended to run continously with low sul-phur-containingheavyfuel,lubeoilwithalow BN(BN30jhastobeused.Thisisneeded,in spite of experiences that engines has been proven to be very robust regard to thecontinuous usage of the standard lubrication oil (BN40) for this purpose.2.1.5.3 Engine cooling waterThe quality of the engine cooling water required in relevant chapter has to be ensured.2.1.5.4 Lubricating oilSelectionofthelubricatingoilmustbeinac-cordance with the relevant chapters.The lubricating oil must always match the worst fuel oil quality. A Base Number (BNj that is too low is critical.A Base Number that is too high is, however, not optimum (costs, sedimentationj, but is not con-sidered critical.lf, alongside operation using heavy fuel, it is in-tended to operate for a longer continuous period usinglow-sulphurfuel,asecondlubricatingoil tankshouldbeprovidedwhichisthentopped up with the correct BN in each case in order to attain an optimum mixing range.Engine and operation2.1.6 Propeller operation, suction dredger (pump drivej A-BA Page 2 - 230201-0201MA-Tll.fm2.1.6 Propeller operation, suction dredger (pump drivej2.1.6.1 Operating range for controllable-pitch propellerFigure 2-6 Operating range for controllable-pitch propellerRated output/operating rangeMCR Maximum continuous ratingRange l: Operating range for continuous opera-tion. Rangell:Operatingrangewhichistemporarily admissiblee.g.duringaccelerationandma-noeuvring.Thecombinatorcurvemustkeepasufficient distancetotheloadlimitcurve.Foroverload protection, a load control has to be provided.Transmissionlosses(e.g.bygearboxesand shaft powerj and additional power requirements (e.g. by PTOj must be taken into account.010203040506070809010011040 50 60 70 80 90 100 110Engine output [%] Torque, BMEP [%]Engine speed [%]Range II1Loadlimit2Recommended combinator curve3 Zero thrust100908070605040302010MCRRange I123Engine and operation2.1.6 Propeller operation, suction dredger (pump drivej Page 2 - 24 A-BA0201-0201MA-Tll.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejL-AJ Page 2 - 250201-0201aMA.fm2.1.6.2 General requirements for propeller pitch controlPitch control of the propeller plantFor mechanical speed governorsAs a load indication a 4 - 20 mA signal from the engines admission teletransmitter is supplied to the propeller control system.For electronic speed governorsAs a load indication a 4 - 20 mA signal from the engineselectronicgovernorissuppliedtothe propeller control system.GeneralA distinction between constant-speed operation andcombinator-curveoperationhastobeen-sured.Combinator-curve operation:The 4 - 20 mA signal has to be used for the as-signment of the propeller pitch to the respective enginespeed.Theoperationcurveofengine speed and propeller pitch (for power range, see "Chapter 2.1.6.1 Operating range for controlla-ble-pitch propeller, page 2-23" of this documen-tationjhastobeobservedalsoduring acceleration/load increase and unloading.Acceleration/load increaseThe engine speed has to be increased before in-creasing the propeller pitch. See "Figure 2-7Example to illustrate the change from one load step to another".Or if increasing both synchronic the speed has tobeincreasedfasterthanthepropellerpitch. The area above the combinator curve should not be reached.Deceleration/unloading the engineThe engine speed has to be reduced later than the propeller pitch. See "Figure 2-7Exampleto illustrate the change from one load step to an-other".Orifdecreasingbothsynchronicthepropeller pitch has to be decreased faster than the speed. The area above the combinator curve should not be reached.Engine and operation2.1.6 Propeller operation, suction dredger (pump drivej Page 2 - 26 L-AJ0201-0201aMA.fmFigure 2-7 Example to illustrate the change from one load step to anotherEngine output [%]Engine speed [%]1Load limit2Recommended combinator curve3 Zero thrustMCR132Load steps1st Pitch(load)2nd SpeedDetail:decreasing load2nd Pitch(load)1st SpeedDetail:increasing loadEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejL-AJ Page 2 - 270201-0201aMA.fmWindmilling protectionlfastoppedengine(fueladmissionatzerojis beingturnedbythepropeller,thisiscalled windmilling". Thepermissible period for wind-milling is short, because windmilling can cause, duetopoorlubricationatlowpropellerspeed, excessive wear of the engines bearings.Single-screw shipThepropellercontrolhastoensurethatthe windmilling time is less than 40 sec.Multiple-screw shipThepropellercontrolhastoensurethatthe windmillingtimeisless than 40 sec. ln case of plantswithoutshiftingclutch,ithastobeen-sured that a stopped engine wont be turned by the propeller.(Regardingmaintenanceworkashaftinterlock has to be provided for each propeller shaft.jBinary signals from engine controlOverload contact:The overload contact will be activated when the enginesfueladmissionreachesthemaximum position. At this position, the control system has to stop the increase of the propeller pitch. lf this signalremainslongerthanthepredetermined timelimit,thepropellerpitchhastobede-creased.Operation close to the limit curves (only for elec-tronic speed governorsj:This contact is activated when the engine is op-eratedclosetoalimitcurve(torquelimiter, charge air pressure limiter...j. When the contact is activated, the propeller control system has to keep from increasing the propeller pitch. ln case thesignalremainslongerthanthepredeter-minedtimelimit,thepropellerpitchhastobe decreased.Propeller pitch reduction contact:Thiscontactisactivatedwhendisturbancesin engine operation occur, for example too high ex-haust-gas mean-value deviation. When the con-tactisactivated,thepropellercontrolsystem has to reduce the propeller pitch to 60 % of the ratedengineoutput,withoutchangeinengine speed.Distinctionbetweennormalmanoeuvreand emergency manoeuvreThepropellercontrolsystemhastobeableto distinguishbetweennormalmanoeuvreand emergency manoeuvre (i.e., two different accel-eration curves are necessaryj.MAN Diesel & Turbo's directions concerning ac-celeration times and power range have to be ob-served.Thepowerrangeaccordingto"Chapter2.1.6 Propelleroperation,suctiondredger(pump drivej,page2-23"andtheaccelerationtimes accordingto"Chapter2.1.6.5Acceleration times, page 2-33" of this documentation are to be observed.Engine and operation2.1.6 Propeller operation, suction dredger (pump drivej Page 2 - 28 L-AJ0201-0201aMA.fmB-BA Page 2 - 290201-0202MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivej2.1.6.3 Operating range for fixed-pitch propellerSingle shaft vessel* For futher information about reduced output seechapter "Diesel-electric operation - Available outputs".Figure 2-8 Operating range for fixed-pitch propeller MaximumContinuousRating(MCRj,fuel stop powerj Rangel:Operatingrangeforcontinuous service subject to a propeller light-running of 1.5 - 3 %.ltshouldbeaimedatthelower value. Range ll (torque limitj:Operating range which is temporarily admissible e.g. during acceler-ation, manoeuvring. Theoretical propeller curve: Applies to a fully loadedvesselafterafairlylongoperating timeandtoapossibleworkstrialrunwith zero-thrust propeller. FP: Design range for fixed-pitch propeller. A new propeller must be designed to operate in this range. Attention!Engineoperationinaspeedrangebetween 103 %and106 %ispermissibleformaxi-mum 1 hour!010203040506070809010011030 40 50 60 70 80 90 100 110Engine output [%] Torque, BMEP [%]Engine speed [%]Range II1Loadlimit Range II2Loadlimit Range I 3 Theoretical propeller curve4Design of propeller (FP)Range I4(FP)103,5131062100908070605040302010MCR* Page 2 - 30 B-BA0201-0202MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejThe propeller design depends on type and appli-cation of the vessel. Therefore the determination of the installed propulsive power in the ship is al-ways the exclusive responsibility of the yard.Determiningtheenginepower:Theenergyde-mand or the energy losses from all at the engine additionally attached aggregates has to be con-sidered (e.g. shaft generators, gearboxesj. That means, after deduction of their energy demand fromtheenginepowertheremainingengine power must be sufficient for the required propul-sion power.Note! Typetestingoftheenginesiscarriedoutat 110 %ratedoutputand103 %ratedengine speed.A-BA Page 2 - 310201-0604MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivej2.1.6.4 Operating range for pump driveFigure 2-9 Operating range for pump drive Page 2 - 32 A-BA0201-0604MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejH-AJ Page 2 - 330201-0204MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivej2.1.6.5 Acceleration timesAcceleration times for fixed-pitch and controllable pitch-propeller plantsNotes on designFor remote controlled propeller drives for ships withunmannedorcentrallymonitoredengine-roomoperation,aloadprogrammehastobe provided for the engines. Within the scope of the remote control system (for the pitch adjustment ofthecontrollablepitchpropellerorreversing and load application of the enginej.This programme serves to protect the pre-heat-edengine(sj(lubeoiltemperature> 40Cand fresh water temperature > 60 Cj against exces-sivethermalstresses,increasedwearandex-haust gas turbidity, when the engines are loaded for the first time - possibly up to the rated out-put.lncaseofamannedengineroom,theengine room personnel is responsible for the soft load-ing sequence, before control is handed over to the bridge.The lower time limits for normal and emergency manoeuvres are given in our diagrams for appli-cation and shedding of load. We strongly recom-mend that the limits for normal manoeuvring will beobservedduringnormaloperation,to achieve trouble-free engine operation on a long-termbasis.Anautomaticchange-overtoa shortened load programme is required for emer-gency manoeuvres.Thefinaldesignoftheprogrammeshouldbe jointlydeterminedbyalltheinvolvedparties, considering thedemandsfor manoeuvringand the actual service capacity.Please note that the time constants for the dy-namicbehaviouroftheprimemoverandthe vessel are in the ratio of about 1:100. lt can be seen from this that an extremely short load ap-plicationtimegenerallydontleadtoanim-provementinshipsmanoeuvringbehaviour (except tugs and small, fast vesselsj. Page 2 - 34 H-AJ0201-0204MA.fmEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejEngine and operation2.1.6 Propeller operation, suction dredger (pump drivejL-AJ32/40, 32/44CR, 40/54 Page 2 - 350201-0205MF.fmEngines 32/40, 32/44CR and 40/54Figure 2-10 Control lever setting/propeller pitch - engines32/40, 32/44CR and 40/542100102030405060708090100100123456789100123E n g i n e r a t i n g [ % ]Normal ManoeuvreEmergency ManoeuvreFULL ASTERNtoSTOPSTOP toFULL ASTERNSTOP toFULL AHEADFULL AHEADtoSTOPTime in minutesAHEADASTERNTime in minutesTime [min] withpreheatedengine(lubeoiltemperature minimum40C, coolingwatertemperature minimum60C)Engine speedshouldgenerallyrisemorequicklythanpitchwhenloadingandfall moreslowlywhenunloadingtheengine.Engine and operation2.1.6 Propeller operation, suction dredger (pump drivej Page 2 - 36 32/40, 32/44CR, 40/54 L-AJ0201-0205MF.fmC-AJ Page 2 - 370201-0306MA.fmEngine and operation2.1.7 Diesel-electric operation2.1.7 Diesel-electric operation2.1.7.1 Starting conditions and load application for diesel-electric plantsln multiple-engine plants with GenSet-operation andloadregulationbyapowermanagement system, the availability of engines not in opera-tion is an important aspect. Thefollowingdataandconditionsareofrele-vance: Engine start-up time until synchronization Black-startcapability(withrestrictionofthe plantj Load application timesRequirementsonengineandplantinstallation for "Stand-by Operation" capabilityEngine Attached lube oil pumpPlant Prelubrication pump with low pressure before engine(0.3 bar < p Oil before engine < 0.6 barjNote! Oilpressure> 0.3 bartobeensuredalsofor lube oil temperature up to 80 C. Preheating HT cooling water system (60 - 90 Cj Preheating lube oil system (> 40 Cj Power management system with supervision of stand-by times enginesRequirementsonengineandplantinstallation for "Black-Start" capabilityEngine Attached lube oil pump AttachedHTcoolingwaterpumprecom-mended AttachedLTcoolingwaterpumprecom-mended Attached fuel oil supply pump recommended (if applicablejPlant Prelubrication pump with low pressure before engine (0.3 bar < p oil before engine < 0.6 barjNote! Oilpressure> 0.3 bartobeensuredalsofor lube oil temperature up to 80 C. Equipmenttoensurefueloilpressureof > 0.6 bar for engines with conventional injec-tion system and > 3.0 bar for CR-SystemNote! E.g. air driven fuel oil supply tank or fuel oil serv-ice tank at sufficient height or pressurized fuel oil tank, if no fuel oil supply pump to engine is at-tached. Page 2 - 38 C-AJ0201-0306MA.fmEngine and operation2.1.7 Diesel-electric operation Engine starting conditionsAfter black-out or dead ship("Black Start"jFrom stand-bymodeAfter stand-still("Normal Start"jStart up time until load application< 1 minute < 1 minute > 2 minutesGeneral notes Engine start-up only within 1 h after stop of engine that has been in operation1h after end of stand-by mode.Note!ln case of "Dead Ship" condition a main engine has to be put back to service within max. 30 min. according to lACS UR M61.Maximum stand-by time7 daysSupervised by power manage-ment system plant.(For longer stand-by periods in special cases contact MAN Diesel & Turbo.jStand-by mode only possible after engine has been started with normal starting procedure and has been in operation.-Required engine conditionsStart-blocking activeNo NoStart-blocking of engine leads to withdraw of stand-by operation.NoSlow turn No No YesPreheated and primed No, if engine was previously in operation or stand-by as per general notes above. For other engines see require-ments in other columns.Yes YesRequired system conditionsLube oil systemPrelubrication period No, if engine was previously in operation or stand-by as per general notes above. For other engines see require-ments in other columns.Permanent PermanentPrelubrication pres-sure before enginep Oil before engine < 0.3 barpermissible0.3 bar < p Oil before engine < 0.6 bar 0.3 bar < p Oil before engine 40 C > 40 CHT cooling waterPreheating tempera-ture before engineLess than 60 C permissible 60 - 90 C 60 - 90 Cto be continuedTable 2-13 Required starting conditions for diesel-electric plantsC-AJ Page 2 - 390201-0306MA.fmEngine and operation2.1.7 Diesel-electric operationFigure 2-11 Start up times until load application for diesel-electric marine plants from stand-by modeEngines in stand-by mode can be started with normal starting procedure at any time.Required system conditionsFuel systemFor MDO operation lf fuel oil supply pump is not attached to the engine:Air driven fuel oil supply pump or fuel oils service tank at sufficient height or pressurized fuel oil tank required.Supply pumps in operation or with starting command to engineFor HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosity.(ln case of permament stand-by or during operation of an DF-engine in gas mode a periodical exchange of the circu-lating HFO has to be ensured to avoid cracking of the fuel. This can be done by releasing a certain amount of circulat-ing HFO into the day tank and substituting it with "fresh" fuel from the tank.jEngine starting conditionsAfter black-out or dead ship("Black Start"jFrom stand-bymodeAfter stand-still("Normal Start"jTable 2-13 Required starting conditions for diesel-electric plants Page 2 - 40 C-AJ0201-0306MA.fmEngine and operation2.1.7 Diesel-electric operation

Figure 2-12 Start up times until load application for diesel-electric marine plants in normal starting mode (not in stand-bymodej Figure 2-13 Load application for diesel-electric marine plantsEngine and operation2.1.7 Diesel-electric operationH-AJ 32/44CR Page 2 - 410201-0301MQcrll.fm2.1.7.2 Emergency operationln the case of highly supercharged engines, load application is limited.This is due to the fact that thecharge-airpressurebuild-upisdelayedby the turbocharger run-up.Besides, a slow load application promotes uniform heating of the en-gine.The curve "lNSTANT LOADlNG" in "Figure 2-13Loadapplicationfordiesel-electricmarine plants" should only be applied in emergency op-eration.Forthispurpose,thepowermanage-mentsystemshouldhaveanownemergency operationprogramforquickestpossibleload application.lnnormaloperation,loadapplica-tionshouldbeeffectedaccordingtothecurve "NORMAL LOADlNG" in "Figure 2-13Loadap-plication for diesel-electric marine plants".Allquestionsregardingthedynamicbehaviour should be clarified in close cooperation between the customer and MAN Diesel & Turbo at an ear-ly project stage.Engine and operation2.1.7 Diesel-electric operation Page 2 - 42 32/44CR H-AJ0201-0301MQcrll.fmEngine and operation2.1.7 Diesel-electric operationB-BA Page 2 - 430201-0104MA.fm2.1.7.3 Low load operationDefinitionGenerallythefollowingloadconditionsaredif-ferentiated: Over load (for regulationj:> 100 % of full load output Full load:100 % of full load output Part load: < 100 % of full load output Low load: < 25 % of full load outputCorrelationsTheidealoperatingconditionsfortheengine prevailunderevenloadingat60 %to90 %of the full load output. Engine control and rating of all systems are based on the full load output.ln the idling mode or during low load engine op-eration, combustion in the cylinders is not ideal. Deposits may form in the combustion chamber, which result in a higher soot emission and an in-crease of cylinder contamination.Moreover, in low load operation and during ma-noeuvring of ships, the cooling water tempera-tures cannotbe regulated optimally high forall load conditions which, however, is of particular importance during operation on heavy fuel oil.Better conditionsOptimizationoflowloadoperationisobtained by cutoff of the LT stage of the charge air cooler or perfusion of the LT stage with HT water if HT or LT switching is available to that engine type. For Common Rail engines mostly this is not nec-essarybecauseoptimizedcombustionisreal-ized by an electronically controlled fuel injection system.HT: High temperatureLT: Low temperatureOperation on heavy fuel oilBecauseoftheaforementionedreasons,low loadoperation< 25 %offullloadoutputon heavy fuel oil is subjected to certain limitations. Accordingto"Figure2-14Timelimitsforlow load operation (on the leftj, duration of relieving operation (on the rightj", the engine must, after aphaseofpartloadoperation,eitherbe switched over to Diesel operation or be operat-ed at high load (> 70 % of full load outputj for a certain period of time in order to reduce the de-positsinthecylinderandexhaustgasturbo-charger again.ln case the engine is to be operated at low load for a period exceeding that shown in "Figure 2-14 Time limits for low load operation (on the leftj, durationofrelieving operation(ontherightj", the engine is to be switched over to diesel oil op-eration beforehand.Beaware,thatafter500 hhourscontinous heavy fuel oil operation at part loads in the range 20 %to25 %ofthefullengineoutputanew running in of the engine is needed (see "Chapter 9.2 Engine running-in, page 9-5"j. For continu-ous heavy fuel oil operation at part loads in the range< 25 % of the fullengine output, coordi-nationwithMAN Diesel & Turboisabsolutely necessary.Operation on diesel fuelFor low load operation on diesel fuel oil, the fol-lowing rules apply: Acontinuousoperationbelow20 %offull load has to be avoided, if possible. Note!Shouldthisbeabsolutelynecessary, MAN Diesel & Turbohastobeconsultedfor special arrangements (e.g. the use of part load injection nozzlesj. Ano-loadoperation,especiallyatnominal speed (generator operationj is only permitted for a maximum period of 1...2 hours.No limitations are required for loads above 20 % offullload,aslongasthespecifiedoperating data of the engine will not be exceeded.Engine and operation2.1.7 Diesel-electric operation Page 2 - 44 B-BA0201-0104MA.fmFigure 2-14 Time limits for low load operation (on the leftj, duration of relieving operation (on the rightjP Full load output [%| t Operating period [h|ExplanationsNewrunninginneededafter> 500hourslow loadoperation(see"Chapter9.2Enginerun-ning-in, page 9-5"j. Note!Acceleration time from present output to 70% of full load output not less than 15 minutes.ExampleLine a (time limits for low load operationj:At10 %offullloadoutput,HFOoperationis permissible formaximum 19 hours, MGO/MDO operationformaximum40 hours,thanouput has to be increased.Line b (duration of relieving operationj:Operate the engine for approx. 1.2 hours at not less than 70 % of full load output to burn away the deposits that have formed. Time limits for low-load operation Duration of "relieving operation"MGO.MDO,HFO-operation> 70% of full-load outputP [%]t [h]Engine and operation2.1.7 Diesel-electric operationL-AJ Page 2 - 450201-0301MA.fm2.1.7.4 Load application for ship electrical systemsln the age of highly turbocharged diesel engines, building rules of classification societies regard-ingloadapplication(e.g.0 % => 50 % => 100 %jcannotbecompliedwith,neitherby special measures. However the requirements of thelnternationalAssociationofClassification Societies (lACSj and lSO 8528-5 are realistic. ln thecaseofshipsenginestheapplicationof lACSrequirementshastobeclarifiedwiththe respective classification society as well as with the shipyard and the owner. Therefore the lACS requirementshasbeenestablishedas "MAN Diesel & Turbo standard"For applications from 0 % to 100 % continuous rating,accordingtolACSandlSO8528-5,the following diagram is applied:Figure 2-15 Load application in steps as per lACS and lSO 8528-5Engine and operation2.1.7 Diesel-electric operation Page 2 - 46 L-AJ0201-0301MA.fmAccordingtothepreviousdiagramthemaxi-mumallowableloadapplicationstepsarede-fined in the table below. (24.8 bar mean effective pressure has been determined as a mean value for the listed engine types.jNote!Higher load steps than listed in general are not allowed!Requirements of the classification societies:Minimumrequirementsconcerningdynamic speeddrop,remainingspeedvariationandre-coverytimeduringloadapplicationarelisted below.ln case of a load drop of 100 % nominal engine power, the dynamical speed variation must not exceed 10 % of the nominal speed and the re-mainingspeedvariationmustnot surpass5 % of the nominal speed.Engine bmep [bar| 1st step 2nd step 3rd step 4th stepv28/33D 26.633 % 23 % 18 % 26 %32/40 24.9 ... 25.932/44CR 25.3 ... 26.440/54 23.2 ... 24.848/60B 48/60CR25.8 ... 26.558/64 23.2Table 2-14 Maximum allowable load application steps (Higher load steps than listed are not possible as a standardj.Classification SocietyDynamic speed drop in % of the nominal speedRemaining speed variation in % of the nominal speedRecovery time until reaching the tolerance band 1 % of nominal speedGermanischer Lloyd s 10 %s 5 % s 5 sec.RlNALloyds Registers 5 sec., max 8 sec.American Bureau of Shipping s 5 sec.Bureau veritasDet Norske veritaslSO 8528-5Table 2-15 Minimum requirements of theclassification societies plus lSO ruleEngine and operation2.1.7 Diesel-electric operationL-AJ Page 2 - 470201-0301MA.fmRequirements for plant design:The load application behaviour must be con-sidered in the electrical system design of the plant. The system operation must be safe in case of graduated load application. Theloadapplicationconditions(E-balancej mustbeapprovedduringtheplanningand examination phase. Thepossiblefailureofoneenginemustbe considered - pleasesee"Chapter2.1.7.5 Diesel-electricoperationofvessels-failure of one engine, page 2-49"Questionsconcerningthedynamicoperational behaviour of the engine/s has to be clarified with MAN Diesel & Turbo and should be a part of the contract.Engine and operation2.1.7 Diesel-electric operation Page 2 - 48 L-AJ0201-0301MA.fmA-BA Page 2 - 490201-0308MA.fmEngine and operation2.1.7 Diesel-electric operation2.1.7.5 Diesel-electric operation of vessels - failure of one engineDiesel-electric operation of vessels is defined as paralleloperationofGenSetsformingaclosed system.lntheelectricalsystemdesignoftheplantthe possible failure of one engine has to be consid-ered in order to avoid overloading and under fre-quency of the remaining engines with the risk of an electrical blackout.Thereforewerecommendtoinstallapower management system. This ensures uninterrupt-ed operation in the maximum output range and incaseoneunitfailsthepowermanagement system reduces the propulsive output or switch-es off less important energy consumers in order to avoid under frequency. According to the operating conditions its the re-sponsibility of the ships operator to set priorities and to decide which energy consumer has to be switched off. Thebaseloadshouldbechoosenashighas possibletoachieveanoptimumengineopera-tion and lowest soot emissions.Regarding the optimum operating range and the permissible part loads, the information provided in"Chapter2.1.7.3Lowloadoperation,page 2-43" are to be observed.Load application in case one engine failslncaseoneenginefails,itsoutputhastobe made up for by the remaining engines in the sys-tem and/or the load has to be decreased by re-ducingthepropulsiveoutputand/orby switching off electrical consumers.The immediate load transfer to one engine does notalwayscorrespondwiththeloadreserves that the particular engine still has available in the respectivemoment.Thatdependsonitsbase load. Thepermissibleloadapplicationsforsucha case can be derived from the following "Figure 2-16 Load application depending on base load.Figure 2-16 Load application depending on base loadEngine and operation2.1.7 Diesel-electric operation Page 2 - 50 A-BA0201-0308MA.fmThe maximum engine load per engine in a multi-engine plant, dependent on the total number of operating engines, which doesnt lead to a total outputreductionincaseoneGenSetfails,can bederivedfromthe"Table2-16Loadapplica-tion in case one engine fails.ExampleThe isolated network consists of 4 engines with 12,170 kW electrical output each.Toachieveanuniformloadsharingallengines must have the same speed droop. Thepossibleoutputofthemulti-engineplant operating at 100 % load is: lf the present system load is P0 = 39,000, each engine runs with: lncaseoneunitsuddenlyfails,animmediate transferof20 %engineoutputispossibleac-cording to the diagram, i.e. from 80 % to100 % engine output.100 % engine output of the remaining 3 engines is calculated as follows: Consequently, an immediate load decrease from 39,000 kW to 36,500 kW is necessary,e.g. elec-trical consumers of a total amount of 2,500 kW have to be switched off.No. of engines running-in the system 3 4 5 6 7 8 9 10Utilisation of engines' capacity during sys-tem operation in (%j of Pmax 50 75 80 83 86 87.5 89 90Table 2-16 Load application in case one engine failsPmax = 4 * 12,170 kW= 48,680 kW = 100 %100 % * P0 / Pmax = 100 * 39,000 / 48,680 = 80 % LoadP1 = 3 * 12,170 kW ~ 36,500 kWA-BA Page 2 - 510201-0308MA.fmEngine and operation2.1.7 Diesel-electric operationEngine and operation2.1.7 Diesel-electric operation Page 2 - 52 B-BA0201-0302MA.fm2.1.7.6 Available outputs dependent on frequency deviationsGeneralGenerator sets, which are integrated in an elec-tricitysupplysystem,aresubjectedtothefre-quency fluctuations of the mains. Depending on the severity of the frequency fluctuations, output and operation respectively have to be restricted.Frequency adjustment rangeAccording to DlN lSO 8528-5: 1997-11, operat-ing limits of > 2.5 % are specified for the lower and upper frequency adjustment range.Operating rangeDepending on the prevailing local ambient con-ditions,acertainmaximumcontinuousrating will be available.ln the output/speed and frequency diagrams, a rangehasspecificallybeenmarkedwithNo continuous operation allowed in this area". Op-erationinthisrangeisonlypermissiblefora short period of time, i.e. for less than 2 minutes. ln special cases, a continuous rating is permis-sibleifthestandardfrequencyisexceededby more than 3 %. Limiting parametersMax. torque - ln case the frequency decreases, the available output is limited by the maximum permissible torque of the generating set.Max. speed for continuous rating - An increase in frequency, resulting in a speed that is higher than the maximum speed admissible for contin-uousoperation,isonlypermissibleforashort period of time, i.e. for less than 2 minutes.Forengine-specificinformationseechapter"Power, outputs, speeds" of the specific engine.OverloadAccordingtoDlNlSO8528-1load> 100 %of the rated engine output is permissible only for a short time to provide additional engine power for governing purpose only (e.g. transient load con-ditionsandsuddenlyappliedloadj.Thisaddi-tional power shall not be used for the supply of electrical consumers.Figure 2-17 Available output at 100% loadEngine and operation2.1.7 Diesel-electric operationH-AJ Page 2 - 530201-0103MA.fm2.1.7.7 Load reductionSudden load throw offFor the sudden load throw off from 100 % to 0 % PNominal several requirements from the classifica-tion societies regarding the dynamic and perma-nentspeedchangehavetobefulfilled.See "Chapter2.1.7Diesel-electricoperation,page 2-37"A sudden load throw off represents a rather ex-ceptionalsituatione.g.openingofthediesel-electricplantsgeneratorswitchduringhigh load.Afterasuddenloadthrowoffithastobeen-suredthatsystemcircuitsremaininoperation for a minimum of 15 min. to dissipate the resid-ual engine heat.Recommended load reduction/stopping the en-gine Unloading the engineBasicallytherarenoregulationsregardingthis issue. However, a minimum of 1 min. is recom-mendedforunloadingtheenginefrom 100 % PNominal to approx. 25 % PNominal Engine stopFrom25 % PNominalto0 % PNominalcontinuous unloading is possible till engine stop. Run-down coolingln order to dissipate the residual engine heat, the system circuits should be kept in opera-tion for a minimum of 15 min.Engine and operation2.1.7 Diesel-electric operation Page 2 - 54 H-AJ0201-0103MA.fmJ-Al Page 2 - 550201-0310MA.fmEngine and operation2.1.7 Diesel-electric operation2.1.7.8 Generator - reverse power protectionDemand for reverse power protectionGeneratorsofanelectricalpoweroutput > 50 kvArunning-inparalleloperationhaveto beequippedwithareversepowerprotection (requirement of classification societiesj.Definition of reverse powerlf a generator, which is connected to a combus-tionengine,isnolongerdrivenbythisengine butissuppliedwithpropulsivepowerbythe connected net and is, therefore, working as an electrical motor, this is called reverse power.Examples for possible reverse power The combustion engine does no longer drive thegenerator,whichisconnectedtothe mains, e.g., because of lack of fuel. Stopping of the combustion engine with the generator, which is connected to the mains. Onshipswithelectricaltractionmotor,the propeller drives the electrical traction motor, the electrical traction motor drives the gener-ator, the generator drives the combustion en-gine. Sudden frequency increase, e.g. because of aloaddecreaseinanisolatednet-->ifthe combustionengineisoperatedatlowload (e.g. just after synchronisingjAdjusting the reverse power protection relayAdjusting value for reverse power protection re-lay: maximum 3 % PNominalOnvesselswithelectrictractionmotorand "CrashStop"requirements(shiftingthema-noeuvringleverfromforwardtofullreversej, specialarrangementsfortheadjustmentvalue ofthereversepowerrelayhavetobemade, whichareonlyvalidintheeventofa"Crash Stop" manoeuvre.Time lagsForactivationofthereversepowerprotection relay, time lags of approximately 5 to 10 seconds have to be fixed.Maximum time for reverse power lfareversepowerhigherthantheadjusted valueforthereversepowerprotectionrelay occurs, the generator switch has to open im-mediately after the time lag elapsed. Reverse power below the adjusted value for the reverse power protection relay for periods exceeding 30 seconds is not permitted. Page 2 - 56 J-Al0201-0310MA.fmEngine and operation2.1.7 Diesel-electric operationEngine and operation2.1.7 Diesel-electric operationJ-Al Page 2 - 570201-0111MA.fm2.1.7.9 Earthing of diesel engines and bearing insulation on generatorsGeneralTheuseofelectricalequipmentondieselen-gines requires precautions to be taken for pro-tectionagainstshockcurrentandfor equipotential bonding. These not only serve as shock protection but also for functional protec-tion of electric and electronic devices (EMC pro-tection,deviceprotectionincaseofwelding, etc.j.Figure 2-18 Earthing connection on engineEarthing connections on the engineThreaded bores M12, 20 mm deep, marked with theearthing symbol havebeen providedinthe engine foot on both ends of the engines. lt has to be ensured that earthing is carried out immediatelyafterengineset-up!(lfthiscannot be accomplished any other way, at least provi-sional earthing is to be effected right at the be-ginning.j Measures to be taken on the generatorBecause of slight magnetic unbalances and ring excitations,shaftvoltages,i.e.voltagesbe-tween the two shaft ends, are generated in elec-tricalmachines.lnthecaseofconsiderable values (e.g. > 0.3 vj, there is the risk that bearing damage occurs due to current transfers. For this reason, at least the bearing that is not located on the drive end is insulated on generators approx. > 1 MW. For verification, the voltage available at theshaft(shaftvoltagejismeasuredwhilethe generator is running and excited. With proper in-sulation, a voltage can be measured. ln order to protecttheprimemoverandtodivertelectro-static charging, an earthing brush is often fitted on the coupling side. Observationoftherequiredmeasuresisthe generator manufacturer's responsibility.Consequences of inadequate bearinginsulation on the generator, and insulation checklncasethebearinginsulationisinadequate, e.g., if the bearing insulation was short-circuit by ameasuringlead(PT100,vibrationsensorj, leakage currents may occur, which result in the destructionofthebearings.Onepossibilityto check the insulation with the machine at stand-still(priortocouplingthegeneratortotheen-gine; this, however, is only possible in the case ofsingle-bearinggeneratorsj wouldbetoraise thegeneratorrotor(insulated,inthecranejon the coupling side, and to measure the insulation bymeansoftheMeggertestagainstearth(in thisconnection,themax.voltagepermittedby the generator manufacturer is to be observed!j. lftheshaftvoltageofthegeneratoratrated speed and rated voltage is known (e.g. from the test record of the generator acceptance testj, it isalsopossibletocarryoutacomparative measurement.Engine and operation2.1.7 Diesel-electric operation Page 2 - 58 J-Al0201-0111MA.fmlfthemeasuredshaft voltageislower thanthe result of the earlier measurement" (test recordj, thegeneratormanufacturershouldbeconsult-ed.Earthing conductorThe nominal cross section of the earthing con-ductor (equipotential bonding conductorj has to be selected in accordance with DlN vDE 0100, part 540 (up to 1000 vj or DlN vDE 0141 (in ex-cess of 1 Kvj.Generally, the following applies:The protective conductor to be assigned to the largest main conductor is to be taken as a basis for sizing the cross sections of the equipotential bonding conductors.Flexible conductors have to be used for the con-nection of resiliently mounted engines. Execution of earthingOn vessels, earthing must be done by the ship-yard during assembly on board. Earthingstripsarenotincludedinthe MAN Diesel & Turbo scope of supply.Additionalinformationregardingtheuseof welding equipmentln order to prevent damage on electrical compo-nents,itisimperativetoearthweldingequip-ment close to the welding area, i.e., the distance between the welding electrode and the earthing connection should not exceed 10 m.Engine and operation2.1.8 Engine operation under arctic conditions C-BA Page 2 - 590201-0901AA.fm 2.1.8 Engine operation under arctic conditionsArctic condition is defined as:Airintaketemperaturesoftheenginebelow +5 Clf engines operate under arctic conditions (inter-mittently or permanentlyj, the engine equipment andplantinstallationhavetomeetspecialde-sign features and requirements. They depend on the possible minimum air intake temperature of the engine.To be classified/defined by customer: Category AMinimum air intake temperature of the engine -15 C Category BMinimum air intake temperature of the engine -35 C Category CMinimum air intake temperature of the engine below -35 C Specification of fuel to be usedSpecial engine design requirements Chargeairblow-offaccordingtocategories A, B or C lf arctic fuel oil (with very low lubricating prop-ertiesjisused,thefollowingactionsarere-quired:- Fuel injection pump:> Low viscosity of the fuel can cause an increased leakage and the lube oil can possibly penetrate. That is why sealing oil has to be installed and activated.> Totakecareofthelowlubricityofthe fuel,the maximum allowable fueltem-peratures have to be kept.- Fuel injection valveNozzlecoolinghastobeswitchedoffto avoidcorrosioncausedbytemperatures below the dew point.- lnlet valve lubricationHas to be activated to avoid an increased wear of the inlet valves.Engine equipmentSaCoS/SaCoSone SaCoS equipment is suitable to be stored at minimum ambient temperatures of -15 C. ln case these conditions cannot be met, pro-tectivemeasuresagainstclimaticinfluences have to be taken for the following electronic components: - EDS Databox APC620- TFT-touchscreen display- Emergency switch module BD5937These components have to be stored at plac-es, where the temperature is above -15 C. A minimum operating temperature of > +5 C hastobeensured.Theuseofanoptional electric heating is recommended.Plant installationlntake air conditioning Air intake of the engine and power house/en-gine room ventilation have to be two different systems to ensure that the power house/en-gine room temperature is not too low caused by the ambient air temperature. ltisnecessarytoensurethatthechargeair cooler cannot freeze when the engine is out of operation (and the cold air is at the air inlet sidej.Engine and operation2.1.8 Engine operation under arctic conditions Page 2 - 60C-BA0201-0901AA.fm Gas engines:- Anairintaketemperature> +5 Chasto be ensured by preheating.- lnaddition,themaximumambienttem-peraturehastobeconsideredsincethe engine control can only compensate a lim-ited temperature range (approx. 20 Kj.Example:Maximum ambient temperature .. +35 CTemperature compensation by engine......................................... 20 K> Anairintaketemperatureof> +15 C (35 C-20 K = 15 Cjhastobeen-sured by preheating. Dual fuel engines- Category A, BNoadditionalactionsarenecessary.The charge air before the cylinder is preheated bytheHTcircuitofthechargeaircooler (LT circuit closedj.- Category C> An air intake temperature > -35 C has to be ensured by preheating.> Additionallythechargeairbeforethe cylinderis preheated bytheHT circuit ofthechargeaircooler(LTcircuit closedj.> ln special cases the change-over point for the change from diesel operation to DF-Mode (gas modej has to be shifted to a higher load. Diesel engines- Category A, B Noadditionalactionsarenecessary.The charge air before the cylinder is preheated bytheHTcircuitofthechargeaircooler (LT circuit closedj.- Category C> An air intake temperature > -35 C has to be ensured by preheating.> Additionallythechargeairbeforethe cylinderis preheated bytheHT circuit ofthechargeaircooler(LTcircuit closedj.Minimum power house/engine room tempera-ture ventilation of power house/engine room The air of the power house/engine room ven-tilationmustnotbetoocold(preheatingis necessaryj to avoid the freezing of the liquids in the power house/engine room systems. Minimumpowerhouse/engineroomtemper-ature for design > +5 C Coolant and lube oil systems- HT and lube oil system has to be preheat-ed as specified in chapter Starting condi-tions"oftheprojectguideforeach individual engine.- Designrequirementsforthepreheaterof HT systems:> Category AStandard preheater.> Category B50 %increasedcapacityofthepre-heater.> Category C100 %increasedcapacityofthepre-heater.- lfaconcentrationofanti-freezingagents of > 50 % in the cooling water systems is needed,pleasecontact MAN Diesel & Turbo for approval.- Forinformationregardingenginecooling waterpleasesee"Chapter3Qualityre-quirementsofoperatingsupplies,page 3-1". lnsulationThe design of the insulation of the piping systems and other plant parts (tanks, heat exchangeretc.jhastobemodifiedand designedforthespecialrequirementsof arctic conditions.Engine and operation A-BA 32/44CR Page 2 - 610204-0401MQcrll.fmFuel consumption (g/kWhj with HFO/MDO1j L+v32/44CR% Load 100 852j75 50 25lSO reference conditions (see "Table 2-20 lSO reference conditions"j179 177 181 186 1991j Tolerance for warranty +5%.2j Warranted fuel consumption at 85 % MCR.Table 2-17 Fuel consumption 32/44CR for emission standard:lMOTier llAdditions to fuel consumption (g/kWhj% Load 100 85 75 50 25For each attached cooling water pump +1.0 +1.5 +1.5 +2.0 +4.0For all attached lube oil pumps +2.0 +2.5 +3.0 +4.0 +8.0For main drive with fixed-pitch propeller +2.0For main drive for suction dredger/pumps +2.0For operation with MGO +2.0For exhaust gas back pressure after turbine > 30 mbarEvery additional 1 mbar (0.1 kPaj +0.05ln case a charge air blow-off device isinstalledPlease contact MAN Diesel & TurboTable 2-18 Additions to fuel consumptionldle running fuel consumption (kg/hjNo. of cylinders 6L 7L 8L 9L 10L 12v 14v 16v 18v 20vSpeed 720/750 rpm 100 120 140 160 200 200 240 280 320 400Table 2-19 ldle running fuel consumptionlSO reference conditions (according to lSO 3046-1: 2002; lSO 15550: 2002jlntake air temperature TrC 25Barometric pressure prkPa 100Relative humidity r % 30Cooling water temp. bef. charge air cooler TcrC 25Lower Heating value LHv kJ/kg 42,700Table 2-20 lSO reference conditionsEngine and operation2.1.9 Fuel oil consumption; lube oil consumption Page 2 - 62 32/44CR A-BA0204-0401MQcrll.fm2.1.9.2 Lube oil consumptionEngine 32/44CR560 kW/cyl.; 720/750 rpm Specific lube oil consumption. . . .0.5 g/kWhNote! As a matter of principle, the lubricating oil con-sumption isto bestated as totallubricatingoil consumptionrelatedtothetabulatedlSOfull load output (see "Chapter 2.1.4 Power, outputs, speeds, page 2-13"j.Total lube oil consumption [kg/h|1jNo. of cylinders 6L 7L 8L 9L 10L 12v 14v 16v 18v 20vSpeed 720/750 rpm 1.7 2.0 2.2 2.5 2.8 3.4 3.9 4.5 5.0 5.61j Tolerance for warranty +20 %.Table 2-21 Total lube oil consumption L+v32/44CREngine and operation2.1.9 Fuel oil consumption; lube oil consumption A-BA 32/44CR Page 2 - 630204-0401MQcrll.fm2.1.9.3 Calculation of fuel consumption at siteln accordance with lSO 3046-1:2002, clause 10, item 10.4 the adaptation of fuel consumption is based on the following formula:Note: > 1 Fuel consumption factorbr Specific fuel consumption according to contractual ref-erence conditions and/or lSO standard reference con-ditions [g/kWh|bx Specificfuelconsumptionduringtestrunsand/orat site [g/kWh|tr Ambient air temperature according to contractual refer-ence conditions and/or lSO standard reference condi-tions [C|tx Ambient air temperature during test runs and/or at site [C|tcr Charge air cooling water temperature according to con-tractual reference conditions and/or lSO standard refer-ence conditions [C|tcx Charge air cooling water temperature during test runs and/or at site [C|pr Ambient overall pressure according to contractual ref-erence conditions and/or lSO standard reference con-ditions [bar|pxAmbient overall pressure during test runs and/or at site (sitealtitudeand/orsubstitutealtitudeincaseof matched turbochargerj [bar|ExampleFormula for lSO conditions as contractual con-ditions:The calculated fuel consumption at site