48-60b imo tier ii – marine

48/60BProject Guide – MarineFour-stroke diesel enginescompliant with IMO Tier II

MAN Diesel & Turbo

86224 Augsburg, Germany

Phone +49 821 322-0

Fax +49 821 322-3382

[email protected]

www.mandieselturbo.com

Copyright ©

MA

N D

iesel & Turbo · S

ubject to modification in the interest of technical progress.

D2366491E

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rinted in Germ

any GM

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UG

-09110.5

falzen falzen

48/60BProject Guide – M

arineFour-stroke diesel engines com

pliant with IM

O Tier II

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Status Version Checked Date Checked Date

09.2011 2.16 Utjesinovic 2011-09-27 Schmid 2011-09-27

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All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.

Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions.

If this document is delivered in another language than English and doubts arise concerning the transla-tion, the English text shall prevail.

For latest updates on Project Guides, visit our website www.mandieselturbo.com:

"Products – Marine Engines & Systems – Medium speed – Project Guides".

In addition, please always contact MAN Diesel & Turbo at early project stage to ensure that the latest information is transferred and the latest status of project tools is used.

MAN Diesel & Turbo


Phone +49 821 322-0

Fax +49 821 322-3382

[email protected]


© MAN Diesel & Turbo

Reproduction permitted provided source is given.

http://www.mandieselturbo.com/category_000002.html

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Table of contents

1 Introduction ....................................................................................... 1 - 1

1.1 Four stroke diesel engine programme for marine................................................................... 1 - 3

1.2 Engine description 48/60B IMO Tier II ..................................................................................... 1 - 5

1.3 Overview 48/60B....................................................................................................................... 1 - 7

1.4 Typical marine plants and engine arrangements.................................................................. 1 - 11

2 Engine and operation ........................................................................ 2 - 1

2.1 Engine design............................................................................................................................ 2 - 32.1.1 Engine cross section............................................................................................. 2 - 3

2.1.2 Engine designations – Design parameters............................................................. 2 - 5

2.1.3 Engine main dimensions, weights and views......................................................... 2 - 7

2.1.4 Engine inclination .................................................................................................. 2 - 9

2.1.5 Engine equipment for various applications .......................................................... 2 - 11

2.2 Ratings (output) and speeds .................................................................................................. 2 - 172.2.1 Standard engine ratings ...................................................................................... 2 - 17

2.2.2 Engine ratings (output) for different applications .................................................. 2 - 19

2.2.3 Engine speeds and related main data ................................................................. 2 - 23

2.2.4 Speed adjusting range ........................................................................................ 2 - 25

2.3 Engine operation under arctic conditions.............................................................................. 2 - 27

2.4 Low load operation ................................................................................................................. 2 - 31

2.5 Propeller operation, suction dredge (pump drive) ................................................................ 2 - 332.5.1 Operating range for controllable-pitch propeller................................................... 2 - 33

2.5.2 General requirements for propeller pitch control.................................................. 2 - 35

2.5.3 Operating range for mechanical pump dr i ve ...................................................... 2 - 39

2.5.4 Acceleration times .............................................................................................. 2 - 41

2.6 GenSet operation .................................................................................................................... 2 - 452.6.1 Operating range for GenSets....................... ....................................................... 2 - 45

2.6.2 Starting conditions and load application for diesel-electric plants ........................ 2 - 47

2.6.3 Load application – Preheated engine .................................................................. 2 - 51

2.6.4 Load application – Cold engine (only emergency case) ....................................... 2 - 54

2.6.5 Load application for ship electrical systems ........................................................ 2 - 55

2.6.6 Available outputs and permissible frequency deviations ...................................... 2 - 59

2.6.7 Load reduction ................................................................................................... 2 - 61

48/60B Table of contents - 1

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2.6.8 Diesel-electric operation of vessels – Failure of one engine.................................. 2 - 63

2.6.9 Alternator – Reverse power protection ................................................................ 2 - 65

2.6.10 Earthing of diesel engines and bearing insulation on alternators .......................... 2 - 67

2.7 Fuel oil; lube oil; starting air/control air consumption.......................................................... 2 - 692.7.1 Fuel oil consumption for emission standard: IMO Tier II ....................................... 2 - 69

2.7.2 Lube oil consumption.......................................................................................... 2 - 71

2.7.3 Starting air/control air consumption .................................................................... 2 - 72

2.7.4 Recalculation of fuel consumption dependent on ambient conditions................... 2 - 73

2.7.5 Aging .................................................................................................................. 2 - 75

2.8 Planning data for emission standard: IMO Tier II .................................................................. 2 - 772.8.1 Nominal values for cooler specification – L48/60B .............................................. 2 - 78

2.8.2 Temperature basis, nominal air and exhaust gas data – L48/60B ....................... 2 - 80

2.8.3 Nominal values for cooler specification – V48/60B .............................................. 2 - 82

2.8.4 Temperature basis, nominal air and exhaust gas data – V48/60B ....................... 2 - 84

2.8.5 Load specific values at tropical conditions – 48/60B ........................................... 2 - 86

2.8.6 Load specific values at ISO conditions – 48/60B................................................. 2 - 88

2.8.7 Filling volumes and flow resistances.................................................................... 2 - 90

2.8.8 Operating/service temperatures and pressures ................................................... 2 - 91

2.8.9 Venting amount of crankcase and turbocharger.................................................. 2 - 95

2.9 Exhaust gas emission............................................................................................................. 2 - 972.9.1 Maximum allowed emission value NOx IMO Tier II ............................................... 2 - 97

2.9.2 Exhaust gas components of medium speed four-stroke diesel engines............... 2 - 99

2.10 Noise...................................................................................................................................... 2 - 1012.10.1 Engine noise ..................................................................................................... 2 - 101

2.10.2 Intake noise ...................................................................................................... 2 - 103

2.10.3 Exhaust gas noise............................................................................................. 2 - 105

2.11 Vibration................................................................................................................................ 2 - 1072.11.1 Torsional vibrations ........................................................................................... 2 - 107

2.12 Requirements for power drive connection (static).............................................................. 2 - 111

2.13 Requirements for power drive connection (dynamic)......................................................... 2 - 1132.13.1 Moments of inertia – Engine, damper, flywheel.................................................. 2 - 113

2.13.2 Balancing of masses – Firing order ................................................................... 2 - 115

2.13.3 Static torque fluctuation .................................................................................... 2 - 119

2.14 Power transmission .............................................................................................................. 2 - 1232.14.1 Flywheel arrangement ....................................................................................... 2 - 123

2.15 Arrangement of attached pumps ......................................................................................... 2 - 127

Table of contents - 2 48/60B

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2.16 Foundation ............................................................................................................................ 2 - 1292.16.1 General requirements for engine foundation...................................................... 2 - 129

2.16.2 Rigid seating ..................................................................................................... 2 - 131

2.16.3 Chocking with synthetic resin............................................................................ 2 - 139

2.16.4 Resilient seating................................................................................................ 2 - 145

2.16.5 Recommended configuration of foundation....................................................... 2 - 147

2.16.6 Engine alignment .............................................................................................. 2 - 157

3 Engine automation ............................................................................ 3 - 1

3.1 Engine automation.................................................................................................................... 3 - 33.1.1 SaCoSone system overview................................................................................... 3 - 3

3.2 Power supply and distribution ................................................................................................. 3 - 9

3.3 Operation................................................................................................................................. 3 - 11

3.4 Functionality ........................................................................................................................... 3 - 13

3.5 Interfaces ................................................................................................................................ 3 - 17

3.6 Technical data......................................................................................................................... 3 - 19

3.7 Installation requirements ....................................................................................................... 3 - 21

3.8 Engine-located measuring and control devices .................................................................... 3 - 23

4 Specification for engine supplies ..................................................... 4 - 1

4.1 Explanatory notes for operating supplies................................................................................ 4 - 34.1.1 Lubricating oil ....................................................................................................... 4 - 3

4.1.2 Operation with liquid fuel....................................................................................... 4 - 3

4.1.3 Engine cooling water............................................................................................. 4 - 4

4.1.4 Intake air ............................................................................................................... 4 - 4

4.2 Specification for lubricating oil (SAE 40) for operation with gas oil,diesel oil (MGO/MDO) and biofuels .......................................................................................... 4 - 5

4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO) .................. 4 - 11

4.4 Specification for gas oil/diesel oil (MGO) .............................................................................. 4 - 17

4.5 Specification for biofuel ......................................................................................................... 4 - 19

4.6 Specification for diesel oil (MDO)........................................................................................... 4 - 21

4.7 Specification for heavy fuel oil (HFO)..................................................................................... 4 - 23

4.8 Viscosity-temperature diagram (VT diagram) ....................................................................... 4 - 35


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4.9 Specification for engine cooling water .................................................................................. 4 - 37

4.10 Cooling water inspecting........................................................................................................ 4 - 45

4.11 Cooling water system cleaning .............................................................................................. 4 - 47

4.12 Specification for intake air (combustion air)......................................................................... 4 - 49

5 Engine supply systems ..................................................................... 5 - 1

5.1 Basic principles for pipe selection........................................................................................... 5 - 35.1.1 Engine pipe connections and dimensions ............................................................. 5 - 3

5.1.2 Installation of flexible pipe connections for resiliently mounted engines.................. 5 - 5

5.1.3 Condensate amount in charge air pipes and air vessels ...................................... 5 - 11

5.2 Lube oil system....................................................................................................................... 5 - 155.2.1 Lube oil system diagram ..................................................................................... 5 - 15

5.2.2 Lube oil system description................................................................................. 5 - 19

5.2.3 Prelubrication/postlubrication.............................................................................. 5 - 29

5.2.4 Lube oil outlets ................................................................................................... 5 - 31

5.2.5 Lube oil service tank ........................................................................................... 5 - 35

5.2.6 Pressure control valve......................................................................................... 5 - 39

5.2.7 Lube oil automatic filter ....................................................................................... 5 - 41

5.2.8 Lube oil double filter............................................................................................ 5 - 42

5.2.9 Crankcase vent and tank vent............................................................................. 5 - 43

5.3 Water systems ........................................................................................................................ 5 - 455.3.1 Cooling water system diagram............................................................................ 5 - 45

5.3.2 Cooling water system description ....................................................................... 5 - 50

5.3.3 Advanced HT cooling water system for increased freshwater generation ............ 5 - 57

5.3.4 Cooling water collecting and supply system........................................................ 5 - 61

5.3.5 Miscellaneous items............................................................................................ 5 - 63

5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device................ 5 - 65

5.3.7 Turbine washing device, HFO-operation ............................................................. 5 - 67

5.3.8 Nozzle cooling system and diagram.................................................................... 5 - 69

5.3.9 Nozzle cooling water module .............................................................................. 5 - 73

5.3.10 Preheating module.............................................................................................. 5 - 77

5.4 Fuel oil system ........................................................................................................................ 5 - 795.4.1 Marine diesel oil (MDO) treatment system ........................................................... 5 - 79

5.4.2 Marine diesel oil (MDO) supply system for diesel engines .................................... 5 - 81

5.4.3 Heavy fuel oil (HFO) treatment system................................................................. 5 - 85

5.4.4 Heavy fuel oil (HFO) supply system ..................................................................... 5 - 89

5.4.5 Fuel supply at blackout conditions .................................................................... 5 - 102


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5.5 Compressed air system ........................................................................................................ 5 - 1035.5.1 Starting air system ............................................................................................ 5 - 103

5.5.2 Starting air vessels, compressors...................................................................... 5 - 109

5.5.3 Jet Assist .......................................................................................................... 5 - 113

5.6 Engine room ventilation and combustion air....................................................................... 5 - 115

5.7 Exhaust gas system.............................................................................................................. 5 - 1175.7.1 General information........................................................................................... 5 - 117

5.7.2 Components and assemblies............................................................................ 5 - 119

5.8 Exhaust gas aftertreatment – Selective catalytic reduction............................................... 5 - 1215.8.1 SCR – Selective catalytic reduction................................................................... 5 - 121

5.8.2 System overview............................................................................................... 5 - 121

5.8.3 System design data .......................................................................................... 5 - 126

6 Engine room planning ....................................................................... 6 - 1

6.1 Installation and arrangement................................................................................................... 6 - 36.1.1 General details ...................................................................................................... 6 - 3

6.1.2 Installation drawings.............................................................................................. 6 - 5

6.1.3 Removal dimensions of piston and cylinder liner ................................................. 6 - 13

6.1.4 3D Engine Viewer–A support programme to configure the engine room........................................... 6 - 17

6.1.5 Comparison of engine arrangements .................................................................. 6 - 21

6.1.6 Lifting appliance.................................................................................................. 6 - 23

6.1.7 Major spare parts ............................................................................................... 6 - 27

6.1.8 Arrangement of diesel-electric propulsion plants ................................................. 6 - 31

6.2 Exhaust gas ducting ............................................................................................................... 6 - 356.2.1 Example: Ducting arrangement ........................................................................... 6 - 35

6.2.2 Position of the outlet casing of the turbocharger ................................................. 6 - 37

7 Propulsion packages......................................................................... 7 - 1

7.1 General ...................................................................................................................................... 7 - 3

7.2 Dimensions................................................................................................................................ 7 - 5

7.3 Propeller layout data................................................................................................................. 7 - 9

7.4 Propeller clearance................................................................................................................. 7 - 11

8 Diesel-electric propulsion plants...................................................... 8 - 1

8.1 Advantages of diesel-electric propulsion ................................................................................ 8 - 3


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8.2 Efficiencies in diesel-electric plants........................................................................................ 8 - 5

8.3 Components of a diesel-electric propulsion plant .................................................................. 8 - 7

8.4 Diesel-electric plant design ..................................................................................................... 8 - 9

8.5 Engine selection...................................................................................................................... 8 - 11

8.6 E-plant, switchboard and alternator design.......................................................................... 8 - 13

8.7 Over-torque capability ............................................................................................................ 8 - 17

8.8 Protection of the electric plant............................................................................................... 8 - 19

8.9 Drive control............................................................................................................................ 8 - 21

8.10 Power management................................................................................................................ 8 - 23

8.11 Example configurations of diesel-electric propulsion plants ............................................... 8 - 27

9 Annex ................................................................................................. 9 - 1

9.1 Safety instructions and necessary safety measures .............................................................. 9 - 39.1.1 General ................................................................................................................. 9 - 3

9.1.2 Safety equipment/measures provided by plant-side.............................................. 9 - 4

9.2 Programme for Factory Acceptance Test (FAT)....................................................................... 9 - 7

9.3 Engine running-in ..................................................................................................................... 9 - 9

9.4 Definitions ............................................................................................................................... 9 - 13

9.5 Symbols................................................................................................................................... 9 - 17

9.6 Preservation, packaging, storage .......................................................................................... 9 - 219.6.1 General information............................................................................................. 9 - 21

9.6.2 Storage location and duration ............................................................................. 9 - 22

9.6.3 Follow-up preservation when preservation period is exceeded............................ 9 - 23

9.6.4 Removal of corrosion protection ......................................................................... 9 - 23

9.7 Engine colour .......................................................................................................................... 9 - 25

9.8 Form ........................................................................................................................................ 9 - 299.8.1 Diesel-electric plant layout data........................................................................... 9 - 29

9.8.2 Propeller layout data ........................................................................................... 9 - 35

Index ......................................................................................................... I


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1 Introduction

Page 1 - 1

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Page 1 - 2

Introduction

1.1 Four stroke diesel engine programme for marine

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Figure 1-1 MAN Diesel & Turbo engine programme

MAN Medium Speed Propulsion Engines

400-428 L58/64

500-514 L51/60DF V51/60DF

500-514 L48/60CR V48/60CR

500-514 L48/60B V48/60B

720-750 L32/44CR V32/44CR

720-750 L32/40 V32/40

1000-1032

V28/33D*

1000-1032

V28/33D STC*

800 L27/38 L27/38 (MGO)

1000 L21/31

0 5,000 10,000 15,000 20,000 25,000

r/min

kW

Engine type

* The engine complies with EPA Tier 2.

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Introduction


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Page 1 - 4 C-BB

Introduction

1.2 Engine description 48/60B IMO Tier II

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NOx

As in all MAN Diesel & Turbo engines, NOx emis-sion levels for L+V48/60B engines fall below theupper limits specified by the IMO. L+V48/60B en-gines contain a system for automatically adjustinginjection timing to minimise NOx emissions. NOxemissions that are compliant with the IMO Tier IINOx limit curve can be achieved with MANDiesel & Turbo technologies.

Soot

Soot emission could be reduced by optimizingcombustion and turbocharging. Soot is invisibledown to approx. 20 % load. For invisible smokefrom start up to 100 % MCR MAN Diesel & Turbooffers the common rail fuel injection system astype 48/60CR.

MAN Diesel turbocharging system

MAN Diesel & Turbo turbochargers are based onan optimally designed constant pressure turbo-charging system.

The state of the art turbochargers are beneficial inmany ways:

• The TCA series turbochargers have longerbearing overhaul intervals.

• High efficiency at full and part loads results insubstantial air surplus that safeguard and thor-ough combustion without residues and withlow thermal stress inside the combustionchamber. The higher efficiency is ensured evenat low pressure ratios.

Service friendly design

Hydraulic tooling for tightening and loosening cyl-inder head nuts; clamps with quick release fasten-ers and/or clamp and plug connectors; generouslysized access covers; hydraulic tools for crankshaftbearing and big end bearing.

Connecting rod and bearing

Optimised marine head design with a joint in theupper shaft area, allowing piston overhaul withoutrequiring disassembly of the connecting rod bear-ing; low piston height. Optimised bearing shells ofthe connecting rod bearing increase reliability.

Cylinder head

The cylinder head has optimised combustionchamber geometry for improved injection sprayatomisation. This ensures balanced air-fuel mix-ture, reducing combustion residue, soot formationand improving fuel economy. High resistance to fa-tigue, effective heat removal and elimination ofvery high ignition pressures results in superb com-ponent reliability and long service life.

Valves

Exhaust valves are designed with armoured, wa-tercooled seats that keep valve temperaturesdown. Propellers on the exhaust valve shaft pro-vide rotation by exhaust gas, resulting in the clean-ing effect of the valve seat area during valveclosing. This results in low wear rates and longmaintenance intervals. Inlet valves are equippedwith rotocaps.

Marine main engines

Engine output is limited to 100 % of rated outputfor engines driving a propeller. Engine output islimited to 110 % of rated output for engines drivinga alternator. Overload above 100 % permitted onlybriefly to prevent a frequency drop during suddenload application.

Fuel injection

High pressure injection with improved atomizationfor good combustion of even lowest approved fuelquality. The injection system has been optimisedfor improved fuel consumption and lower emissionlevels.

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Fuels

The L+V48/60B engine can be run on heavy fueloil with a viscosity up to 700 mm2/s (cSt) at 50 °C.Continuous operation on heavy fuel oil is permittedin an output range of 100 % to 20 %, and evenbelow 20 % for brief periods.

Engine frame

Rigid housing in cast monoblock waterless designconstruction with tie bolts running from the sus-pended main bearing through the top edge of theengine frame and from the cylinder head throughthe intermediate plate.

Rocker arm housing

Modified, light-weight rocker covers allow fasterreplacement of fuel injectors, simplifying mainte-nance.

Cylinder liner

The precision machined cylinder liner and sepa-rate cooling water collar rest on top of the engineframe and is isolated from any external deforma-tion, ensuring optimum piston performance andlong service life.

SaCoSone

The 48/60B is equipped with the latest generationof the proven MAN Diesel & Turbo engine man-agement system, SaCoSone. For the first time,SaCoSone breaks down all functions of modernengine management into one complete system.Through integration on the engine, it forms oneunit with the drive assembly.

SaCoSone offers:

• Integrated self-diagnosis functions

• Maximum reliability and availability

• Simple use and diagnosis

• Quick exchange of modules (plug in)

• Trouble-free and time-saving commissioning

Stepped piston

Forged dimensionally stable steel crown (withshaker cooling) and skirt made from high-grade

materials.The stepped piston and the fire ring to-gether prevent “bore polishing” of the cylinder liner,thereby reducing operating costs by keeping lubri-cating oil consumption consistently low. Chromi-um ceramic coating of the first piston ring withwear-resistant ceramic particles in the ring surfaceresults in minimal wear and tear, ensuring longertimes between overhaul (TBO).

Page 1 - 6 48/60B E-BB

Introduction

1.3 Overview 48/60B

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1.3 Overview 48/60B

Figure 1-2 Overview L48/60B

Legend

• Connection point generally 3 HT pump

1 Fuel inlet 4 HT water outlet

2 LT pump 5 Exhaust heat shield

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Introduction

1.3 Overview 48/60B

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Figure 1-3 Overview L48/60B

Legend

• Connection point generally 2 Air filter

1 Turbocharger exhaust outlet 3 Air cooler

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Introduction

1.3 Overview 48/60B

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Figure 1-4 Overview V48/60B

Legend

• Connection point generally 2 HT pump

1 Exhaust heat shield

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Introduction

1.3 Overview 48/60B

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Figure 1-5 Overview V48/60B

Legend

• Connection point generally 4 Air cooler

1 HT water outlet 5 Air filter

2 LT water outlet 6 Tappet cover

3 Turbocharger exhaust outlet

Page 1 - 10 48/60B I-BB

Introduction

1.4 Typical marine plants and engine arrangements

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Figure 1-6 Engine room arrangement: multi purpose and container ships

Figure 1-7 Special carrier: propelled by 2 x 9L48/60, total output 18,900 kW

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Figure 1-8 Ferries: propellered by 4 x 8L48/60, total output 38,400 kW

Figure 1-9 Cruising vessel: Diesel-electric propulsion plant with 4 x 14V48/60, total output 58.8 MW

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Introduction


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Figure 1-10 Dredge: propelled by 2 x 7L48/60, total output 11.6 MW

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Page 1 - 14 48/60B, 48/60CR E-BB

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2 Engine and operation

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Engine and operation

2.1.1 Engine cross section

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2.1 Engine design


Figure 2-1 Cross section – Engine L48/60B; view on counter coupling side

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Figure 2-2 Cross section – Engine V48/60, view on coupling side

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2.1.2 Engine designations – Design parameters

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Example to declare engine designations

Parameter Abbreviations Unit

Number of cylinders 6, 7, 8, 9,12, 14, 16, 18

-

In-line engine L

Vee engine V

Cylinder bore 48 cm

Piston stroke 60

Table 2-1 Designations engine – 48/60B

Parameter Value Unit

Cylinder bore 480 mm

Piston stroke 600

Swept volume of each cylinder 108.6 dm3

Compression ratio 1,150 kW/cyl. marine plants 15.3 -

Distance between cylinder centres L = 820 mm

Distance between cylinder centres V = 1,000

Vee engine, vee angle 50 °

Crankshaft diameter at journal, in-line engine L = 415 mm

Crankshaft diameter at journal, vee engine V = 480

Crankshaft diameter at crank pin 415

Table 2-2 Design parameters engine – 48/60B

18V48/60B

Piston stroke [cm]

Cylinder bore [cm]

V=Vee engine, L= in-line engine

Cylinder number

Design index

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2.1.3 Engine main dimensions, weights and views

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Engine L48/60B

Figure 2-3 Main dimensions – Engine L48/60B

Minimum centreline distance for twin engine installation: 3,200 mm L-engine

Flywheel data, see "Section 2.13.1: Moments ofinertia – Engine, damper, flywheel, page 2-113".

Legend

Engine L L1 B B1 E F H Weight without flywheel

mm tons

6L48/60B 8,615 7,290 3,195 2,100 1,280 700 5,360 104

7L48/60B 9,435 8,110 118

8L48/60B 10,460 8,930 3,325 134

9L48/60B 11,425 9,895 146

The dimensions and weights are given for guidance only.

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Engine V48/60B

Figure 2-4 Main dimensions – Engine V48/60B

Minimum centreline distance for twin engine installation: 4,800 mm V-engine

Flywheel data, see "Section 2.13.1: Moments ofinertia – Engine, damper, flywheel, page 2-113".

Legend

Engine L L1 B B1 E F H Weight without flywheel

mm tons

12V48/60B 11,100 9,260

4,720 2,280 1,410 830 5,420

186

14V48/60B 12,100 10,260 209

16V48/60B 13,100 11,260 236

18V48/60B 14,450 12,260 259

The dimensions and weights are given for guidance only.

Page 2 - 8 48/60B K-BB


2.1.4 Engine inclination

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Figure 2-5 Angle of inclination

Note!

For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of theship!

Legend

Athwartships

Fore and aft

Max. permissible angle of inclination [°]1)

1) Athwartships and fore and aft inclinations may occur simultaneously.

Application Athwartships Fore and aft

Heel to each side (static)

Rolling to each side (dynamic)

Trim (static)2)

2) Depending on length L of the ship.

Pitching

(dynamic)L < 100 m L > 100 m

Main engines 15 22.5 5 500/L 7.5

Table 2-4 Inclinations

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2.1.5 Engine equipment for various applications

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Device/measure Ship Stationary engines

Propeller Auxiliary engines

Diesel-mechanic

Diesel-electric

Charge air blow-off for firing pressure limitation Order-related, if intake air temp. 5°C

Charge air blow-off for firing pressure limitation and exhaust gas temperature control

Order-related, for plants with catalyst converter

Charge air by-pass X X X X

Two-stage charge air cooler X X X X

Charge air preheating by HT-LT switching O (X1))

1) Required if after first start the still cold engine should run at partial load without increased smoke emission.

O (X1)) O (X1)) O (X1))

Charge air preheating by LT shut off X X X X

CHATCO (charge air temperature control) X X X X

Waste gate (blowing-off the exhaust gas) X2)

2) Not required for engines with an output PApplication, ISO ≤ 90 % of ISO-standard-output(Exception: special applications like dredger, fixed-pitch propeller, high-torque for which a clarification with MAN Diesel &

Turbo is necessary. See also "Section 2.6.6: Available outputs and permissible frequency deviations, page 2-59").

X2) X2) X2)

Jet Assist (accelerating the turbocharger) O (X3))

3) Required if special demands exist regarding fast acceleration and fast load application without increased soot emission.

X X X

V.I.T. (Variable Injection Timing) X4)

4) Automatical V.I.T. (Variable Injection Timing) required.

X4) X4) X4)

Slow turn O X X5)

5) Required for plants with Power Managment System demanding automatic engine start.

X

Oil mist detector O O O O

Splash oil monitoring X X X X

Main bearing temperature monitoring X X X X

Attached HT cooling water pump O O O O

Attached LT cooling water pump O O O O

Attached lubrication oil pump O O O O

X = required, O = optional

Table 2-4 Engine equipment

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Engine equipment for various applications – General description

Charge air blow-off for firing pressure limitation

If engines are operated at full load at low intaketemperature, the high air density leads to the dan-ger of excessive charge air pressure and, conse-quently, much too high ignition pressure. In orderto avoid such conditions, part of the charge air iswithdrawn upstream or downstream of the chargeair cooler and blown off into the engine room. Thisis achieved by means of an electro-pneumaticallycontrolled flap or a spring-loaded valve.

Charge air blow-off device for firing pressure limitation and exhaust gas temperature control after turbine

For plants with an SCR catalyst, downstream ofthe turbine, a minimum exhaust gas temperatureupstream of the SCR catalyst is necessary in orderto ensure its proper performance.

This minimum exhaust gas temperature dependson the type and design of the SCR catalyst and isfixed by its manufacturer. In case the temperaturedownstream of the turbine falls below the set min-imum exhaust gas temperature, a flap provided onthe engine is opened gradually in order to blow-offthe charge air until the exhaust gas temperaturedownstream of the engine (and thus upstream ofthe SCR catalyst) has reached the required level.

Charge air by-pass

The charge air pipe is connected to the exhaustpipe via a reduced diameter pipe and a by-passflap. The flap is closed in normal operation. Mainlyin propeller operation between 25 and 60 % en-gine load (above cross-over point) the charge airby-pass is opened, so that the turbocharger is op-erated at a higher air flow with higher efficiency.The resultant increased charge air pressure withimproved scavenging pressure gradient leads tolower component temperatures.

Two-stage charge air cooler

The two stage charge air cooler consists of twostages which differ in the temperature level of theconnected water circuits. The charge air is firstcooled by the HT circuit (high temperature stage ofthe charge air cooler, engine) and then furthercooled down by the LT circuit (low temperaturestage of the charge air cooler, lube oil cooler).

Charge air preheating by HT-LT switching

Charge air preheating by HT-LT switching is usedin the load range from 0 % up to 20 % to achievehigh charge air temperatures during part load op-eration. It contributes to improved combustionand, consequently, reduced exhaust gas discol-ouration. Unlike the charge air preheating bymeans of the CHATCO control valve, there is notime delay in this case. The charge air is preheatedimmediately after the switching process by HTcooling water, which is routed through both stagesof the two-stage charge air cooler.

Charge air preheating by LT shut off (integrated inCHATCO)

Charge air preheating by LT shut off (by means ofthe CHATCO control valve) is as well used in theload range from 0 % up to 20 % to reduce exhaustgas discolouration. Higher charge air tempera-tures are achieved by shut off the LT stage of thetwo stage charge air cooler. Depending on enginetype there is a delay in time of about 15 to 25 min-utes, till the positive effect can be noticed, be-cause previously remaining LT water in the LTstage needs to be heated up by the charge air.

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CHATCO (Charge Air Temperature Control)

The charge air temperature control CHATCOserves to prevent accumulation of condensed wa-ter in the charge air pipe. In this connection, thecharge air temperature is, depending on the intakeair temperature, controlled in such a way that, as-suming a constant relative air humidity of 80 %,the temperature in the charge air pipe does not fallbelow the condensation temperature.

Integrated in the functionality of CHATCO isCharge air preheating by LT shut off.

Waste gate (blowing-off the exhaust gas)

By blowing off the exhaust gas upstream of theturbine and returning it to the exhaust pipe down-stream of the turbine, a charge air pressure reduc-tion and/or a drop in turbine speed at full load isachieved. This measure is necessary if the turbo-charger has been designed for optimised part loadoperation.

Jet Assist (acceleration of the turbocharger)

This equipment is used where special demandsexist regarding fast acceleration and/or load appli-cation. In such cases, compressed air from thestarting air vessels is reduced to a pressure of ap-prox. 4 bar before being passed into the compres-sor casing of the turbocharger to be admitted tothe compressor wheel via inclined bored passag-es. In this way, additional air is supplied to thecompressor which in turn is accelerated, therebyincreasing the charge air pressure. Operation ofthe accelerating system is initiated by a control,and limited to a fixed load range.

VIT (Variable Injection Timing)

For some engine types with conventional injectiona VIT is available allowing a shifting of injectionstart. A shifting in the direction of “advanced injec-tion” is supposed to increase the ignition pressureand thus reduces fuel consumption. Shifting in thedirection of “retarded injection” helps to reduceNOx emissions.

Slow turn

Engines, which are equipped with “slow turn”, areautomatically turned prior to engine start, with theturning process being monitored by the enginecontrol. If the engine does not reach the expectednumber of crankshaft revolutions (2.5 revolutions)within a specified period of time, or in case theslow-turn time is shorter than the programmedminimum slow-turn time, an error message is is-sued. This error message serves as an indicationthat there is liquid (oil, water, fuel) in the combus-tion chamber. If the slow-turn manoeuvre is com-pleted successfully, the engine is startedautomatically.

Oil mist detector

Bearing damage, piston seizure and blow-by incombustion chamber leads to increased oil mistformation. As a part of the safety system the oilmist detector monitors the oil mist concentrationin crankcase to indicate these failures at an earlystage.

Splash oil monitoring system

The splash-oil monitoring system is a constituentpart of the safety system. Sensors are used tomonitor the temperature of each individual driveunit (or pair of drive at V engines) indirectly viasplash oil.

Main bearing temperature monitoring

As an important part of the safety system the tem-peratures of the crankshaft main bearings aremeasured just underneath the bearing shells in thebearing caps. This is carried out using oil-tight re-sistance temperature sensors.

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Charge air blow-off

Figure 2-6 Cold charge air blow-off for selective catalyst operation

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2.2.1 Standard engine ratings

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2.2 Ratings (output) and speeds


Engine 48/60B, GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm

Engine type

No. of cylinders

Engine rating PISO, Standard1)2)

1) PISO, Standard as specified in DIN ISO 3046-1, "Paragraph: Definition of engine rating, page 2-18".2) Engine fuel: Distillate according to ISO 8217 DMA/DMB/DMZ-grade fuel or RM-grade fuel, fullfilling the stated quality

requirements.

500rpm Available turn-ing direction

514rpm Available turn-ing direction

kW CW3)CCW4)

3) CW clockwise.4) CCW counter clockwise.

kW CW3)CCW4)

6L48/60B 6 6,900 Yes/Yes 6,900 Yes/Yes

7L48/60B 7 8,050 Yes/Yes 8,050 Yes/Yes

8L48/60B 8 9,200 Yes/Yes 9,200 Yes/Yes

9L48/60B 9 10,350 Yes/Yes 10,350 Yes/Yes

12V48/60B 12 13,800 Yes/Yes 13,800 Yes/Yes

14V48/60B 14 16,100 Yes/Yes 16,100 Yes/Yes

16V48/60B 16 18,400 Yes/Yes 18,400 Yes/Yes

18V48/60B 18 20,700 Yes/Yes 20,700 Yes/Yes

Table 2-5 Engine ratings 48/60B, GenSet and CPP

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Engine 48/60B, Suction dredger/pumps (mechanical drive)

Please contact MAN Diesel & Turbo for project specific details.

Definition of engine rating

General definition of diesel engine rating (according to ISO 15550: 2002; ISO 3046-1:2002)

Reference Conditions: ISO 3046-1: 2002; ISO 15550: 2002

Air temperature Tr K/°C 298/25

Air pressure pr kPa 100

Relative humidity r % 30

Cooling water temperature upstream charge air cooler tcr

K/°C 298/25

Table 2-6 Standard reference conditions

Page 2 - 18 48/60B I-BB


2.2.2 Engine ratings (output) for different applications

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PApplication, ISO: Available rating (output) under ISO-conditions dependent on application

P A

pp

licat

ion

Ava

ilab

le o

utp

ut in

per

cent

age

of IS

O-s

tand

ard

-out

put

Fuel

sto

p p

ower

(blo

ckin

g)

Max

. allo

wed

sp

eed

red

uctio

nat

max

imum

to

rque

1)

1) Maximum torque given by available output and nominal speed.

Tro

pic

co

nditi

ons

(tr/

tcr/

pr=

100k

Pa)

2)

2) tr = Air temperature at compressor inlet of turbocharger.tcr = Cooling water temperature before charge air cooler.pr = Barometric pressure.

No

tes

Op

tiona

l po

wer

tak

e-of

f in

per

cent

age

of IS

O-s

tand

ard

-out

put

Kind of application % % % °C - -

Marine main engines (with mechanical or Diesel-electric drive)

Main drive alternator 100 110 - 45/38 3)

3) According to DIN ISO 8528-1 load > 100 % of the rated engine output is permissible only for a short time to provide addi-tional engine power for governing purpose only (e. g. transient load conditions and suddenly applied load).This additional power shall not be used for the supply of electrical consumers.

Yes/up to 100 %

Main drive with controllable pitch propeller 100 100 - 45/38 - Yes/up to 100 %

Suction dredger/pumps (mechanical drive)

Main drive with speed reduction at maximum torque

Please contact MAN Diesel &

Turbo

20 45/38 4)

5)

4) According to DIN ISO 3046-1 MAN Diesel & Turbo has specified a maximum continuous rating for marine engineslisted in the column P Application.

5) Special turbocharger matching required.

Yes/up to 100 %

Table 2-7 Available outputs/related reference conditions 48/60B

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P Operating: Available rating (output) under local conditions and dependent on application

Dependent on local conditions or special application demands a further load reduction of P Application, ISO

might be needed.

1. No de-rating necessary, provided the conditions listed in the respective column(see "Table 2-9: De-rating – Limits of ambient conditions") are met:

2. De-rating due to ambient conditions and negative intake pressure before compressor or exhaust gas back pressure after turbocharger.

No de-rating up to stated reference

conditions (Tropic), see 1.

De-rating needed according to formula,

see 2.

De-rating needed

accord. to spe-cial calcula-tion, see 3.

Air temperature before turbocharger Tx

318 K (45 °C) 318 K (45 °C) < Tx 333 K (60 °C) > 333 K (60 °C)

Ambient pressure 100 kPa (1 bar) 100 kPa (1 bar) > pambient 90 kPa < 90 kPa

Cooling water tempera-ture inlet charge air cooler (LT stage)

311 K (38 °C) 311 K (38 °C) < Tcx 316 K (43 °C) > 316 K (43 °C)

Intake pressure before compressor

–20 mbar1)

1) Below/above atmospheric pressure.

–20 mbar > pair before compressor –40 mbar1) < –40 mbar1)

Exhaust gas back pres-sure after turbocharger

30 mbar1) 30 mbar < pexhaust after turbine 60 mbar1) > 60 mbar1)

Table 2-9 De-rating – Limits of ambient conditions

1.2

x cx

318 311a 1.09 0.09 with a 1

T U O T

Operating Application,ISOP P a

a Correction factor for ambient conditions

Tx Air temperature before turbocharger [K] being considered

U Increased negative intake pressure before compressor leads to an de-rating, calculated as increased air temperature before turbocharger

x xT 273 t

Air before compressorU 20mbar p mbar 0.25K mbar withU 0

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3. De-rating due to special conditions or demands.

Please contact MAN Diesel & Turbo:

• If limits of ambient conditions mentioned in "Ta-ble 2-9: De-rating – Limits of ambient conditions" areexceeded. A special calculation is necessary.

• If higher requirements for the emission level ex-ist. For the allowed requirements see "Section:Exhaust gas emission".

• If special requirements of the plant for heat re-covery exist.

• If special requirements on media temperaturesof the engine exist.

• If any requirements of MAN Diesel & Turbomentioned in the Project Guide can not bekept.

Note!

Operating pressure data without further speci-fication are given below/above atmosphericpressure.

O Increased exhaust gas back pressure after turbocharger leads to a de-rating, calculated as increased air temperature before turbocharger:

Tcx Cooling water temperature inlet charge air cooler (LT stage) [K] being considered

T Temperature in Kelvin [K]

t Temperature in degree Celsius [°C]

Exhaust after turbineO P mbar 30mbar 0.25K mbar with0 0

CX cxT 273 t

Page 2 - 20 D-BB


2.2.3 Engine speeds and related main data

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Unit 50 Hz 60 Hz

Cylinder rating kW/cyl. 1,150 1,150

Rated speed rpm 500 514

Mean piston speed m/s 10.0 10.3

Mean effective pressure bar 25.4 24.7

Number of pole pairs - 6 7

Lowest engine operating speed:

in case of rigid foundation

in case of resilient foundation speed depends on layout of mounting

rpm

approx. 130

-

approx. 130

-

Highest engine operating speed1)

1) This concession may possibly be restricted, see "Figure 2-19: Permissible frequency deviations and corresponding max. output".

rpm 525 525

Speed adjusting range rpm see "Section 2.2.4: Speed adjusting range, page 2-25"

Note!

Power take-off on engine free end up to 100 % of rated output.

Table 2-9 Engine speeds and related main data

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2.2.4 Speed adjusting range

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The following specification represents the stand-ard settings. For special applications, deviatingsettings may be necessary.

Drive Speed droop Maximum speed at full

load

Maximum speed at idle

running

Minimum speed

Mec

hani

cal g

over

nors

1 main engine with controlla-ble-pitch propeller and without PTO

3 % 100 % (+0.5%) 103 % (+0.5%) 60 %

1 main engine with controlla-ble-pitch propeller and with PTO

3 % 100 % (+0.5%) 103 % (+0.5%) 60 %

Parallel operation of 2 engines driving 1 shaft with/without PTO

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

GenSets/"diesel-electric plants"

5 % 103 % 108 % 60 %

Ele

ctro

nic

gove

rnor

s

1 main engine with controlla-ble-pitch propeller and without PTO

0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

1 main engine with controlla-ble-pitch propeller and with PTO

0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

Parallel operation of 2 engines driving 1 shaft with/without PTO:

Load sharing via speed droop or

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

Master/Slave Operation 0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

GenSets/"diesel-electric plants"

- - - -

Load sharing via speed droop by PMS or

5 % 100 % (+0.5%) 105 % (+0.5%) 60 %

Isochronous load sharing 0 % 100 % (+0.5%) 100 % (+0.5%) 60 %

Table 2-10 Mechanical/electronic governors

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2.3 Engine operation under arctic conditions

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Arctic condition is defined as:

Air intake temperatures of the engine below +5 °C

If engines operate under arctic conditions (inter-mittently or permanently), the engine equipmentand plant installation have to meet special designfeatures and requirements. They depend on thepossible minimum air intake temperature of theengine and the specification of the fuel used.

Minimum air intake temperature of the engine, tx:

• Category A

+5 °C > tx 15 °C

• Category B

–15 °C > tx 35 °C

• Category C

tx 35 °C

Special engine design requirements

• Charge air blow-off according to categories A,B or C.

• If arctic fuel (with very low lubricating properties)is used, the following actions are required:

- The maximum allowable fuel temperatureshave to be kept.

- Fuel injection pump

Only in case of conventional fuel injectionsystem, dependent on engine type installa-tion and activation of sealing oil system maybe necessary, because low viscosity of thefuel can cause an increased leakage and thelube oil will possibly being contaminated.

- Fuel injection valve

Nozzle cooling has to be switched off toavoid corrosion caused by temperatures be-low the dew point.

- Inlet valve lubrication

Has to be activated to avoid an increasedwear of the inlet valves.

Engine equipment

SaCoS/SaCoSone

• SaCoS/SaCoSone equipment is suitable to bestored at minimum temperatures of –15 °C.

• In case these conditions cannot be met, pro-tective measures against climatic influenceshave to be taken for the following electroniccomponents:

- EDS Databox APC620

- TFT-touchscreen display

- Emergency switch module BD5937

These components have to be stored at plac-es, where the temperature is above –15 °C.

• A minimum operating temperature of 0 °Chas to be ensured. The use of an optional elec-tric heating is recommended.

Alternators

Alternator operation is possible according to sup-pliers specification.

Plant installation

Intake air conditioning

• Air intake of the engine and power house/en-gine room ventilation have to be two differentsystems to ensure that the power house/en-gine room temperature is not too low causedby the ambient air temperature.

• It is necessary to ensure that the charge aircooler cannot freeze when the engine is out ofoperation (and the cold air is at the air inletside).

• Gas engines

- An air intake temperature +5 °C has to beensured by preheating.

- In addition, the maximum ambient tempera-ture has to be considered since the enginecontrol can only compensate a limited tem-perature range (approx. 20 K).

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Example:

Maximum ambient temperature .... +35 °C

Temperature compensationby engine.......................................... 20 K

> An air intake temperature of +15 °C(35 °C – 20 K = 15 °C) has to be en-sured by preheating.

• Dual-fuel engines

- Category A, B

No additional actions are necessary. Thecharge air before the cylinder is preheatedby the HT circuit of the charge air cooler (LTcircuit closed).

- Category C

> An air intake temperature –35 °C has tobe ensured by preheating.

> Additionally the charge air before the cyl-inder is preheated by the HT circuit of thecharge air cooler (LT circuit closed).

> In special cases the change-over pointfor the change from diesel operation todual-fuel mode (gas mode) has to beshifted to a higher load.

• Diesel engines

- Category A, BNo additional actions are necessary. Thecharge air before the cylinder is preheatedby the HT circuit of the charge air cooler (LTcircuit closed).

- Category C

> An air intake temperature –35 °C has tobe ensured by preheating.

> Additionally the charge air before the cyl-inder is preheated by the HT circuit of thecharge air cooler (LT circuit closed).

Minimum power house/engine room temperature

• Ventilation of power house/engine room

The air of the power house/engine room venti-lation must not be too cold (preheating is nec-essary) to avoid the freezing of the liquids in thepower house/engine room systems.

• Minimum powerhouse/engine room tempera-ture for design +5 °C

• Coolant and lube oil systems

- HT and lube oil system has to be preheatedfor each individual engine, see "Section 2.5.2:Starting conditions and load application for diesel-electric plants, page 2-35".

- Design requirements for the preheater of HTsystems:

> Category AStandard preheater

> Category B50 % increased capacity of the preheater

> Category C100 % increased capacity of the pre-heater

- If a concentration of anti-freezing agents of> 50 % in the cooling water systems isneeded, please contact MAN Diesel &Turbo for approval.

- For information regarding engine coolingwater see "Section 4: Specification for enginesupplies, page 4-1".

• Insulation

The design of the insulation of the piping sys-tems and other plant parts (tanks, heat ex-changer etc.) has to be modified and designedfor the special requirements of arctic condi-tions.

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• Heat tracing

To support the restart procedures in cold con-dition (e. g. after unmanned survival mode dur-ing winter), it is recommended to install a heattracing system in the piping to the engine.

Note!

A preheating of the lube oil has to be ensured.If the plant is not equipped with a lube oil sep-arator (e. g. plants only operating on MGO) al-ternative equipment for preheating of the lubeoil to be provided.

For plants taken out of operation and cooleddown below temperatures of +5 °C additionalspecial measures are needed – in this caseplease contact MAN Diesel & Turbo.

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2.4 Low load operation

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Definition

Generally the following load conditions are differ-entiated:

• Overload (for regulation): > 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 output

Correlations

The ideal operating conditions for the engine pre-vail under even loading at 60 % to 90 % of the fullload output. Engine control and rating of all sys-tems are based on the full load output.

In the idling mode or during low load engine oper-ation, combustion in the cylinders is not ideal. De-posits 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 cannot be regulated optimally high for allload conditions which, however, is of particular im-portance during operation on heavy fuel oil.

Better conditions

Optimization of low load operation is obtained bycutoff of the LT stage of the charge air cooler orperfusion of the LT stage with HT water if HT or LTswitching is available to that engine type.

For common rail engines mostly this is not neces-sary because optimized combustion is realized byan electronically controlled fuel injection system.

HT: High temperature

LT: Low temperature

Operation on heavy fuel oil

Because of the afore mentioned reasons, low loadoperation < 25 % of full load output on heavy fueloil is subjected to certain limitations. For further in-formation see "Figure 2-10: Time limits for low load op-eration (on the left), duration of “relieving operation“ (onthe right)", the engine must, after a phase of partload operation, either be switched over to dieseloperation or be operated at high load (> 70 % offull load output) for a certain period of time in orderto reduce the deposits in the cylinder and exhaustgas turbocharger again.

In case the engine is to be operated at low load fora period exceeding (see "Figure 2-10: Time limits forlow load operation (on the left), duration of “relieving op-eration“ (on the right)"), the engine is to be switchedover to diesel oil operation beforehand.

Be aware, that after 500 hours continuous heavyfuel oil operation at low load in the range 20 % to25 % of the full engine output a new running in ofthe engine is needed (see "Section 9.3: Engine run-ning-in, page 9-9"). For continuous heavy fuel oil op-eration at low load in the range < 25 % of the fullengine output, coordination with MAN Diesel &Turbo is absolutely necessary.

Operation on diesel fuel

For low load operation on diesel fuel oil, the follow-ing rules apply:

• A continuous operation below 20 % of full loadhas to be avoided, if possible.

Note!

Should this be absolutely necessary, MAN Diesel &Turbo has to be consulted for special arrange-ments.

• A no-load operation, especially at nominalspeed (alternator operation) is only permittedfor a maximum period of one hour.

No limitations are required for loads above 20 % offull load, as long as the specified operating data ofthe engine will not be exceeded.

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Figure 2-10 Time limits for low load operation (on the left), duration of “relieving operation“ (on the right)

Explanations

New running in needed after > 500 hours low loadoperation (see "Section 9.3: Engine running-in, page9-9").

Note!

Acceleration time from present output to 70 %of full load output not less than 15 minutes.

Example

Line a (time limits for low load operation):

At 10 % of full load output, HFO operation is per-missible for maximum 19 hours, MGO/MDO oper-ation for maximum 40 hours, than output has tobe increased.

Line b (duration of relieving operation):

Operate the engine for approx. 1.2 hours at notless than 70 % of full load output to burn away thedeposits that have formed.

Time limits for low-load operation Duration of "relieving operation"MGO.MDO,HFO-operation

> 70% of full-load output

P [%]

t [h]

Legend

P Full load output [%]

t Operating period [h]

Page 2 - 32 E-BB


2.5.1 Operating range for controllable-pitch propeller

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2.5 Propeller operation, suction dredge (pump drive)


Figure 2-7 Operating range for controllable-pitch propeller

Note!

In rare occasions it might be necessary thatcertain engine speed intervals have to bebarred for continuous operation.

For FPP applications as well as for applica-tions using resilient mounted engines, the ad-missible engine speed range has to beconfirmed (preferably at an early project

phase) by a torsional vibration calculation, bya dimensioning of the resilient mounting, and,if necessary, by an engine operational vibrationcalculation.

0

10

20

30

40

50

60

70

80

90

100

110

40 50 60 70 80 90 100 110

Engine output [%] Torque, BMEP [%]

Engine speed [%]

Range II

1 Load limit2 Recommended combinator curve3 Zero thrust

100

90

80

70

60

50

40

30

20

10

MCR

Range I

1

2

3

Max. permitted engine outputafter load reduction demand ofengine control

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Rated output/operating range

Maximum continuous rating (MCR)

Range I: Operating range for continuous opera-tion.

Range II: Operating range which is temporarily ad-missible e. g. during acceleration and manoeu-vring.

The combinator curve must keep a sufficient dis-tance to the load limit curve. For overload protec-tion, a load control has to be provided.

Transmission losses (e. g. by gearboxes and shaftpower) and additional power requirements (e. g.by PTO) must be taken into account.

IMO certification for engines with operating range forcontrollable-pitch propeller (CPP)

Test cycle type E2 will be applied for the engine´scertification for compliance with the NOx limits ac-cording to NOx technical code.

Page 2 - 34 32/40, 48/60B, 48/60CR D-BB


2.5.2 General requirements for propeller pitch control

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Pitch control of the propeller plant

4 – 20 mA load indication from engine control

As a load indication a 4 – 20 mA signal from theengine control is supplied to the propeller control.

General

A distinction between constant-speed operationand combinator-curve operation has to be en-sured.

Failure of propeller pitch control:In order to avoid overloading of the engine uponfailure of the propeller pitch control the propellerpitch must be adjusted to a value < 60 % of themaximum possible pitch.

Combinator-curve operation: The 4 – 20 mA signal has to be used for the as-signment of the propeller pitch to the respectiveengine speed. The operation curve of enginespeed and propeller pitch (for power range, see"Section 2.5.1: Operating range for controllable-pitch pro-peller (CPP), page 2-32") has to be observed alsoduring acceleration/load increase and unloading.

Acceleration/load increase

The engine speed has to be increased prior in-creasing the propeller pitch (see "Figure 2-8: Exam-ple to illustrate the change from one load step toanother").

Or if increasing both synchronic the speed has tobe increased faster than the propeller pitch. Thearea above the combinator curve should not bereached.

Automatic limiting of the rate of load increase mustalso be implemented in the propulsion control.

Deceleration/unloading the engine

The engine speed has to be reduced later than thepropeller pitch (see "Figure 2-8: Example to illustratethe change from one load step to another").

Or if decreasing both synchronic the propellerpitch has to be decreased faster than the speed.The area above the combinator curve should notbe reached.

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Figure 2-9 Example to illustrate the change from one load step to another

Engine output [%]

Engine speed [%]

1 Load limit2 Recommended combinator curve3 Zero thrust

MCR

1

3

2

Load steps

1st Pitch(load)

2nd Speed

Detail:decreasing load

2nd Pitch(load)

1st Speed

Detail:increasing load

Page 2 - 36 A-BB



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Windmilling protection

If a stopped engine (fuel admission at zero) is be-ing turned by the propeller, this is called “windmill-ing”. The permissible period for windmilling isshort, because windmilling can cause, due to poorlubrication at low propeller speed, excessive wearof the engines bearings.

Single-screw ship

The propeller control has to ensure that the wind-milling time is less than 40 sec.

Multiple-screw ship

The propeller control has to ensure that the wind-milling time is less than 40 sec. In case of plantswithout shifting clutch, it has to be ensured that astopped engine won't be turned by the propeller.

(Regarding maintenance work a shaft interlockhas to be provided for each propeller shaft.)

Binary signals from engine control

Overload contact

The overload contact will be activated when theengines fuel admission reaches the maximum po-sition. At this position, the control system has tostop the increase of the propeller pitch. If this sig-nal remains longer than the predetermined timelimit, the propeller pitch has to be decreased.

Operation close to the limit curves (only for electronic speed governors)

This contact is activated when the engine is oper-ated close to a limit curve (torque limiter, charge airpressure limiter...). When the contact is activated,the propeller control system has to keep from in-creasing the propeller pitch. In case the signal re-mains longer than the predetermined time limit,the propeller pitch has to be decreased.

Propeller pitch reduction contact

This contact is activated when disturbances in en-gine operation occur, for example too high ex-haust-gas mean-value deviation. When thecontact is activated, the propeller control systemhas to reduce the propeller pitch to 60 % of therated engine output, without change in enginespeed.

Distinction between normal manoeuvre and emergen-cy manoeuvre

The propeller control system has to be able to dis-tinguish between normal manoeuvre and emer-gency manoeuvre (i.e., two different accelerationcurves are necessary).

MAN Diesel & Turbo's guidelines concerning acceler-ation times and power range have to be observed

The power range (see"Section 2.5.1: Operating rangefor controllable-pitch propeller, page 2-33") and the ac-celeration times (see "Section 2.5.4: Accelerationtimes, page 2-41") are to be observed.

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Page 2 - 38 A-BB


2.5.3 Operating range for mechanical pump drive

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Figure 2-10 Operating range for mechanical pump drive

0

10

20

30

40

50

60

70

80

90

100

110

30 40 50 60 70 80 90 100 110

Engine output [%] Torque, BMEP [%]

Engine speed [%]

MCR(reduced output according to

chapter „available outputs“)

3

100

90

80

70

60

50

40

30

20

10

Range I – operating range forcontinuous operation

3 Theoretical propeller curve

Range I

Max. permitted engineoutput after loadreduction demand ofengine control

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• MCR

Maximum continuous rating, fuel stop power

• Range I

Operating range for continuous operation

• For dredge applications with dredge pumps di-rectly mechanically driven by the engines thereis a requirement for full constant torque opera-tion between 80 % and 100 % of nominal en-gine speed. This specific operating rangeresults in a reduced output of the engine ac-cording to "Table: Available outputs/related refer-ence conditions" in "Section: Engine ratings (output)for different applications – Ratings (output) andspeeds".

IMO certification for engines with operating range formechanical pump drive

Test cycle type C1 for auxiliary engine applicationwill be applied for the engine´s certification forcompliance with the NOx limits according to NOx

technical code.

Page 2 - 40 K-BA


2.5.4 Acceleration times

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Acceleration times for controllable pitch-propeller plants

General remark

Stated acceleration times in "Figure 2-11: Control le-ver setting and corresponding engine specific accelerationtimes (for guidance)" are valid for the engine itself.Dependend on the propulsion train (moments ofinertia, vibration calculation etc.) project specificthis may differ. Of course, the acceleration timesare not valid for the ship itself, due to the fact, thatthe time constants for the dynamic behavior of theengine and the vessel may have a ratio of up to1:100, or even higher (dependent on the type ofvessel). The effect on the vessel must be calculat-ed separately.

Propeller control

For remote controlled propeller drives for shipswith unmanned or centrally monitored engineroom operation in accordance to IACS “Require-ments concerning MACHINERY INSTALLA-TIONS”, M43, a single control device for eachindependent propeller has to be provided, with au-tomatic performance preventing overload andprolonged running in critical speed ranges of thepropelling machinery. Operation of the engine ac-cording to the relevant and specific operatingrange (CPP, FPP, water jet, etc.) has to be en-sured. In case of a manned engine room and man-ual operation of the propulsion drive, the engineroom personnel are responsible for the soft load-ing sequence, before control is handed over to thebridge.

Load control program

The lower time limits for normal and emergencymanoeuvres are given in our diagrams for applica-tion and shedding of load. We strongly recom-mend that the limits for normal manoeuvring isobserved during normal operation, to achievetrouble-free engine operation on a long-term ba-sis. An automatic change-over to a shortened loadprogramme is required for emergency manoeu-vres. The final design of the programme should bejointly determined by all the parties involved, con-sidering the demands for manoeuvring and the ac-tual service capacity.

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Page 2 - 42 48/60B, 48/60CR, 58/64 E-BB



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Engines 48/60B, 48/60CR

Figure 2-11 Control lever setting and corresponding engine specific acceleration times (for guidance)

21

0

0102030405060708090100

10

01

23

45

67

89

100

12

3

FULL

AS

TER

Nto

STO

PS

TOP

to

FULL

AS

TER

NS

TOP

toFU

LL A

HE

AD

FULL

AH

EA

Dto

STO

P

Engine rating[%]

Tim

e in

min

utes

AHEA

DAS

TER

N

Nor

mal

Man

oeuv

re

Em

erge

ncy

Man

oeuv

re

Tim

e in

min

utes

Tim

e [m

in] w

ithpr

ehea

ted

engi

ne(lu

beoi

ltem

pera

ture

min

imum

40°C

, coo

ling

wat

erte

mpe

ratu

rem

inim

um60

°C)

Eng

ine

spee

dsh

ould

gene

rally

rise

mor

equ

ickl

yth

anpr

opel

lerp

itch

whe

nlo

adin

gan

dfa

ll m

ore

slow

lyw

hen

unlo

adin

gth

een

gine

.

K-BA 48/60B, 48/60CR Page 2 - 43



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Page 2 - 44 48/60B, 48/60CR K-BA


2.6.1 Operating range for GenSets

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2.6 GenSet operation


Figure 2-12 Operating range for GenSets

D-BC Page 2 - 45



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• MCR

Maximum continuous rating

• Range I

Operating range for continuous service

• Range II

No continuous operation allowed.Maximum operating time less than 2 minutes.

• Range III

According to DIN ISO 8528-1 load > 100 % ofthe rated output is permissible only for a shorttime to provide additional engine power forgoverning purposes only (e.g. transient loadconditions and suddenly applied load). This ad-ditional power shall not be used for the supplyof electrical consumers.

IMO certification for engines with operating range forelectric propulsion

Test cycle type E2 will be applied for the engine´scertification for compliance with the NOx limits ac-cording to NOx technical code.

Page 2 - 46 D-BC


2.6.2 Starting conditions and load application for diesel-electric plants

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In multiple-engine plants with GenSet operationand load regulation by a power management sys-tem, the availability of engines not in operation isan important aspect.

The following data and conditions are of rele-vance:

• Engine start-up time until synchronization

• "Black-Start" capability (with restriction of theplant)

• Load application times

Requirements on engine and plant installation for"Stand-by Operation" capability

Engine

• Attached lube oil pump

Plant

• Prelubrication pump with low pressure beforeengine (0.3 bar < pOil before engine < 0.6 bar)

Note!

Oil pressure > 0.3 bar to be ensured also for lubeoil temperature up to 80 °C.

• Preheating HT cooling water system(60 – 90 °C)

• Preheating lube oil system (> 40 °C)

• Power management system with supervision ofstand-by times engines

Requirements on engine and plant installation for"Black-Start" capability

Engine

• Attached lube oil pump

• Attached HT cooling water pump recommend-ed

• Attached LT cooling water pump recommend-ed

• Attached fuel oil supply pump recommended (ifapplicable)

Plant

• Prelubrication pump with low pressure beforeengine (0.3 bar < pOil before engine < 0.6 bar)

Note!

Oil pressure > 0.3 bar to be ensured also for lubeoil temperature up to 80 °C.

• Equipment to ensure fuel oil pressure of> 0.6 bar for engines with conventional injec-tion system and > 3.0 bar for common rail sys-tem

Note!

E. g. air driven fuel oil supply pump or fuel oil serv-ice tank at sufficient height or pressurized fuel oiltank, if no fuel oil supply pump is attached at theengine.

Note!

Statements are relevant for non arctic condi-tions.

For arctic conditions please consider relevantsections and clarify undefined details withMAN Diesel & Turbo.

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Engine starting conditions

After blackout or "Dead Ship" ("Black-Start")

From stand-by mode After stand-still("Normal Start")

Start up time until load application

< 1 minute < 1 minute > 2 minutes

General notes

- Engine start-up only within

1 h after stop of engine that has been in operation

1 h after end of stand-by mode

Note!

In case of "Dead Ship" condi-tion a main engine has to be put back to service within max. 30 min. according to IACS UR M61.

Maximum stand-by time

7 days

Supervised by power manage-ment system plant.

(For longer stand-by periods in special cases contact MAN Diesel & Turbo.)

Stand-by mode only possible after engine has been started with Nor-mal Starting Procedure and has been in operation.

-

Required engine conditions

Start-blocking active No No

Start-blocking of engine leads to withdraw of "Stand-by Oper-

ation".

No

Slow turn No No Yes1)

Preheated and primed No, if engine was previously in operation or stand-by as per gen-eral notes above.

For other engines see require-ments in other columns.

Yes Yes

Required system conditions

Lube oil system

Prelubrication period No, if engine was previously in operation or stand-by as per gen-eral notes above.

For other engines see require-ments in other columns.

Permanent Permanent

Prelubrication pressure before engine

pOil before engine < 0.3 bar permissible

0.3 bar < pOil before engine < 0.6 bar

0.3 bar < pOil before

engine <0.6 bar

Preheating tempera-ture before engine

Less than 40 °C permissible > 40 °C > 40 °C

Table 2-12 Required starting conditions for diesel-electric plants (1 of 2)

Page 2 - 48 C-BB



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HT cooling water

Preheating tempera-ture before engine

Less than 60 °C permissible 60 – 90 °C 60 – 90 °C

Fuel system

For MDO operation If 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 engine.

For HFO operation Supply and booster pumps in operation, fuel preheated to operating viscosity.

(In case of permanent stand-by a periodical exchange of the circulating HFO has to be ensured to avoid cracking of the fuel. This can be done by releasing a certain amount of circu-lating HFO into the day tank and substituting it with "fresh" fuel from the tank.)

1) It is recommended to install slow turn. Otherwise the engine has to be turned by turning gear.

Engine starting conditions

After blackout or "Dead Ship" ("Black-Start")

From stand-by mode After stand-still("Normal Start")

Table 2-12 Required starting conditions for diesel-electric plants (2 of 2)

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Page 2 - 50 C-BB


2.6.3 Load application – Preheated engine

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In the case of highly supercharged engines, loadapplication is limited. This is due to the fact thatthe charge-air pressure build-up is delayed by theturbocharger run-up. Besides, a slow load appli-cation promotes uniform heating of the engine.

"Figure 2-12: Start up times until load application for die-sel-electric marine plants from stand-by mode; enginespreheated and prelubricated" shows the shortest timeto run up the engines from stand-by mode (pre-heated and prelubricated).

"Figure 2-13: Start up times until load application for die-sel-electric marine plants in Normal Starting Mode (not instand-by mode); engines preheated" shows the short-est time to run up the engines in normal startingmode, with the needed time for start up lube oilsystem + prelubrication of the engines.

"Figure 2-14: Load application for diesel-electric marineplants; engines preheated and prelubricated, synchroniza-tion speed reached" shows the maximum allowable

load application times for continuously loading theengine and load application within three loadsteps.

"Figure 2-15: Load application for diesel-electric marineplants; engines preheated and prelubricated, synchroniza-tion speed reached – Only emergency case" shows theshortest possible load application time for contin-uously loading in case of emergency. MANDiesel & Turbo can not guarantee the invisibility ofthe exhaust gas under these circumstances.

To limit the effort regarding regulating the mediacircuits, also to ensure an uniform heat input it al-ways should be aimed for longer load applicationtimes by taking into account the realistic require-ments of the specific plant.

All questions regarding the dynamic behaviourshould be clarified in close cooperation betweenthe customer and MAN Diesel & Turbo at an earlyproject stage.

Figure 2-12 Start up times until load application for diesel-electric marine plants from stand-by mode; engines preheated and prelubricated

Engines in stand-by mode can be started with Normal Starting Procedure at any time.

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Figure 2-13 Start up times until load application for diesel-electric marine plants in Normal Starting Mode (not in stand-by mode); en-gines preheated

Figure 2-14 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed reached

0

10

20

30

40

50

60

70

80

90

100

0 20 40 60 80 100

Maximum allowableload application within

three load steps

Shortest possiblecontinuous loading(without Jet-assist)

Shortest possiblecontinuous loading

(with Jet-assist)

Engine load [%]

Time [sec]

Valid only for preheated engines: Lube oil temperature > 40��

Cooling water temperature > 60��

Page 2 - 52 D-BB



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Figure 2-15 Load application for diesel-electric marine plants; engines preheated and prelubricated, synchronization speed reached – Only emergency case

0

10

20

30

40

50

60

70

80

90

100

0 20 40 60 80 100

Emergency loading(with / without Jet-assist)

Engine load [%]

Time [sec]

Valid only for preheated engines: Lube oil temperature > 40 C

Cooling water temperature > 60 C

�nly emergency case (visible exhaust gas likely)

D-BB Page 2 - 53


2.6.4 Load application – Cold engine (only emergency case)

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2.6.4 Load application – Cold engine (only emergency case)

Figure 2-16 Load application for diesel-electric marine plants, emergency case; cold engines

70

80

90

100

Engine speed or

engine load [%]

Further engine loading after reaching the prescribed media

temperatures: Lube oil > 40� C, Cooling water > 60� C

Engine speed

0

10

20

30

40

50

60

70

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

40 sec

2 minEngine load

Emergency case

Required for starting the engine:

Engine pre-lubricated

Lube oil > 20°C

Cool. water > 20°C

Time span depends on actual media

temperatures and specific design of the plant

Time [min]

In case of emergency, it is possible to start thecold engine provided the required media tempera-tures are present: lube oil > 20 °C, cooling water> 20 °C

• Distillate fuel must be used for starting and tillwarm-up phase is completed.

• The engine is prelubricated.

• The engine is started and accelerated up to100 % engine speed within 1 – 3 minutes.

• Loading the engine gradually up to 30 % en-gine load within 6 to 8 minutes.

• Warming up the engine: lube oil temperature> 40 °C, cooling water temperature > 60 °C.

The necessary time span for this process dependson the actual media temperatures and the specificdesign of the plant. After these prescribed mediatemperatures are reached the engine can be load-ed regularly up to 100 % engine load according to"Figure 2-13: Load application for GenSets; engines pre-heated and prelubricated, synchronization speedreached – With conventional injection".

Page 2 - 54 D-BB


2.6.5 Load application for ship electrical systems

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In the age of highly turbocharged diesel engines,building rules of classification societies regardingload application (e .g. 0 % => 50 % => 100 %)cannot be complied with, neither by special meas-ures. However the requirements of the Internation-al Association of Classification Societies (IACS)and ISO 8528-5 are realistic. In the case of ship'sengines the application of IACS requirements hasto be clarified with the respective classification so-ciety as well as with the shipyard and the owner.Therefore the IACS requirements has been estab-lished as "MAN Diesel & Turbo standard".

For applications from 0 % to 100 % continuousrating, according to IACS and ISO 8528-5, the fol-lowing diagram is applied:

Figure 2-17 Load application in steps as per IACS and ISO 8528-5

60

70

80

90

100

Pe [%]

4

3

0

10

20

30

40

50

60

5 10 15 20 25 30

pe [bar]

1

3

2

1 1st Step

2 2nd Step

3 3rd Step

4 4th Step

Pe [%] Load applicationof continuous rating

pe [bar] Mean effectivepressure (mep) of thecontinuous rating

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According to the previous diagram the maximumallowable load application steps are defined in thetable below. (24.8 bar mean effective pressure hasbeen determined as a mean value for the listed en-gine types).

Note!

Higher load steps than listed in general are notallowed.

Requirements of the classification societies:

Minimum requirements concerning dynamicspeed drop, remaining speed variation and recov-ery time during load application are listed below.

In case of a load drop of 100 % nominal enginepower, the dynamic speed variation must not ex-ceed 10 % of the nominal speed and the remain-

ing speed variation must not surpass 5 % of thenominal speed.

Engine bmep [bar] 1st step 2nd step 3rd step 4th step

V28/33D 26.6...28.6 33 % 23 % 18 % 26 %

32/40 24.9...25.9

32/44CR 25.3...26.4

40/54 23.2...24.8

48/60B 24.7...26.5

48/60CR 25.8...26.5 33 % 34 % -

58/64 23.2 23 % 18 % 26 %

Table 2-13 Maximum allowable load application steps (higher load steps than listed are not possible as a standard)

Classification Society Dynamic speed drop in% of the nominal speed

Remaining speed variation in% of the

nominal speed

Recovery time until reach-ing the tolerance band 1 % of nominal speed

Germanischer Lloyd 10 % 5 % 5 sec.

RINA

Lloyd´s Register 5 sec., max 8 sec.

American Bureau of Shipping 5 sec.

Bureau Veritas

Det Norske Veritas

ISO 8528-5

Table 2-14 Minimum requirements of the classification societies plus ISO rule

Page 2 - 56 J-BB



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Requirements for plant design:

• The load application behaviour must be con-sidered in the electrical system design of theplant.

• The system operation must be safe in case ofgraduated load application.

• The load application conditions (E-balance)must be approved during the planning and ex-amination phase.

• The possible failure of one engine must beconsidered – please see "Section 2.5.8: Diesel-electric operation of vessels – Failure of one engine,page 2-51".

Questions concerning the dynamic operationalbehaviour of the engine/s has to be clarified withMAN Diesel & Turbo and should be a part of thecontract.

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Page 2 - 58 J-BB


2.6.6 Available outputs and permissible frequency deviations

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General

Generating sets, which are integrated in an elec-tricity supply system, are subjected to the frequen-cy fluctuations of the mains. Depending on theseverity of the frequency fluctuations, output andoperation respectively have to be restricted.

Frequency adjustment range

According to DIN ISO 8528-5: 1997-11, operatinglimits of > 2.5 % are specified for the lower and up-per frequency adjustment range.

Operating range

Depending on the prevailing local ambient condi-tions, a certain maximum continuous rating will beavailable.

In the output/speed and frequency diagrams, arange has specifically been marked with “No con-tinuous operation allowed in this area”. Operationin this range is only permissible for a short periodof time, i. e. for less than 2 minutes. In special cas-es, a continuous rating is permissible if the stand-ard frequency is exceeded by more than 3 %.

Limiting parameters

Max. torque

In case the frequency decreases, the availableoutput is limited by the maximum permissibletorque of the generating set.

Max. speed for continuous rating

An increase in frequency, resulting in a speed thatis higher than the maximum speed admissible forcontinuous operation, is only permissible for ashort period of time, i. e. for less than 2 minutes.

For engine-specific information see "Section: Rat-ings (output) and speeds of the specific engine."

Overload

According to DIN ISO 8528-1 load > 100 % of therated engine output is permissible only for a shorttime to provide additional engine power for gov-erning purpose only (e. g. transient load condi-tions and suddenly applied load). This additionalpower shall not be used for the supply of electricalconsumers.

Figure 2-18 Permissible frequency deviations and corresponding max. output

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Page 2 - 60 A-BB


2.6.7 Load reduction

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Sudden load shedding

For the sudden load shedding from 100 % to 0 %PNominal several requirements from the classificationsocieties regarding the dynamic and permanentchange of engine speed have to be fulfilled.

A sudden load shedding represents a rather ex-ceptional situation e. g. opening of the diesel-elec-tric plants alternator switch during high load.

After a sudden load shedding it has to be ensuredthat system circuits remain in operation for a min-imum of 15 min. to dissipate the residual engineheat.

In case of a sudden load shedding and relatedcompressor surging, please check the properfunction of the turbo charger silencer filter mat.

Recommended load reduction/stopping the engine

• Run-down cooling

In order to dissipate the residual engine heat,the system circuits should be kept in operationfor a minimum of 15 min.

"Figure 2-19: Engine ramping down, generally" showsthe shortest possible times for continuously ramp-ing down the engine and a sudden load shedding.

To limit the effort regarding regulating the mediacircuits, also to ensure an uniform heat dissipationit always should be aimed for longer rampingdown times by taking into account the realistic re-quirements of the specific plant.

Figure 2-19 Engine ramping down, generally

0

10

20

30

40

50

60

70

80

90

100

0 5 10

Sudden load sheddingIn case of related compressor

surging please check theproper function of the turbocharger silencer filter mat

Shortest possible continuous load reduction

Engine load [%]

Time [sec]

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Page 2 - 62 I-BB


2.6.8 Diesel-electric operation of vessels – Failure of one engine

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Diesel-electric operation of vessels is defined asparallel operation of GenSets forming a closedsystem.

In the electrical system design of the plant the pos-sible failure of one engine has to be considered inorder to avoid overloading and under frequency ofthe remaining engines with the risk of an electricalblackout.

Therefore we recommend to install a power man-agement system. This ensures uninterrupted op-eration in the maximum output range and in caseone unit fails the power management system re-duces the propulsive output or switches off lessimportant energy consumers in order to avoid un-der frequency.

According to the operating conditions it's the re-sponsibility of the ship's operator to set prioritiesand to decide which energy consumer has to beswitched off.

The base load should be chosen as high as possi-ble to achieve an optimum engine operation andlowest soot emissions.

The optimum operating range and the permissiblepart loads are to be observed (see "Section 2.4: Lowload operation, page 2-31").

Load application in case one engine fails

In case one engine fails, its output has to be madeup for by the remaining engines in the systemand/or the load has to be decreased by reducingthe propulsive output and/or by switching off elec-trical consumers.

The immediate load transfer to one engine doesnot always correspond with the load reserves thatthe particular engine still has available in the re-spective moment. That depends on its base load.

The permissible load applications for such a casecan be derived from "Figure 2-20: Load application de-pending on base load".

Figure 2-20 Load application depending on base load

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The maximum engine load per engine in a multi-engine plant, dependent on the total number ofoperating engines, which doesn't lead to a totaloutput reduction in case one GenSet fails, can bederived (see "Table 2-15: Load application in case oneengine fails").

Example

The isolated network consists of 4 engines with12,170 kW electrical output each.

To achieve an uniform load sharing all enginesmust have the same speed droop. The possible output of the multi-engine plant op-erating at 100 % load is:

If the present system load is P0 = 39,000, each en-gine runs with:

In case one unit suddenly fails, an immediatetransfer of 20 % engine output is possible accord-ing to the diagram, i. e. from 80 % to 100 % en-gine output.

100 % engine output of the remaining3 engines is calculated as follows:

Consequently, an immediate load decrease from39,000 kW to 36,500 kW is necessary, e. g. elec-trical consumers of a total amount of 2,500 kWhave to be switched off.

No. of engines running-in the system 3 4 5 6 7 8 9 10

Utilisation of engines’ capacity during system operation in (%) of Pmax

50 75 80 83 86 87.5 89 90

Table 2-15 Load application in case one engine fails

maxP 4 12,170kW 48,680kW 100%

0 max100% P P 100% 39,000 48,680 80%Load

1P 3 12,170kW 36,500kW

Page 2 - 64 A-BA


2.6.9 Alternator – Reverse power protection

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Demand for reverse power protection

For each alternator (arranged for parallel opera-tion) a reverse power protection device has to beprovided because if a stopped combustion engine(fuel admission at zero) is being turned it cancause, due to poor lubrication, excessive wear onthe engine´s bearings. This is also a classifications’requirement.

Definition of reverse power

If an alternator, coupled to a combustion engine, isno longer driven by this engine, but is suppliedwith propulsive power by the connected electricgrid and operates as an electric motor instead ofworking as an alternator, this is called reversepower.

Examples for possible reverse power

• Due to lack of fuel the combustion engine nolonger drives the alternator, which is still con-nected to the mains.

• Stopping of the combustion engine while thedriven alternator is still connected to the electricgrid.

• On ships with diesel-electric drive the propellercan also drive the electric traction motor andthis in turn drives the alternator and the alterna-tor drives the connected combustion engine.

• Sudden frequency increase, e. g. because of aload decrease in an isolated electrical system ->if the combustion engine is operated at lowload (e. g. just after synchronising).

Adjusting the reverse power protection relay

Adjusting value for reverse power protection relay:Maximum 3 % of the rated alternator power.

On vessels with electric traction motor and crashstop requirements (shifting the manoeuvring leverfrom forward to full reverse), special arrangementsfor the adjustment value of the reverse power relayhave to be made, which are only valid in the eventof a crash stop manoeuvre.

Time delay

For activation of the reverse power protection relaya time delay between 3 s and 10 s has to be fixed.

Maximum permissible time period for reverse power

• If a reverse power higher than the adjusted val-ue for the reverse power protection relay oc-curs, the alternator switch has to openimmediately after the time delay elapsed.

• Reverse power below the adjusted value for thereverse power protection relay for periods ex-ceeding 30 seconds is not permitted.

E-BA Page 2 - 65



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Page 2 - 66 E-BA


2.6.10 Earthing of diesel engines and bearing insulation on alternators

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General

The use of electrical equipment on diesel enginesrequires precautions to be taken for protectionagainst shock current and for equipotential bond-ing. These not only serve as shock protection but

also for functional protection of electric and elec-tronic devices (EMC protection, device protectionin case of welding, etc.).

Figure 2-21 Earthing connection on engine (are arranged diagonally opposite each other)

Earthing connections on the engine

Threaded bores M12, 20 mm deep, marked withthe earthing symbol have been provided in the en-gine foot on both ends of the engines.

It has to be ensured that earthing is carried out im-mediately after engine set-up! (If this cannot be ac-complished any other way, at least provisionalearthing is to be effected right at the beginning.)

Measures to be taken on the alternator

Because of slight magnetic unbalances and ringexcitations, shaft voltages, i. e. voltages betweenthe two shaft ends, are generated in electrical ma-chines. In the case of considerable values (e. g.> 0.3 V), there is the risk that bearing damage oc-curs due to current transfers. For this reason, atleast the bearing that is not located on the drive

end is insulated on alternators approx. > 1 MW.For verification, the voltage available at the shaftvoltage) is measured while the alternator is runningand excited. With proper insulation, a voltage canbe measured. In order to protect the prime moverand to divert electrostatic charging, an earthingbrush is often fitted on the coupling side.

Observation of the required measures is the alter-nator manufacturer’s responsibility.

View of control side

M12x20

View of coupling side

Exhaust side

Control side

Couplingside

Free end

V-engine L-engine

M12x20

V-engine L-engine

K-BB 32/40, 48/60B, 48/60CR Page 2 - 67



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Consequences of inadequate bearing insulation on the alternator, and insulation check

In case the bearing insulation is inadequate, e. g.,if the bearing insulation was short-circuit by ameasuring lead (PT100, vibration sensor), leakagecurrents may occur, which result in the destructionof the bearings. One possibility to check the insu-lation with the machine at standstill (prior to cou-pling the alternator to the engine; this, however, isonly possible in the case of single-bearing alterna-tors) would be to raise the alternator rotor (insulat-ed, in the crane) on the coupling side, and tomeasure the insulation by means of the Meggertest against earth (in this connection, the max.voltage permitted by the alternator manufacturer isto be observed!).

If the shaft voltage of the alternator at rated speedand rated voltage is known (e. g. from the testrecord of the alternator acceptance test), it is alsopossible to carry out a comparative measurement.

If the measured shaft voltage is lower than the re-sult of the “earlier measurement” (test record), thealternator manufacturer should be consulted.

Earthing conductor

The nominal cross section of the earthing conduc-tor (equipotential bonding conductor) has to beselected in accordance with DIN VDE 0100, part540 (up to 1000 V) or DIN VDE 0141 (in excess of1 KV).

Generally, the following applies:

The protective conductor to be assigned to thelargest main conductor is to be taken as a basisfor sizing the cross sections of the equipotentialbonding conductors.

Flexible conductors have to be used for the con-nection of resiliently mounted engines.

Execution of earthing

On vessels, earthing must be done by the shipyardduring assembly on board.

Earthing strips are not included in the MANDiesel & Turbo scope of supply.

Additional information regarding the use of weldingequipment

In order to prevent damage on electrical compo-nents, it is imperative to earth welding equipmentclose to the welding area, i. e., the distance be-tween the welding electrode and the earthing con-nection should not exceed 10 m.

Page 2 - 68 32/40, 48/60B, 48/60CR K-BB


2.7.1 Fuel oil consumption for emission standard: IMO Tier II

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2.7 Fuel oil; lube oil; starting air/control air consumption


Engine 48/60B – GenSet and controllable-pitch propeller (CPP)

1,150 kW/cyl., 500/514 rpm

Engine 48/60B – Suction dredger/pumps (mechanical drive)

Please contact MAN Diesel & Turbo for project specific details.

% Load L48/60B V48/60B

100 851)

1) Warranted fuel consumption at 85 % MCR.

75 50 25 100 851) 75 50 25

Spec. fuel consumption (g/kWh) with HFO/MDO without attached pumps2)3)

2) Tolerance for warranty +5 %. Please note that the additions to fuel consumption must be considered before the tolerance for warranty is taken into account.

3) Based on reference conditions, see "Table 2-18: Reference conditions 48/60B".

186 184 190 195 215 184 182 188 193 213

Table 2-15 Fuel oil consumption 48/60B – GenSet and controllable-pitch propeller (CPP)

C-BC 48/60B Page 2 - 69



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IMO Tier II Requirements:

For detailed information see "Section 5.3.1: Cooling water system diagram, page 5-45".

IMO: International Maritime Organization MARPOL 73/78; Revised Annex VI-2008, Regula-tion 13.

Tier II: NOx technical code on control of emission of nitrogen oxides from diesel engines.

Additions to fuel consumption (g/kWh)

% Load 100 85 75 50 25

For each attached cooling water pump +0.5 +0.6 +0.7 +1.0 +2.0

For all attached lube oil pumps +1.6 +1.9 +2.1 +3.2 +6.4

For operation with MGO +2.0

For exhaust gas back pressure after turbine > 30 mbar Every additional 1 mbar (0.1 kPa) backpressure addition of 0.05 g/kWh to be calculated

In case a charge air blow-off device is installed Please consult MAN Diesel & Turbo

Table 2-16 Additions to fuel consumption

Fuel oil consumption at idle running (kg/h)

No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V

Speed 500/514 rpm 100 120 140 160 200 230 265 300

Table 2-17 Fuel oil consumption at idle running

Reference conditions (according to ISO 3046-1: 2002; ISO 15550: 2002)

Air temperature before turbo-charger tr

°C 25

Ambient pressure pr bar 1

Relative humidity Φr % 30

Engine type specific reference charge air temperature before cylinder tbar

1)

1) Specified reference charge air temperature corresponds to a mean value for all cylinder numbers that will be achieved with 25° C LT cooling water temperature before charge air cooler (according to ISO).

°C 34

Net calorific value NCV kJ/kg 42,700

Table 2-18 Reference conditions 48/60B

Page 2 - 70 48/60B C-BC


2.7.2 Lube oil consumption

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2.7.2 Lube oil consumption

Engine 48/60B

1,150 kW/cyl.; 500/514 rpm

Specific lube oil consumption . . . . . 0.6 g/kWh

Note!

As a matter of principle, the lubricating oil con-sumption is to be stated as total lubricating oilconsumption related to the tabulated ISO fullload output ("Section 2.2: Ratings (output) and speeds,page 2-17").

Total lube oil consumption [kg/h]1)

1) Tolerance for warranty +20 %.

No. of cylinders 6L 7L 8L 9L 12V 14V 16V 18V

Speed 500/514 rpm 4.1 4.8 5.5 6.2 8.3 9.7 11.0 12.4

Table 2-19 Total lube oil consumption

H-BB 48/60B Page 2 - 71


2.7.3 Starting air/control air consumption

b020

9-02

00M

D2.

fm

2.7.3 Starting air/control air consumption

Number of cylinders 6L 7L 8L 9L 12V 14V 16V 18V

Swept volume of engine litre 651 760 868 977 1,303 1,520 1,737 1,955

Air consumption per start1)

1) The air consumption per starting manoeuvre/slow turn activation depends on the inertia moment of the unit. The stated air consumption refers only to the engine. For the GenSets an higher air consumption needs to be considered (approx. 50 % increased).

Nm³ 2)

2) Nm³ corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

2.8 3.2 3.5 3.8 4.8 5.5 6.0 6.7

Air consumption per Jet Assist activation3)

3) The above-mentioned air consumption per Jet Assist activation is valid for a jet duration of 5 seconds. The jet duration may vary between 3 sec and 10 sec, depending on the loading (average jet duration 5 sec).

4.0 4.0 5.5 5.5 7.9 7.9 7.9 11.3

Air consumption per slow turn manoeuvre1) 4)

4) Required for plants with Power Management System demanding automatic engine start. The air consumption per slow turn activation depends on the inertia moment of the unit. This value does not include the needed air consumption for the automically activated engine start after end of the slow turn manoeuvre.

5.6 6.4 7.0 7.6 9.6 11.0 12.0 13.4

Table 2-20 Starting air consumption 48/60B

Page 2 - 72 48/60B B-BD


2.7.4 Recalculation of fuel consumption dependent on ambient conditions

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In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal combustion engines – Performance,Part 1: Declarations of power, fuel and lubricating oil consumptions, and test methods – Additional requirements for en-gines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption de-pendent on ambient conditions for 1-stage turbocharged engines as follows:

The formula is valid within the following limits:

+ Ambient air temperature 5° C – 55° C

+ Charge air temperature before cylinder 25° C – 75° C

+ Ambient air pressure 0.885 bar – 1.030 bar

Example

Reference values:

br = 200 g/kWh, tr = 25° C, tbar = 40° C, pr = 1.0 bar

At Site:

tx = 45° C, tbax = 50° C, px = 0.9 bar

ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023

bx = ß x br = 1.023 x 200 = 204.6 g/kWh

( ) ( ) ( )β = + × − + × − + × −x r bax bar r x1 0.0006 t t 0.0004 t t 0.07 p p

= ×β =β

xx r r

bb b b

ß Fuel consumption factor

tbar Engine type specific reference charge air temperature before cylindersee "Table: Reference conditions" in "Section: Fuel oil; lube oil; starting air/control air consumption".

Legend Reference At test run or at site

Specific fuel consumption [g/kWh] br bx

Ambient air temperature [°C] tr txCharge air temperature before cylinder [°C] tbar tbax

Ambient air pressure [bar] pr px

C-BC Page 2 - 73



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Page 2 - 74 C-BC


2.7.5 Aging

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2.7.5 Aging

Figure 2-23 Influence from total engine running time and service intervals on fuel oil consumption

The fuel oil consumption will increase over the run-ning time of the engine. Proper service can reduceor eliminate this increase. For dependencies see"Figure 2-23: Influence from total engine running time andservice intervals on fuel oil consumption".

0,00

0,25

0,50

0,75

1,00

1,25

1,50

1,75

2,00

0 10 20 30 40 50 60 70 80

Incr

ease

of

fuel

oil

cons

umpt

ion

[%]

Operating hours [ x 1000 h]

Aging curve - 48/60B

early maintenance every 15000 or 30000 operating hrs

late maintenance every 18000 or 40000 operating hrs

E-BB 48/60B Page 2 - 75


2.7.5 Aging

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Page 2 - 76 48/60B E-BB


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2.8 Planning data for emission standard: IMO Tier II

2.8 Planning data for emission standard: IMO Tier II

Note!

If an advanced HT cooling water system for in-creased freshwater generation is to be ap-plied, please contact MAN Diesel & Turbo forcorresponding planning data.

I-BB 48/60B Page 2 - 77


2.8.1 Nominal values for cooler specification – L48/60B

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1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm

Reference conditions: Tropics

Air temperature°C

45

Cooling water temp. before charge air cooler (LT stage) 38

Air pressure bar 1

Relative humidity % 50

Number of cylinders 6L 7L 8L 9L

Engine output kW 6,900 8,050 9,200 10,350

Speed rpm 500/514

Heat to be dissipated1)

Cooling water (C.W.) cylinder

kW

730 850 975 1,095

Charge air cooler; cooling water HT 2,280 2,590 2,890 3,170

Charge air cooler; cooling water LT 805 930 1,180 1,330

Lube oil (L.O.) cooler + separator2) 890 1,035 1,185 1,330

Cooling water fuel nozzles 23 27 31 35

Heat radiation engine 235 275 315 350

Flow rates3)

HT circuit (cylinder + charge air cooler HT stage)

m3/h

70 80 90 100

LT circuit (lube oil + charge air cooler LT stage) 85 100 110 125

Lube oil (4 bar before engine) 140 165 190 215

Cooling water fuel nozzles 1.7 2.0 2.2 2.5

Pumps

a) Engine driven pumps

HT circuit cooling water (4.5 bar)

m³/h

140

LT circuit cooling water (4.5 bar) 140 (225 alternative available)

Lube oil (8.0bar) for application with constant speed 199 199 233 270

Lube oil (8.0bar) for application with variable speed 199 199 233 270

Table 2-21 Nominal values for cooler specification – L48/60B (1 of 2)

Page 2 - 78 48/60B I-BB



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Note!

Operating pressure data without further specification are given below/above atmospheric pres-sure.

b) External pumps4)

HT circuit cooling water (4.3 bar)

m³/h

70 80 90 100

LT circuit cooling water (3.0 bar) Depending on plant design

Lube oil (8.0 bar) 140 + z 165 + z 190 + z 215 + z

Cooling water fuel nozzles (3.0 bar) 1.7 2.0 2.2 2.5

MGO/MDO supply pump (p 7.0 bar) 5.0 5.8 6.7 7.5

HFO supply pump (p 7.0 bar) 2.6 3.0 3.5 3.9

HFO circulating pump (p 7.0 bar) 5.0 5.8 6.7 7.5

Note!

You will find further planning datas for the listed subjects in the corresponding chapters.

- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".

- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page 5-20" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-20".

- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".

- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.2) Including separator heat (30 kJ/kWh).3) Basic values for layout design of the coolers.4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.z = flushing oil of the automatic filter.


Table 2-21 Nominal values for cooler specification – L48/60B (2 of 2)

I-BB 48/60B Page 2 - 79


2.8.2 Temperature basis, nominal air and exhaust gas data – L48/60B

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1,150 kW/cyl.; 500 rpm or 1,150 kW/cyl.; 514 rpm


Air temperature °C 45

Cooling water temperature before charge air cooler (LT stage)

°C 38

Air pressure bar 1



Engine output kW 6,900 8,050 9,200 10,350

Speed rpm 500/514

Temperature basis

HT cooling water engine outlet1)

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

°C 90

LT cooling water air cooler inlet 38 (setpoint 32°C)2)

2) For design see "Section 5.3.1: Cooling water system diagram, page 5-45".

Lube oil engine inlet 55

Cooling water inlet nozzles 60

Air data

Temperature of charge air at charge air cooler outlet °C 55 56 56 57

Air flow rate m3/h3) 44,800 52,150 59,600 67,100

Mass flow t/h 49.0 57.2 65.3 73.5

Charge air pressure (absolute) bar 4.39

Air required to dissipate heat radiation (engine)(t2 – t1 = 10 °C)

m³/h 75,500 88,300 101,100

112,500

Exhaust gas data4)

Volume flow (temperature turbocharger outlet) m3/h5) 89,000 103,800

118,600

133,500

Mass flow t/h 50.4 58.8 67.2 75.6

Temperature at turbine outlet °C 345

Heat content (190 °C) kW 2,330 2,720 3,100 3,490

Permissible exhaust gas back pressure after turbocharger mbar < 30

Table 2-22 Air and exhaust gas data – Engine L48/60B

Page 2 - 80 48/60B I-BB



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3) Under above mentioned reference conditions.4) Tolerances: Quantity ±5 %; temperature ±20 °C.5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

Note!


I-BB 48/60B Page 2 - 81


2.8.3 Nominal values for cooler specification – V48/60B

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1,150 kW/cyl., 500 rpm or 1,150 kW/cyl., 514 rpm




Air pressure bar 1


Number of cylinders 12 14 16 18

Engine output kW 13,800 16,100 18,400 20,700

Speed rpm 500/514


Cooling water (C.W.) cylinder kW 1,460 1,700 1,950 2,190

Charge air cooler; cooling water HT 4,560 5,180 5,780 6,350

Charge air cooler; cooling water LT 1,610 1,860 2,360 2,660

Lube oil (L.O.) cooler + separator2) 1,780 2,070 2,370 2,660

Cooling water fuel nozzles 46 54 61 69


Flow rates3)

HT circuit (cylinder + charge air cooler HT stage) m3/h 140 160 180 200

LT circuit (lube oil + charge air cooler LT stage) 170 200 220 250

Lube oil (4 bar before engine) 325 370 415 460

Cooling water fuel nozzles 3.5 4.1 4.8 5.4

Pumps

a) Engine driven pumps

HT circuit cooling water (4.5 bar) m³/h 225

LT circuit cooling water (4.5 bar) 225

(550 m³/h at 3.4 bar alternative available)

Lube oil (8.0bar) for application with constant speed 398 438 466 540

Lube oil (8.0bar) for application with variable speed 398 438 466 540

Table 2-23 Nominal values for cooler specification – V48/60B (1 of 2)

Page 2 - 82 48/60B I-BB



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b) External pumps4)

HT circuit cooling water (4.3 bar) m³/h 140 160 180 200

LT circuit cooling water (3.0 bar) Depending on plant design

Lube oil (8.0 bar) 325 + z 370 + z 415 + z 460 + z

Cooling water fuel nozzles (3.0 bar) 3.5 4.1 4.8 5.4

MGO/MDO supply pump (p 7.0 bar) 10.0 11.7 13.4 15.0

HFO supply pump (p 7.0 bar) 5.2 6.0 6.9 7.8

HFO circulating pump (p 7.0 bar) 10.0 11.7 13.4 15.0

Note!

You will find further planning datas for the listed subjects in the corresponding chapters.

- Minimal heating power required for preheating HT cooling water see "Paragraph: H-001/Preheater, page 5-52".

- Minimal heating power required for preheating lube oil see "Paragraph: H-002/Lube oil heater – Single main engine, page 5-20" and "Paragraph: H-002/Lube oil heating – Multi-engine plant, page 5-20".

- Capacities of prelubrication/postlubrication pumps see "Section 5.2.3: Prelubrication/postlubrication, page 5-29".

- Capacities of preheating/postcooling pumps see "Paragraph: H-001/Preheater, page 5-52".

1) Tolerance: +10 % for rating coolers; –15 % for heat recovery.2) Including separator heat (30 kJ/kWh).3) Basic values for layout design of the coolers.4) Tolerances of the pumps delivery capacities must be considered by the pump manufacturer.z = flushing oil of the automatic filter.

Note!



Table 2-23 Nominal values for cooler specification – V48/60B (2 of 2)

I-BB 48/60B Page 2 - 83


2.8.4 Temperature basis, nominal air and exhaust gas data – V48/60B

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Cooling water temperature before charge air cooler (LT stage)

°C 38

Air pressure bar 1


Number of cylinders 12 14 16 18

Engine output kW 13,800 16,100 18,400 20,700

Speed rpm 500/514

Temperature basis

HT cooling water engine outlet1)

1) HT cooling water flow first through water jacket and cylinder head, then through HT stage charge air cooler.

°C 90

LT cooling water air cooler inlet 38 (setpoint 32°C)2)

2) For design see "Section 5.3.1: Cooling water system diagram, page 5-45".

Lube oil engine inlet 55

Cooling water inlet nozzles 60

Air data

Temperature of charge air at charge air cooler outlet °C 55 56 56 57

Air flow rate m3/h3) 89,500 104,400 119,300 134,300

Mass flow t/h 98.0 114.3 130.6 147.0

Charge air pressure (absolute) bar 4.39

Air required to dissipate heat radiation (engine)(t2 – t1 = 10 °C)

m³/h 150,900 176,600 200,700 226,400

Exhaust gas data4)

Volume flow (temperature turbocharger outlet) m3/h5) 178,000 207,500 237,150 266,800

Mass flow t/h 100.8 117.6 134.3 151.1

Temperature at turbine outlet °C 345

Heat content (190 °C) kW 4,660 5,450 6,210 6,990

Permissible exhaust gas back pressure after turbo-charger

mbar < 30

Table 2-24 Air and exhaust gas data – Engine V48/60B

Page 2 - 84 48/60B I-BB



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3) Under above mentioned reference conditions.4) Tolerances: Quantity ±5 %; temperature ±20 °C.5) Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.

Note!


I-BB 48/60B Page 2 - 85


2.8.5 Load specific values at tropical conditions – 48/60B

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Reference Conditions: Tropics



Air pressure bar 1


Engine output % 100 85 75 50

KW/cyl 1,150 977.5 862.5 575

Engine speed rpm 500/514


Cooling water (C.W.) cylinder kJ/kWh 380 380 405 535

Charge air cooler; cooling water HT2) 1,190 1,110 1,140 745

Charge air cooler; cooling water LT2) 420 440 475 465

Lube oil (L.O.) cooler + separator3) 465 470 490 690

Cooling water fuel nozzles 12


Air data

Temperature of charge air

after compressor

at charge air cooler outlet

°C

250

55

229

53

221

52

168

47

Air flow rate kg/kWh 7.10 7.53 8.15 8.53

Charge air pressure (absolute) bar 4.39 3.92 3.74 2.60

Table 2-25 Load specific values at tropical conditions – Engine 48/60B (1 of 2)

Page 2 - 86 48/60B I-BB



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Exhaust gas data4)

Mass flow kg/kWh 7.30 7.73 8.36 8.75

Temperature at turbine outlet °C 345 322 320 345

Heat content (190 °C) kJ/kWh 1,220 1,090 1,160 1,450

Permissible exhaust gas back pressure after turbo-charger

mbar < 30 -

Tolerances refer to 100 % load.

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L48/60B.3) Including separator heat (30 kJ/KWh).4) Tolerance: Quantity ±5 %, temperature ±20°C.Note!


Reference Conditions: Tropics

Table 2-25 Load specific values at tropical conditions – Engine 48/60B (2 of 2)

I-BB 48/60B Page 2 - 87


2.8.6 Load specific values at ISO conditions – 48/60B

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Reference Conditions: ISO



Air pressure bar 1


Engine output % 100 85 75 50

KW/cyl 1,150 977.5 862.5 575

Engine speed rpm 500/514


Cooling water (C.W.) cylinder kJ/kWh 340 340 360 480

Charge air cooler; cooling water HT2) 1030 935 955 560

Charge air cooler; cooling water LT2) 395 420 455 485

Lube oil (L.O.) cooler + separator3) 430 435 455 640

Cooling water fuel nozzles 12


Air data

Temperature of charge air

after compressor

at charge air cooler outlet

°C

224

39

204

36

197

35

146

31

Air flow rate kg/kWh 7.45 7.90 8.55 8.95

Charge air pressure (absolute) bar 4.46 3.99 3.80 2.64

Table 2-26 Load specific values at ISO conditions – Engine 48/60B (1 of 2)

Page 2 - 88 48/60B I-BB



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Note!


Exhaust gas data4)

Mass flow kg/kWh 7.65 8.09 8.75 9.15

Temperature at turbine outlet °C 313 294 292 316

Heat content (190 °C) kJ/kWh 1,030 900 950 1,230

Permissible exhaust gas back pressure after turbocharger mbar < 30 -

Tolerances refer to 100 % load.

1) Tolerance: +10 % for rating coolers, –15 % for heat recovery.2) The values of the particular cylinder numbers can differ depending on the charge air cooler specification. These figures are calculated for 6L48/60B.3) Including separator heat (30 kJ/KWh).4) Tolerance: Quantity ±5 %, temperature ±20°C.

Reference Conditions: ISO

Table 2-26 Load specific values at ISO conditions – Engine 48/60B (2 of 2)

I-BB 48/60B Page 2 - 89


2.8.7 Filling volumes and flow resistances

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2.8.7 Filling volumes and flow resistances

Note!


Water and oil volume of engine

No. of cylinders 6 7 8 9 12 14 16 18

Cooling water approx. litres 470 540 615 685 1,250 1,400 1,550 1,700

Lube oil 170 190 220 240 325 380 435 490

Table 2-27 Water and oil volume of engine

Service tanks Installa-tion

height 1)

1) Installation height refers to tank bottom and crankshaft centre line.

Minimum effective capacity

m m³

No. of cylinders - 6 7 8 9 12 14 16 18

Cooling water cylinder 6 ... 9 1.0 1.5

Cooling water fuel nozzles

5 ... 8 0.5 0.75

Lube oil

in double bottom 2) in double bottom 3)

2) Marine engines with attached lube oil pump.3) Marine engines with free-standing lube oil pump; capacity of the run-down lube oil tank included.

--

7.511.0

8.512.5

10.014.5

11.016.0

14.519.5

17.022.5

19.525.5

22.029.0

Run-down lubrication for engine 4)

4) Required for marine main engine with free-standing lube oil pump only.

min. 14 3.5 4.0 4.5 5.0 5.0. 5.5 6.0 7.0

Table 2-28 Service tanks capacity

Flow resistance bar

Charge air cooler (HT stage) 0.35 per cooler

Charge air cooler (LT stage) 0.40 per cooler

Cylinder (HT cooling water, independent from the cylinder number because of parallel circuit)

1.0

Fuel nozzles (Nozzle cooling water) 1.5

Table 2-29 Flow resistance

Page 2 - 90 48/60B I-BB


2.8.8 Operating/service temperatures and pressures

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Operating temperatures1

Note!


1 Valid for nominal output and nominal speed.

Air Air before compressor 5 °C, max. 45 °C1)

1) In accordance with power definition. A reduction in power is required at higher temperatures/lower pressures.

Charge Air Charge air before cylinder 45...58 °C2)

2) Aim for a higher value in conditions of high air humidity (to reduce condensate amount).

Coolant Engine coolant after engine 90 °C3), max. 95 °C

3) Regulated temperature.

Engine coolant preheated before start 60 °C

Coolant before charge air cooler LT stage 32 °C, load reduction at 38 °C1)

Coolant nozzle cooling 55...60 °C

Lubricating oil Lubricating oil before engine/before turbocharger 50...55 °C, alarm/stop at 60 °C

Lubricating oil preheated before start 40 °C

Fuel Fuel (MGO; ISO-F-DMA/DMZ) before engine max. 45 °C, a minimum injection viscosity before engine of 1.9 cSt

must not be undershoot

Fuel (MDO; ISO-F-DMB) before engine max. 60 °C, a minimum injection viscosity before engine of 1.9 cSt

must not be undershoot

Fuel (HFO; ISO-F-RM) before engine Depending on the type of oil, the correct temperature of max.

150 °C for an injection viscosity of 12 – 14 cst is to be reached4)

4) Dependent upon the fuel viscosity and injection viscosity ("Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35" ).

Preheating (HFO in day tank) 75 °C

Table 2-30 Operating temperatures

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Operating pressures1

1 Valid for nominal output and nominal speed.

Intake Air Air before turbocharger (negative pressure) max. –20 mbar

Starting air/Control air Starting air min. approx. 15, max. 30 bar

Pilot air 8, min. 5.5 bar

Cylinder Nominal ignition pressure, combustion chamber 195 bar

Safety valve (opening pressure) 230 + 7 bar

Crankcase Crankcase pressure max. 3 mbar

Crankcase pressure (with suction) Vacuum, max. –2.5 mbar

Safety valve (opening pressure) 50...70 mbar

Exhaust Exhaust gas back pressure after turbocharger (static) max. 30 mbar1)

1) At a total exhaust gas back pressure of the designed exhaust gas line of more than 30 mbar the available engine perform-ance needs to be recalculated.

Coolant HT cooling water before engine 3...4 bar

LT cooling water before engine 2...6 bar

Nozzle cooling water before engine 2...5 bar

Lubricating oil Lubrication oil – Prelubrication before engine 0.3...0.6 bar2)

2) Note! Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C

Lubricating oil before engine L= 4...5 barV= 5...5.5 bar

Lubricating oil before turbocharger 1.5...1.7 bar

Fuel Fuel before engine 4...8 bar

Fuel before engine in case of black out min. 0.6 bar

Differential pressure (engine feed/engine return) 1 bar

Fuel return, at engine outlet 2 bar

Maximum pressure fluctuation in front of engine ±0.5 bar

Fuel injection valve (Opening pressure) 350 + 10 bar

Fuel injection valve (Opening pressure for new springs) 370 bar

Note!Variations of the mandatory values can affect the operation of the engine negative and may cause rating reduction of the engine

Table 2-31 Operating pressures

Page 2 - 92 48/60B J-BC



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Note!

Operating pressure data without further speci-fication are given below/above atmosphericpressure.

Exhaust gas back pressure

An increased exhaust gas back pressure (static,> 30 mbar) raises the temperature level of the en-gine and will be considered when calculating a re-quired derating by adding 2.5 K to the ambient airtemperature for every 10 mbar of the increasedexhaust gas back pressure after turbine.

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Page 2 - 94 48/60B I-BB


2.7.17 Venting amount of crankcase and turbocharger

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As described under the "Section: Crankcase vent andtank vent" it is needed to ventilate the engine crank-case and the turbocharger. For layout of the venti-lation system following statement should serve asa guide:

Due to normal blow by of the piston ring packagesmall amounts of gases of the combustion cham-ber get into the crankcase and carry along oil dust.

• The amount of crankcase vent gases is approx.0.1 % of the engine´s air flow rate.

• The temperature of the crankcase vent gases isapprox. 5 K higher than the oil temperature atthe engine´s oil inlet.

• The density of crankcase vent gases is1.0 kg/m³ (assumption for calculation).

Sealing air of the turbocharger additionally needsto be vented.

• The amount of turbocharger sealing air is ap-prox. 0.2 % of the engine´s air flow rate.

• The temperature of turbocharger sealing air isapprox. 5 K higher than the oil temperature atthe engine´s oil inlet.

• The density of turbocharger sealing air is1.0 kg/m³ (assumption for calculation).

J-BB Page 2 - 95



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Page 2 - 96 J-BB


2.9.1 Maximum allowed emission value NOx IMO Tier II

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2.9 Exhaust gas emission


IMO Tier II: Engine in standard version1

1 Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from Ships, "Revised MARPOL Annex VI (Regulations for the Prevention of Air Pollution from Ships), Regulation 13.4 (Tier II)" as adopted by the International Maritime Organization (IMO).

Rated outputRated speed

kW/cyl.rpm

1,150500

1,150514

NOx1) 2) 3)

IMO Tier II cycle D2/E2/E3

1) Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO).2) Calculated as NO2.

D2: Test cycle for "constant-speed auxiliary engine application".E2: Test cycle for "constant-speed main propulsion application" including diesel-electric drive and all controllable-pitch pro-peller installations).E3: Test cycle for "propeller-law-operated main and propeller-law operated auxiliary engine” application.

3) Contingent to a charge air cooling water temperature of. max. 32 °C at 25 °C sea water temperature.

g/kWh 10.544)

4) Maximum allowed NOx emissions for marine diesel engines according to IMO Tier II:

130 n 2,000 44 * n–0.23 g/kWh (n = rated engine speed in rpm).

10.474)

Note!

The engine certification for compliance with the NOx limits will be carried out during Factory Acceptance Test (FAT) as a single or a group certification.

Table 2-32 Maximum allowable emission value NOx IMO Tier II

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Page 2 - 98 48/60B E-BB


2.8.2 Exhaust gas components of medium speed four-stroke diesel engines

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2.8.2 Exhaust gas components of medium speed four-stroke diesel enginesThe exhaust gas is composed of numerous con-stituents which are formed either from the com-bustion air, the fuel and lube oil used or see "Table2-41: Exhaust gas constituents (only for guidance)"which are chemical reaction products formed dur-ing the combustion process. Only some of theseare to be considered as harmful substances.

For the typical exhaust gas composition of a MANDiesel & Turbo four-stroke engine without any ex-haust gas treatment devices see "Table 2-41: Ex-haust gas constituents (only for guidance)".

Main exhaust gas constituents approx. [% by volume] approx. [g/kWh]

Nitrogen N2 74.0 – 76.0 5,020 – 5,160

Oxygen O2 11.6 – 13.2 900 – 1,030

Carbon dioxide CO2 5.2 – 5.8 560 – 620

Steam H2O 5.9 – 8.6 260 – 370

Inert gases Ar, Ne, He... 0.9 75

Total > 99.75 7,000

Additional gaseous exhaust gas constituents considered as pollut-ants

approx. [% by volume] approx. [g/kWh]

Sulphur oxides SOx1)

1) SOx according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5 % by weight.

0.07 10.0

Nitrogen oxides NOx2)

2) NOx according to ISO-8178 or US EPA method 7E, total NOx emission calculated as NO2.

0.07 – 0.15 8.0 – 16.0

Carbon monoxide CO3)

3) CO according to ISO-8178 or US EPA method 10.

0.006 – 0.011 0.4 – 0.8

Hydrocarbons HC4) 0.1 – 0.04 0.4 – 1.2

Total < 0.25 26

Additionally suspended exhaust gas constituents, PM5)

approx. [mg/Nm3] approx. [g/kWh]

operating on operating on

MGO6) HFO7) MGO6) HFO7)

Soot (elemental carbon)8) 50 50 0.3 0.3

Fuel ash 4 40 0.03 0.25

Lube oil ash 3 8 0.02 0.04

Note!

At rated power and without exhaust gas treatment.

Table 2-41 Exhaust gas constituents (only for guidance)

I-BB Page 2 - 99


2.8.2 Exhaust gas components of medium speed four-stroke diesel engines

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Carbon dioxide CO2

Carbon dioxide (CO2) is a product of combustionof all fossil fuels.

Among all internal combustion engines the dieselengine has the lowest specific CO2 emissionbased on the same fuel quality, due to its superiorefficiency.

Sulphur oxides SOx

Sulphur oxides (SOx) are formed by the combus-tion of the sulphur contained in the fuel.

Among all systems the diesel process results inthe lowest specific SOx emission based on thesame fuel quality, due to its superior efficiency.

Nitrogen oxides NOx (NO + NO2)

The high temperatures prevailing in the combus-tion chamber of an internal combustion enginecauses the chemical reaction of nitrogen (con-tained in the combustion air as well as in some fuelgrades) and oxygen (contained in the combustionair) to nitrogen oxides (NOx).

Carbon monoxide CO

Carbon monoxide (CO) is formed during incom-plete combustion.

In MAN Diesel & Turbo four-stroke diesel engines,optimisation of mixture formation and turbocharg-ing process successfully reduces the CO contentof the exhaust gas to a very lowlevel.

Hydrocarbons HC

The hydrocarbons (HC) contained in the exhaustgas are composed of a multitude of various organ-ic compounds as a result of incomplete combus-tion.

Due to the efficient combustion process, the HCcontent of exhaust gas of MAN Diesel & Turbofour-stroke diesel engines is at a very low level.

Particulate matter PM

Particulate matter (PM) consists of soot (elementalcarbon) and ash.

4) HC according to ISO-8178 or US EPA method 25 A.5) PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.6) Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01 % and an ash content of the lube oil of 1.5 %.7) Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1 % and an ash content of the lube oil of 4.0 %.8) Pure soot, without ash or any other particle-borne constituents.

Page 2 - 100 I-BB


2.10.1 Engine noise

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2.10 Noise

2.10.1 Engine noise

Engine L48/60B

Output 1,150 kW/cyl., speed = 500/514 rpm

Sound pressure level Lpmin: . . . . . . . . . . . . . .approx. 103 dB(A)

max: . . . . . . . . . . . . . .approx. 108 dB(A)

• Measuring points

A total of 19 measuring points at 1m distancefrom the engine surface distributed evenlyaround the engine according to ISO 6798. Thenoise at the exhaust outlet is not included.

• Octave level diagram

In the octave level diagram below the minimumand maximum octave levels of all measuringpoints have been linked by graphs. The datawill change, depending on the acoustical prop-erties of the environment.

Figure 2-24 Octave level diagram L48/60B – Sound pressure level Lp – Air borne noise

80

85

90

95

100

105

110

1/1 octave band frequency [Hz]

soun

d pr

essu

re le

vel L

p [d

B]

ref:

20 µ

Pa

minmax

min 84 93 96 98 99 99 98 96 91 90 103

max 98 103 104 105 104 103 103 102 97 98 108

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

K-BA 48/60B Page 2 - 101


2.10.1 Engine noise

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Engine V48/60B

Output 1,150 kW/cyl., speed = 500/514 rpm

Sound pressure level Lpmin: . . . . . . . . . . . . . .approx. 104 dB(A)

max: . . . . . . . . . . . . . .approx. 109 dB(A)

• Measuring points

A total of 19 measuring points at 1m distancefrom the engine surface distributed evenlyaround the engine according to ISO 6798. Thenoise at the exhaust outlet is not included.

• Octave level diagram

In the octave level diagram below the minimumand maximum octave levels of all measuringpoints have been linked by graphs. The datawill change, depending on the acoustical prop-erties of the environment.

Figure 2-25 Octave level diagram V48/60B – Sound pressure level Lp – Air borne noise

80

85

90

95

100

105

110


soun

d pr

essu

re le

vel L

p [d

B]

ref:

20 µ

Pa

minmax

min 90 92 93 94 95 95 95 94 91 89 104

max 101 102 104 105 105 104 103 103 100 98 109

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

Page 2 - 102 48/60B K-BA


2.10.2 Intake noise

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2.10.2 Intake noise

Engine L48/60B

Sound power level Lw: approx. 140 dB(A)

• Octave level diagramThe sound power level Lw of the unsilenced in-take noise in the intake pipe is approx.140 dB(A) at rated output. The octave level ofthe sound power is shown in the diagram be-low.

This data is required and valid only for ducted airintake systems. The data is not valid if the stand-ard air filter silencer is attached to the turbocharg-er.

Figure 2-26 Octave level diagram L48/60B – Sound power level Lw – Unsilenced intake noise

100

105

110

115

120

125

130

135

140

145


soun

d po

wer

leve

l Lw

[dB

]re

f: 10

exp

-12

W

Lw

Lw 115 120 117 112 108 108 113 134 135 132 140

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

K-BA 48/60B Page 2 - 103


2.10.2 Intake noise

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Engine V48/60B


• Octave level diagramThe sound power level Lw of the unsilenced in-take noise in the intake pipe is approx.140 dB(A) at rated output. The octave level ofthe sound power is shown in the diagram be-low.

This data is required and valid only for ducted airintake systems. The data is not valid if the stand-ard air filter silencer is attached to the turbocharg-er.

Figure 2-27 Octave level diagram V48/60B – Sound power level Lw – Unsilenced intake noise

100

105

110

115

120

125

130

135

140

145


soun

d po

wer

leve

l Lw

[dB

]re

f: 10

exp

-12

W

Lw

Lw 115 120 117 112 108 108 113 134 135 132 140

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

Page 2 - 104 48/60B K-BA


2.10.3 Exhaust gas noise

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Engine L48/60B


• Octave level diagramThe sound power level Lw of the unsilenced ex-haust noise in the exhaust pipe is approx.141 dB(A) at rated output. The octave level ofthe sound power is shown in the diagram be-low.

.

Figure 2-28 Octave level diagram L48/60B – Sound power level Lw – Unsilenced exhaust noise

125

130

135

140

145

150

155

160


soun

d po

wer

leve

l Lw

[dB

]re

f: 10

exp

-12

W

Lw

Lw 145 158 150 142 138 136 135 134 132 131 141

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

K-BA 48/60B Page 2 - 105



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Engine V48/60B


• Octave level diagramThe sound power level Lw of the unsilenced ex-haust noise in the exhaust pipe is approx.141 dB(A) at rated output. The octave level ofthe sound power is shown in the diagram be-low.

.

Figure 2-29 Octave level diagram V48/60B – Sound power level Lw – Unsilenced exhaust noise

125

130

135

140

145

150

155

160


soun

d po

wer

leve

l Lw

[dB

]re

f: 10

exp

-12

W

Lw

Lw 141 150 150 142 138 136 135 134 132 131 141

16 31,5 63 125 250 500 1000 2000 4000 8000 sum A

Page 2 - 106 48/60B K-BA


2.11.1 Torsional vibrations

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2.11 Vibration


Data required for torsional vibration calculation

MAN Diesel & Turbo calculates the torsional vibra-tions behaviour for each individual engine plant oftheir supply to determine the location and severityof resonance points. If necessary, appropriatemeasures will be taken to avoid excessive stressesdue to torsional vibration. These investigationscover the ideal normal operation of the engine (allcylinders are firing equally) as well as the simulatedemergency operation (misfiring of the cylinder ex-erting the greatest influence on vibrations, actingagainst compression). Besides the natural fre-quencies and the modes also the dynamic re-sponse will be calculated, normally underconsideration of the 1st to 24th harmonic of the gasand mass forces of the engine. Beyond that alsofurther exciting sources such as propeller, pumpsetc. can be considered if the respective manufac-turer is able to make the corresponding data avail-able to MAN Diesel & Turbo.

If necessary, a torsional vibration calculation will beworked out which can be submitted for approvalto a classification society or a legal authority.

To carry out the torsional vibration calculation fol-lowing particulars and/or documents are required.

General

• Type of (GenSet, diesel-mechanic, diesel-elec-tric)

• Arrangement of the whole system including allengine-driven equipment

• Definition of the operating modes

• Maximum power consumption of the individualworking machines

Engine

• Rated output, rated speed

• Kind of engine load (fixed-pitch propeller, con-trollable-pitch propeller, combinator curve, op-eration with reduced speed at excessive load)

• Operational speed range

• Kind of mounting of the engine (can influencethe determination of the flexible coupling)

Flexible coupling

• Make, size and type

• Rated torque (Nm)

• Possible application factor

• Maximum speed (rpm)

• Permissible maximum torque for passingthrough resonance (Nm)

• Permissible shock torque for short-term loads(Nm)

• Permanently permissible alternating torque(Nm) including influencing factors (frequency,temperature, mean torque)

• Permanently permissible power loss (W) includ-ing influencing factors (frequency, temperature)

• Dynamic torsional stiffness (Nm/rad) includinginfluencing factors (load, frequency, tempera-ture), if applicable

• Relative damping () including influencing fac-tors (load, frequency, temperature), if applicable

• Moment of inertia (kgm²) for all parts of the cou-pling

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• Dynamic stiffness in radial, axial and angular di-rection

• Permissible relative motions in radial, axial andangular direction, permanent and maximum

• Maximum permissible torque which can betransferred through a get-you-home-de-vice/torque limiter if foreseen

Clutch coupling

• Make, size and type

• Rated torque (Nm)

• Permissible maximum torque (Nm)

• Permanently permissible alternating torque(Nm) including influencing factors (frequency,temperature, mean torque)

• Dynamic torsional stiffness (Nm/rad)

• Damping factor

• Moments of inertia for the operation conditions,clutched and declutched

• Course of torque versus time during clutchingin

• Permissible slip time (s)

• Slip torque (Nm)

• Maximum permissible engagement speed(rpm)

Gearbox

• Make and type

• Torsional multi mass system including the mo-ments of inertia and the torsional stiffness, pref-erably related to the individual speed; in case ofrelated figures, specification of the relationspeed is needed

• Gear ratios (number of teeth, speeds)

• Possible operating conditions (different gear ra-tios, clutch couplings)

• Permissible alternating torques in the gearmeshes

Shaft line

• Drawing including all information about lengthand diameter of the shaft sections as well asthe material

• Alternatively torsional stiffness (Nm/rad)

Propeller

• Kind of propeller (fixed-pitch or controllable-pitch propeller

• Moment of inertia in air (kgm²)

• Moment of inertia in water (kgm²); for controlla-ble-pitch propellers also in dependence onpitch; for twin-engine plants separately for sin-gle- and twin-engine operation

• Relation between load and pitch

• Number of blades

• Diameter (mm)

• Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quency

Pump

• Kind of pump (e. g. dredging pump)

• Drawing of the pump shaft with all lengths anddiameters

• Alternatively, torsional stiffness (Nm/rad)

• Moment of inertia in air (kgm²)

• Moment of inertia in operation (kgm²) underconsideration of the conveyed medium

• Number of blades

• Possible torsional excitation in % of the ratedtorque for the 1st and the 2nd blade-pass fre-quency

• Power consumption curve

Page 2 - 108 J-AI



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Alternator for diesel-electric plants

• Drawing of the alternator shaft with all lengthsand diameters


• Moment of inertia of the parts mounted to theshaft (kgm²)

• Electrical output (kVA) including power factorcos and efficiency

• Or mechanical output (kW)

• Complex synchronizing coefficients for idlingand full load in dependence on frequency, ref-erence torque

• Island or parallel mode

• Load profile (e. g. load steps)

• Frequency fluctuation of the net

Alternator for diesel-mechanical parts (e. g. PTO/PTH)

• Drawing of the alternator shaft with all lengthsand diameters

• Torsional stiffness, if available

• Moments of inertia of the parts mounted to theshaft (kgm²)

• Electrical output (kVA) including power factorcos and efficiency

• Or mechanical output (kW)

• Complex synchronizing coefficients for idlingand full load in dependence on frequency, in-cluding the reference torque

Secondary power take-off

• Kind of working machine

• Kind of drive

• Operational mode, operation speed range

• Power consumption

• Drawing of the shafts with all lengths and diam-eters


• Moments of inertia (kgm²)

• Possible torsional excitation in size and fre-quency in dependence on load and speed

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Page 2 - 110 J-AI


2.12 Requirements for power drive connection (static)

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Limit values for alignment to be coupled after the engine

Evaluation of permissible theoretical bearing loads

Figure 2-30 Case A: Overhung arrangement Figure 2-31 Case B: Rigid coupling

Mmax = F * a = F3 * x3 + F4 * x4 F1 = (F3 * x2 + F5 * x1)/l

F1 Theoretical bearing force at the external engine bearing

F2 Theoretical bearing force at the alternator bearing

F3 Flywheel weight

F4 Coupling weight acting on the engine, including reset forces

F5 Rotor weight of the alternator

a Distance between end of coupling flange and centre of outer crankshaft bearing

l Distance between centre of outer crankshaft bearing and alternator bearing

Engine Distance a Case A Case B

Mmax = F * a F1 max

mm kNm kN

L48/60B, L48/60CR 530 801)

1) Inclusive of couples resulting from restoring forces of the coupling.

140

V48/60B, V48/60CR 560 105 180

Table 2-34 Example calculation case A and B

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Distance between engine seating surface andcrankshaft centre line:

• L48/60B, L48/60CR: 700 mm

• V48/60B, V48/60CR: 830 mm

Note!

Changes may be necessary as a result of thetorsional vibration calculation or special serv-ice conditions.

General note

Masses which are connected downstream of theengine in the case of an overhung or rigidly cou-pled, arrangement result in additional crankshaftbending stress, which is mirrored in a measuredweb deflection during engine installation.

Provided the limit values for the masses to be cou-pled downstream of the engine (permissible valuesfor Mmax and F1max) are complied with, the permit-ted web deflections will not be exceeded duringassembly.

Sufficient distance until obtaining the max. permis-sible web deflection value at which the max. per-missible crankshaft bending stress is reached, i. e.new alignment of the engine has to be carried out,is ensured.

Page 2 - 112 48/60B, 48/60CR E-BB


2.13.1 Moments of inertia – Engine, damper, flywheel

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2.13 Requirements for power drive connection (dynamic)


Propeller operation (CPP)

For flywheels dimensions see "Section 2.14: Power transmission, page 2-123".

Marine main engines

Engine Needed minimum

total moment of

inertia1)

1) Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.

Plant

Engine Maximum continu-

ous rating

Moment of inertia

engine + damper

Moment of inertia

flywheel

Mass of flywheel

Required mini-mum addi-

tional moment of inertia after

flywheel2)

2) Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.

[kW] [kgm2] [kgm2] [kg] [kgm2] [kgm2]

n = 500 rpm

6L48/60B 6,900 2,633 3,027 5,060 3,290 -

7L48/60B 8,050 3,412 3,840

8L48/60B 9,200 3,737 1,171 2,169 4,390

9L48/60B 10,350 3,565 3,027 5,060 4,940

12V48/60B 13,800 4,624 2,935 4,308 6,580 -

14V48/60B 16,100 5,196 7,670

16V48/60B 18,400 5,768 8,770 67

18V48/60B 20,700 6,340 9,860 585

Table 2-35 Moments of inertia for marine main engine 48/60B – Engine, damper, flywheel

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Constant speed

For flywheels dimensions see "Section 2.14: Power transmission, page 2-123".

Marine main engine

Engine Needed minimum

total moment of iner-

tia1)

1) Needed minimum moment of inertia of engine, flywheel and arrangement after flywheel in total.

Plant

Engine Maximum continu-

ous rating

Moment of inertia

engine + damper

Moment of

inertia

fly-wheel

Mass of fly-

wheel

Cyclic irregular-

ity

Required minimum

addi-tional

moment of inertia after fly-wheel2)

2) Required additional moment of inertia after flywheel to achieve the needed minimum total moment of inertia.

[kW] [kgm2] [kgm2] [kg] - [kgm2] [kgm2]

n = 500 rpm

6L48/60B 6,900 2,633 3,027 5,060 580 10,600 4,940

7L48/60B 8,050 3,412 320 12,300 5,861

8L48/60B 9,200 3,737 1,171 2,169 540 14,100 9,192

9L48/60B 10,350 3,565 3,027 5,060 760 15,800 9,208

12V48/60B 13,800 4,624 2,935 4,308 1,500 21,100 13,541

14V48/60B 16,100 5,196 4,100 24,600 16,469

16V48/60B 18,400 5,768 3,200 28,100 19,397

18V48/60B 20,700 6,340 2,000 31,600 22,325

n = 514 rpm

6L48/60B 6,900 2,633 3,027 5,060 610 10,000 4,340

7L48/60B 8,050 3,412 320 11,700 5,261

8L48/60B 9,200 3,737 1,171 2,169 550 13,300 8,392

9L48/60B 10,350 3,565 3,027 5,060 760 15,000 8,408

12V48/60B 13,800 4,624 2,935 4,308 1,600 20,000 12,441

14V48/60B 16,100 5,196 4,000 23,300 15,169

16V48/60B 18,400 5,768 3,200 26,600 17,897

18V48/60B 20,700 6,340 2,000 29,900 20,625

Table 2-36 Moments of inertia for diesel-electric plants – Engine, damper, flywheel

Page 2 - 114 48/60B K-BB


2.13.2 Balancing of masses – Firing order

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Engine L48/60B

Rotating crank balance...........................................100 %

Engine speed . . . . . . . . . . . . . . . 500/514 rpm

Static reduced rotating mass per crank including counterweights androtating portion of connecting rod . . . . +1.3 kg(for a crank radius r = 300 mm)

Oscillating mass per cylinder . . . . . . . . . 679 kg

Connecting rod ratio . . . . . . . . . . . . . . . . 0.219

Distance between cylinder centerlines . . . . . . . . . . . . . . . . . . . . . . 820 mm

For engines of type L48/60B the external mass forces are equal to zero.

Mrot is eliminated by means of balancing weights on resiliently mounted engines.

Engine Firing order

Residual external couples

Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)

Engine speed (rpm) 500

6L48/60B A 0 0 0

7L48/60B C 93.4

8L48/60B B 0

9L48/60B B 57.9 158.2


6L48/60B A 0 0 0

7L48/60B C 98.7

8L48/60B B 0

9L48/60B B 61.2 167.1

Table 2-37 Residual external couples – Engine L48/60B

K-BA 48/60B Page 2 - 115



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Firing order: Counted from coupling side

No. ofcylinders

Firing order

Clockwise rotation Counter clockwise rotation

6L A 1-3-5-6-4-2 1-2-4-6-5-3

7L C1)

1) Irregular firing order.

1-2-4-6-7-5-3 1-3-5-7-6-4-2

8L B 1-4-7-6-8-5-2-3 1-3-2-5-8-6-7-4

9L B 1-6-3-2-8-7-4-9-5 1-5-9-4-7-8-2-3-6

Table 2-38 Firing order L48/60B

Page 2 - 116 48/60B K-BA



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Engine V48/60B

Rotating crank balance.............................................99 %

Engine speed . . . . . . . . . . . . . . . 500/514 rpm

Static reduced rotating mass per crank including counterweights and rotating portion of connecting rod . . . . . +15 kg(referred to crank radius r = 300 mm)

Oscillating mass per cylinder . . . . . . . . . 679 kg

Connecting rod ratio . . . . . . . . . . . . . . . . 0.219

Distance between cylinder centerlines . . . . . . . . . . . . . . . . . . . . 1,000 mm

Vee angle . . . . . . . . . . . . . . . . . . . . . . . . . .50°

For engines of type V48/60B the external mass forces are equal to zero.

Mrot is eliminated by means of balancing weights on resiliently mounted engines.

Engine Firing order

Residual external couples

Mrot (kNm) Mosc 1st order (kNm) Mosc 2nd order (kNm)


vertical horizontal vertical horizontal

12V48/60B A 0 0 0

14V48/60B C 132.8 73.8

16V48/60B B 0

18V48/60B A 2.4 177.7 38.6 78.0 43.4


12V48/60B A 0 0

14V48/60B C 140.3 78.5

16V48/60B B 0

18V48/60B A 2.5 187.8 40.8 82.5 45.8

Table 2-39 Residual external couples – Engine V48/60B

K-BA 48/60B Page 2 - 117



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Firing order: Counted from coupling side

No. of cyl-inders

Firing order

Clockwise rotation Counter clockwise rotation

12V A A1-B1-A3-B3-A5-B5-A6-B6-A4-B4-A2-B2

A1-B2-A2-B4-A4-B6-A6-B5-A5-B3-A3-B1

14V C1)

1) Irregular firing order.

A1-B1-A2-B2-A4-B4-A6-B6-A7-B7-A5-B5-A3-B3

A1-B3-A3-B5-A5-B7-A7-B6-A6-B4-A4-B2-A2-B1

16V B A1-B1-A4-B4-A7-B7-A6-B6-A8-B8-A5-B5-A2-B2-A3-B3

A1-B3-A3-B2-A2-B5-A5-B8-A8-B6-A6-B7-A7-B4-A4-B1

18V A A1-B1-A3-B3-A5-B5-A7-B7-A9-B9-A8-B8-A6-B6-A4-B4-A2-B2

A1-B2-A2-B4-A4-B6-A6-B8-A8-B9-A9-B7-A7-B5-A5-B3-A3-B1

Table 2-40 Firing order V48/60B

Page 2 - 118 48/60B K-BA


2.12.3 Static torque fluctuation

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General

The static torque fluctuation is the summation-taking into account the correct phase-angles ofthe torques acting at all cranks around the crank-shaft axis. These torques are created by the gasand mass forces acting at the crankpins, with thecrank radius being used as the lever see "Para-graph: Static torque fluctuation and exciting frquencies" inthis section. An absolutely rigid crankshaft is as-sumed. The values Tmax and Tmin listed in the ta-bles represent a measure for the reaction forcesoccurring at the foundation of the engine see "Fig-ure 2-37: Static torque fluctuation". The static valueslisted in the table below in each individual case adynamic magnification which is dependent uponthe characteristics of the foundation (design andmaterial thicknesses in way of the foundation, typeof chocking).

The reaction forces generated by the torque fluc-tuation are the most important excitations trans-mitted into the foundation in the case of a rigidly orsemi-resiliently mounted engine. Their frequency isdependent upon speed and cylinder number, andis also listed in the table of the examples.

In order to avoid local vibration excitations in thevessel, it must be ensured that the natural fre-quencies of important part structures (e. g. panels,bulkheads, tank walls and decks, equipment andits foundation, pipe systems) have a sufficientsafety margin (if possible ±30 %) in relation to thismain excitation frequency.

Figure 2-37 Static torque fluctuation

z Number of cylinders

L Distance between foundation bolts

max minD

T TF L z

2

J-BA Page 2 - 121



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Page 2 - 122 J-BA



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Static torque fluctuation and exciting frequencies

Engine L48/60B

Example to declare abbreviations

Figure 2-33 Static torque fluctuation – Engine L48/60B

Engine Output Speed Tn Tmax Tmin Exciting frequency of the main har-monic components

Order Frequency ±T

kW rpm kNm kNm kNm rpm Hz kNm

6L48/60B 6,900 500 137.5 302.1 -13.9 3.0

6.0

25.0

50.0

130.9

67.9

7L48/60B 8,050 160.4 459.6 -88.6 3.5

7.0

29.2

58.3

277.7

40.5

8L48/60B 9,200 183.3 436.4 -32.2 4.0

8.0

33.3

66.7

238.3

20.6

9L48/60B 10,350 206.3 440.9 1.3 4.5

9.0

37.5

75.0

225.1

8.4

6L48/60B 6,900 514 133.8 282.0 -6.5 3.0

6.0

25.7

51.4

115.5

68.8

7L48/60B 8,050 156.1 445.1 -87.3 3.5

7.0

30.0

60.0

272.4

42.3

8L48/60B 9,200 178.4 421.0 -31.9 4.0

8.0

34.3

68.5

233.4

23.0

9L48/60B 10,350 200.6 431.0 -0.9 4.5

9.0

38.5

77.1

228.8

10.5

Table 2-41 Static torque fluctuation and exciting frequencies – Engine L48/60B

K-BB 48/60B Page 2 - 121



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Engine V48/60B

Example to declare abbreviations

Figure 2-34 Static torque fluctuation – Engine V48/60B

Engine Output Speed Tn Tmax Tmin Exciting frequency of the main har-monic components

Order Frequency ±T

kW rpm kNm kNm kNm rpm Hz kNm

12V48/60B 13,800 500 275.0 448.6 128.6 3.0

6.0

25.0

50.0

67.8

117.6

14V48/60B 16,100 320.9 431.5 206.6 3.5

7.0

29.2

58.3

24.2

80.7

16V48/60B 18,400 366.7 474.1 241.7 4.0

8.0

33.3

66.7

82.8

38.7

18V48/60B 20,700 412.5 553.8 230.8 4.5

9.0

37.5

75.0

172.3

11.8

12V48/60B 13,800 514 267.5 431.9 128.8 3.0

6.0

25.7

51.4

59.8

119.2

14V48/60B 16,100 312.1 424.3 196.6 3.5

7.0

30.0

60.0

23.8

84.3

16V48/60B 18,400 356.7 466.3 230.7 4.0

8.0

34.3

68.5

81.1

43.3

18V48/60B 20,700 401.3 543.2 219.5 4.5

9.0

38.5

77.1

170.5

14.8

Table 2-42 Static torque fluctuation and exciting frequencies – Engine V48/60B

Page 2 - 122 48/60B K-BB


2.14.1 Flywheel arrangement

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2.14 Power transmission


Flywheel with flexible coupling

Figure 2-35 Flywheel with flexible coupling

Legend

Engine A1)

1) Without torsional limit device.

A2)

2) With torsional limit device.For mass of flywheel see "Section 2.13.1: Moments of inertia – Engine, damper, flywheel, page 2-113"

E1) E2) Fmin Fmax No. of through

bolts

No. of fit-ted bolts

mm

6L48/60B

Dimensions will result from clarification of technical details of propulsion drive

9 37L48/60B

8L48/60B

9L48/60B

Note!

Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed.

J-BB 48/60B Page 2 - 123



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Figure 2-36 Flywheel with flexible coupling

Legend

Engine A1)

1) Without torsional limit device.

A2)

2) With torsional limit device.For mass of flywheel "Section 2.13.1: Moments of inertia – Engine, damper, flywheel, page 2-113"

E1) E2) Fmin Fmax No. of through

bolts

No. of fit-ted bolts

mm

12V48/60B Dimensions will result from clarification of technical details of propulsion drive

12 2

14V48/60B

16V48/60B

18V48/60B 14

Note!

Use for project purposes only. Final dimensions of flywheel and flexible coupling will result from clarification of technical details of drive and from the result of the torsional vibration calculation. Flywheel diameter must not be changed.

Page 2 - 124 48/60B J-BB



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Flywheel arrangement coupling and gearbox

Figure 2-37 Example for an arrangement of flywheel, coupling and gearbox

J-BB 48/60B Page 2 - 125



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Flywheel arrangement coupling and alternator

Figure 2-38 Example for an arrangement of flywheel, coupling and alternator

Page 2 - 126 48/60B J-BB


2.15 Arrangement of attached pumps

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Figure 2-39 Attached pumps L48/60B, L48/60CR, L51/60G, 51/60DF

K-BA 48/60B, 48/60CR, 51/60DF, 51/60G Page 2 - 127



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Figure 2-40 Attached pumps V48/60B, V48/60CR, V51/60G, 51/60DF

Note!

The final arrangement of the lube oil and cool-ing water pumps will be made due to the in-quiry or order.

Page 2 - 128 48/60B, 48/60CR, 51/60DF, 51/60G K-BA


2.15.1 General requirements for engine foundation

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2.15 Foundation


Plate thicknesses

The stated material dimensions are recommenda-tions, thicknesses smaller than these should notbe allowed.

Top plates

Before or after having been welded in place, thebearing surfaces should be machined and freedfrom rolling scale. Surface finish corresponding toRa 3.2 peak-to-valley roughness in the area of thechocks.The thickness given is the finished size after ma-chining.

Downward inclination outwards, not exceeding0.7 %.

Prior to fitting the chocks, clean the bearing sur-faces from dirt and rust that may have formed: Af-ter the drilling of the foundation bolt holes,spotface the lower contact face normal to the bolthole.

Foundation girders

The distance of the inner girders must be ob-served. We recommend that the distance of theouter girders (only required for larger types) also beobserved.

The girders must be aligned exactly above and un-derneath the tank top.

Floor plates

No manholes are permitted in the floor plates inthe area of the box-shaped foundation. Welding isto be carried out through the manholes in the out-er girders.

Top plate supporting

Provide support in the area of the frames from thenearest girder below.

D-AD 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 129



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Page 2 - 130 32/40, 32/44CR, 35/44DF, 48/60B, 48/60CR, 51/60DF, 58/64 D-AD


2.16.2 Rigid seating

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2.fm


Engine L48/60B

Recommended configuration of foundation

Figure 2-41 Recommended configuration of foundation L48/60B

K-BA 48/60B Page 2 - 131



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Figure 2-42 Recommended configuration of foundation L48/60B - number of bolts

Page 2 - 132 48/60B K-BA



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Arrangement of foundation bolt holes

Figure 2-43 Arrangement of foundation bolt holes L48/60B

Two fitted bolts have to be provided either on star-board side or portside depending on the engine´srotation direction:

• for clockwise rotating engines on port side

• for counter clockwise rotating engines on star-board side

In any case they have to be positioned on the cou-pling side

Number and position of the stoppers have to beprovided according to the figure above.

K-BA 48/60B Page 2 - 133



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Engine 12V, 14V, 16V48/60B


Figure 2-44 Recommended configuration of foundation 12V, 14V, 16V48/60B

Page 2 - 134 48/60B K-BA



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Engine 18V48/60B

Figure 2-45 Recommended configuration of foundation 18V48/60B

K-BA 48/60B Page 2 - 135



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Engine V48/60B

Recommended configuration of foundation - number of bolts

Figure 2-46 Recommended configuration of foundation V48/60B - number of bolts

Page 2 - 136 48/60B K-BA



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0MD

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Arrangement of foundation bolt holes

Figure 2-47 Arrangement of foundation bolt holes V48/60B

Two fitted bolts have to be provided either on star-board side or portside depending on the engine´srotation direction:

• for clockwise rotating engines on port side

• for counter clockwise rotating engines on start-board side

In any case they have to be positioned on the cou-pling side

Number and position of the stoppers have to beprovided according to the figure above.

K-BA 48/60B Page 2 - 137



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Page 2 - 138 48/60B K-BA


2.16.3 Chocking with synthetic resin

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Engine 48/60B

Most classification societies permit the use of thefollowing synthetic resins for chocking Diesel en-gines:

• Chockfast Orange (Philadelphia Resins Corp. U.S.A)

• Epocast 36 (H.A. Springer, Kiel)

MAN Diesel & Turbo accepts engines beingchocked with synthetic resin provided

• processing is done by authorised agents of the above companies

• the classification society responsible has ap-proved the synthetic resin to be used for a unitpressure (engine weight + foundation boltpreloading) of 450 N/cm2 and a chock temper-ature of at least 80 °C.

The loaded area of the chocks must be dimen-sioned in a way, that the pressure effected by theengines dead weight does not exceed 70 N/cm2

(requirement of some classification societies).

The pre-tensioning force of the foundation boltswas chosen so that the permissible total surfacearea load of 450 N/cm2 is not exceeded. This willensure that the horizontal thrust resulting from themass forces is safely transmitted by the chocks.

The shipyard is responsible for the execution andmust also grant the warranty.

Tightening of the foundation bolts only permissiblewith hydraulic tensioning device. The point of ap-plication of force is the end of the thread with alength of 173 mm. Nuts definitely must not betightened with hook spanner and hammer, evenfor later inspections.

L-BA 48/60B Page 2 - 139



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Tightening of foundation bolts

Figure 2-48 Hydraulic tension device

The tensioning tool with tensioning nut and pres-sure sleeve are included in the standard scope ofsupply of tools for the engine

Hydraulic tension device L48/60B V48/60B

Tool number -

-

009.062

055.125

009.010

021.089

Piston area cm² 130.18 72.72

Maximum pump pressure bar 1,200 1,200

Table 2-43 Hydraulic tension tool 48/60B

Pretensioning force L48/60B V48/60B

Pre-tensioning forcer kN 540 420

Pump pressure required bar 500 700

Setting allowance % 20 20

Calculated screw elongation mm 0.63 0.69

Utilisation of yield point % 60 63.5

Table 2-44 Pre-tension force 48/60B

Page 2 - 140 48/60B L-BA



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Figure 2-49 Chocking with synthetic resin L48/60B

L-BA 48/60B Page 2 - 141



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Figure 2-50 Chocking with synthetic resin 12V, 14V, 16V48/60B

Page 2 - 142 48/60B L-BA



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0MD

2.fm

Figure 2-51 Chocking with synthetic resin 18V48/60B

L-BA 48/60B Page 2 - 143



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2.fm

Page 2 - 144 48/60B L-BA


2.15.4 Resilient seating

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0MD

ES

2.fm


General

The engines cause dynamic effects on the founda-tion. These effects are attributed to the pulsatingreaction forces due to the irregular torque, addi-tionally in engines with certain cylinder numbersthese effects are increased by unbalanced forcesand couples brought about by rotating or recipro-cating masses which – considering their vectorsum – do not equate to zero.

The direct resilient support makes it possible to keepthe foundation practically free from the dynamicforces, which are generated by every reciprocatingengine and may have harmful effects on the envi-ronment of the engines under adverse conditions.

Therefore MAN Diesel & Turbo offers two differentversions of the resilient mounting to increase thecomfort.

The inclined resilient mounting was developed espe-cially for ships with high comfort demands, e.g.passenger ferries and cruise vessels. This mount-ing system is characterised by natural frequenciesof the resiliently supported engine being lowerthan approx. 18 Hz, so that they are well belowthose of the pulsating disturbing variables.

For lower demands of comfort, as e.g. for mer-chant ships, the conical mounting system was creat-ed. Because of the stiffer design of the elementsthe natural frequencies of the system are clearlyhigher than in case of the inclined resilient mount-ing. The structure-borne-sound isolation is thusdecreased. It is, however still considerably betterthan in case of a rigid engine support.

The appropriate design of the resilient support willbe selected in accordance with the demands ofthe customer, i.e. it will be adjusted to the specialrequirements of each plant.

In both versions the supporting elements will beconnected directly to the engine feet by specialbrackets.

The number, rubber hardness and distribution ofthe supporting elements depends on:

• The weight of the engine

• The centre of gravity of the engine

• The desired natural frequencies

Where resilient mounting is applied, the followinghas to be taken into consideration when designinga propulsion plant:

1. Resilient mountings always feature several res-onances resulting from the natural mounting frequencies. In spite of the endeavour to keep resonances as far as possible from nominal speed the lower bound of the speed range free from resonances will rarely be lower than 70 % of nominal speed for mountings using inclined mounts and not lower than 85 % for mountings using conical mounts. It must be pointed out that these percentages are only guide values. The speed interval being free from resonances may be larger or smaller. These restrictions in speed will mostly require the deployment of a controllable pitch propeller.

2. Between the resiliently mounted engine and the rigidly mounted gearbox or alternator, a flexible coupling with minimum axial and radial elastic forces and large axial and radial displacement capacities must be provided.

3. The pipes to and from the engine must be of highly flexible type.

4. For the inclined resilient support, provision for stopper elements has to be made because of the sea-state-related movement of the vessel. In the case of conical mounting, these stoppers are integrated in the element.

A-BB 48/60B, 48/60CR, 51/60DF, 58/64 Page 2 - 145



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5. In order to achieve a good structure-borne-sound isolation, the lower brackets used to connect the supporting elements with the ship's foundation are to be fitted at sufficiently rigid points of the foundation. Influences of the foundation's stiffness on the natural frequen-cies of the resilient support will not be consid-ered.

6. The yard must specify with which inclination re-lated to the plane keel the engine will be in-stalled in the ship. When calculating the resilient mounting system, it has to be checked whether the desired inclination can be realised without special measures. Additional measures always result in additional costs.

Page 2 - 146 48/60B, 48/60CR, 51/60DF, 58/64 A-BB


2.15.5 Recommended configuration of foundation

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AS

df2.

fm


Engine mounting using inclined sandwich elements

Figure 2-55 Recommended configuration of foundation in-line engine – Resilient seating

hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 147



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AS

df2.

fm


Page 2 - 148 48/60B, 48/60CR, 51/60DF hJ_^



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AS

df2.

fm

12V, 14V and 16V Engine

Figure 2-57 Recommended configuration of foundation 12V, 14V and 16V engine – Resilient seating

hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 149



0218

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0MD

AS

df2.

fm

18 V Engine

Figure 2-58 Recommended configuration of foundation 18 V engine – Resilient seating

Page 2 - 150 48/60B, 48/60CR, 51/60DF hJ_^



0218

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0MD

AS

df2.

fm

Figure 2-59 Recommended configuration of foundation vee-engine – Resilient seating

hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 151



0218

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0MD

AS

df2.

fm

Engine mounting using conical mounts


Page 2 - 152 48/60B, 48/60CR, 51/60DF hJ_^



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0MD

AS

df2.

fm


hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 153



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0MD

AS

df2.

fm


Page 2 - 154 48/60B, 48/60CR, 51/60DF hJ_^



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AS

df2.

fm


hJ_^ 48/60B, 48/60CR, 51/60DF Page 2 - 155



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AS

df2.

fm

Page 2 - 156 48/60B, 48/60CR, 51/60DF hJ_^


2.15.6 Engine alignment

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0AA

2.fm


The alignment of the engine to the attached powertrain is crucial for troublefree operation.

Dependent on the plant installation influencing fac-tors on the alignment might be:

• Thermal expansion of the foundations

• Thermal expansion of the engine, alternator orthe gearbox

• Thermal expansion of the rubber elements inthe case of resilient mounting

• The settling behaviour of the resilient mounting

• Shaft misalignment under pressure

• Necessary axial pre-tensioning of the flex-cou-pling

Therefore take care that a special alignment calcu-lation, resulting in alignment tolerance limits will becarried out.

Follow the relevant working instructions of thisspecific engine type. Alignment tolerance limitsmust not be exceeded.

F-BA Page 2 - 157



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Page 2 - 158 F-BA

Kap

itelti

tel 3

M2.

fm

======

3 Engine automation

Page 3 - 1

Kap

itelti

tel 3

M2.

fm

Page 3 - 2

Engine automation

3.1.1 SaCoSone system overview

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0MD

2.fm

3.1 Engine automation


Figure 3-1 SaCoSone system overview

The monitoring and safety system SaCoSoneserves for complete engine operation, alarmingand control. All sensors and operating devices arewired to the engine-attached units. The wire con-nection of the ship/plant is done by means of anInterface Cabinet.

During engine installation, only the bus connec-tions and the power supply and safety related ca-bles between the Control Unit and theInterface/Auxiliary Cabinet are to be laid, as well asconnections to external modules and parts onship/plant.

Legend

1 Control Unit

2 System Bus

3 Local Operating Panel

4 Interface Cabinet

5 Auxiliary Cabinet

6 Remote Operating Panel (Optional)

hJ_^ 48/60B Page 3 - 3

Engine automation


0301

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2.fm

The SaCoSone design is based on high reliable andapproved components as well as modules spe-cially designed for installation on medium speedengines . The used components are harmonisedto a homogenously system.

The system has already been tested and parame-terised in the factory.

Control Unit

The Control Unit is attached to the engine cush-ioned against any vibration. It includes two identi-cal, highly integrated Control Modules: one forsafety functions and the other one for engine con-trol and alarming.

The modules work independently of each otherand collect engine measuring data by means ofseparate sensors.

Figure 3-2 Control Unit

Local Operating Panel

The engine is equipped with a Local OperatingPanel (LOP) cushioned against any vibration. Thispanel is equipped with one or two TFT displays forvisualisation of all engine's operating and measur-ing data. At the LOP, the engine can be fully oper-ated. Additional hardwired switches are availablefor relevant functions.

Propulsion engines are equipped with a backupdisplay as shown on top of the local panel.

Figure 3-3 Local Operating Panel

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Interface Cabinet

The Interface Cabinet is the interface between theengine electronics and the plant control. It is thecentral connecting point for electric power supplyto the engine from the plant/vessels power distri-bution.

Besides, it connects the engine control systemwith the power management system and otherperiphery parts.

The supply of the SaCoSone subsystems is doneby the Interface Cabinet.

Figure 3-4 Interface Cabinet

Auxilary Cabinet

The Auxilary Cabinet contains the speed governorand the starter for the engine-attached cylinderlube oil pump, the valve seat lube oil pump and thetemperature control valves.

Figure 3-5 Auxilary Cabinet

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System Bus

The SaCoSone system bus connects all systemmodules. This redundant field bus system pro-vides the basis of data exchange between themodules and allows the takeover of redundantmeasuring values from other modules in case of asensor failure.

SaCoSone is connected to the plant by the Gate-way Module. This module is equipped with decen-tral input and output channels as well as withdifferent interfaces for connection to the plant/shipautomation, the Remote Operating Panel and theonline service.

Figure 3-6 SaCoSone System Bus

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Remote Operating Panel (optional)

The Remote Operating Panel (ROP) serves for en-gine operation from a control room. The ROP hasthe same functionality as the Local Operating Pan-el.

From this operating device it is possible to transferthe engine operation functions to a superior auto-matic system (propulsion control system, powermanagement).

In plants with integrated automation systems, thispanel can be replaced by IAS.

The panel can be delivered as loose supply for in-stallation in the control room desk or integrated inthe front door of the Interface Cabinet.

Figure 3-7 Remote Operating Panel (optional)

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Page 3 - 8 48/60B hJ_^

Engine automation

3.2 Power supply and distribution

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The plant has to provide electric power for the au-tomation and monitoring system. In general an un-interrupted 24 V DC power supply is required forSaCoSone.

For marine main engines, an uninterrupted powersupply (UPS) is required which must be providedby two individual supply networks. According toclassification requirements it must be designed toguarantee the power supply to the connected sys-tems for a sufficiently long period if both supplynetworks fail.

Figure 3-8 Supply diagramm

L-BA 48/60B Page 3 - 9

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Required power supplies

Voltage Consumer Notes!

24 V DC SaCoSone All SaCoSone components in the Interface Cab-inet and on the engine.

230 V 50/60 Hz SaCoSone Interface Cabinet Cabinet illumination, socket, anticondensation heater

440 V 50/60 Hz Consumers on engine Power supply for consumers on engine.

Table 3-1 Required power supplies

Page 3 - 10 48/60B L-BA

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3.3 Operation

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3.3 Operation

Control Station Changeover

The operation and control can be done from bothoperating panels. Selection and activation of thecontrol stations is possible at the Local OperatingPanel. The operating rights can be handed overfrom the Remote Operating Panel to another Re-

mote Operating Panel or to an external automaticsystem. A handshake is therefore necessary. Forapplications with Integrated Automation Systems(IAS) also the functionality of the Remote Operat-ing Panel can be taken over by the IAS.

Figure 3-9 Control station changeover

On the screen displays, all the measuring pointsacquired by means of SaCoSone can be shown inclearly arranged drawings and figures. It is notnecessary to install additional speed indicatorsseparately.

Speed setting

In case of operating with one of the SaCoSone pan-els, the engine speed setting is carried out manu-ally by a decrease/increase switch button. If theoperation is controlled by an external system, thespeed setting can be done either by means of bi-nary contacts (e.g. for synchronisation) or by anactive 4 – 20 mA analogue signal alternatively. Thesignal type for this is to be defined in the projectplanning period.

K-BB 48/60B, 48/60CR Page 3 - 11

Engine automation

3.3 Operation

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Operating modes

For alternator applications:

• Droop (5-percent speed increase betweennominal load and no load)

For propulsion engines:

• Isochronous

• Master/Slave Operation for operation of twoengines on one gear box

The operating mode is pre-selected via theSaCoSone interface and has to be defined duringthe application period.

Details regarding special operating modes on re-quest.

Page 3 - 12 48/60B, 48/60CR K-BB

Engine automation

3.4 Functionality

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3.4 Functionality

Safety functions

The safety system monitors all operating data ofthe engine and initiates the required actions, i.e.load reduction or engine shut-down, in case thelimit values are exceeded. The safety system issplit in control module and gateway module. Thecontrol module supervises the engine, the gate-way module examines all functions relevant for se-curity of the connected plant components.

The system is designed so as to ensure that thefunctions are achieved in accordance with theclassification societies' requirements for marinemain engines.

The safety system directly influences the emer-gency shut-down and the speed control.

In addition to the provisions made to permit the in-ternal initiation of demands, binary and analoguechannels have been provided for the initiation ofsafety functions by external systems.

Load reduction

After the exceeding of certain parameters the clas-sification societies demand a load reduction to60%. The safety system supervises these param-eters and requests a load reduction, if necessary.The load reduction has to be carried out by an ex-ternal system (IAS, PMS, PCS). For safety rea-sons, SaCoSone will not reduce the load by itself.

Auto shutdown

Auto shutdown is an engine shutdown initiated byany automatic supervision of either engine internalparameters or above mentioned external controlsystems. If an engine shutdown is triggered by thesafety system, the emergency stop signal has animmediate effect on the emergency shut-downdevice, and the speed control. At the same timethe emergency stop is triggered, SaCoSone issuesa signal resulting in the alternator switch to beopened.

Emergency stop

Emergency stop is an engine shutdown initiatedby an operators manual action like pressing anemergency stop button.

Override

During operation, safety actions can be sup-pressed by the override function for the most pa-rameters. The override has to be activatedpreventively. The scope of parameters preparedfor override are different and depend to the chosenclassification society. The availability of the over-ride function depends on the application.

Alarming

The alarm function of SaCoSone supervises all nec-essary parameters and generates alarms to indi-cate discrepancies when required. The alarmfunctions are likewise split in control module andgateway module. In the gateway module the su-pervision of the connected external systems oc-curs. The alarm functions are processed in an areacompletely independent of the safety system areain the gateway module.

Self-monitoring

SaCoSone carries out independent self-monitoringfunctions. Thus, for example the connected sen-sors are checked constantly on function and wirebreak. In case of a fault SaCoSone reports the oc-curred malfunctions in single system componentsvia system alarms.

Speed control

The engine speed control is realized by softwarefunctions of the control module and the speedgovernor. Engine speed and crankshaft turn angleindication is carried out by means of redundantpick ups at the camshaft.

K-BA 48/60B Page 3 - 13

Engine automation

3.4 Functionality

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Load distribution - multi engine and master slave plants

With electronic governors, the load distribution iscarried by speed droop, isochronously by load-sharing lines or master/slave operation.

Shut-down

With electronic governors, the shut-down is ef-fected by an electrical contact.

Load limit curves

• Start fuel limiter

• Charge-air pressure dependent fuel limiter

• Torque limiter

• Jump-rate limiter

Notes!

In the case of controllable-pitch propeller unitswith combinator mode, the combinator curvesmust be sent to MAN Diesel & Turbo in the de-sign stage for assessment. If load control sys-tems of the C.P. propeller supplier are used,the load control curve is to be sent to MANDiesel & Turbo in order to check whether it isbelow the load limit curve of the engine.

Overspeed protection

The engine speed is monitored in both controlmodules independently. In case of overspeedeach control module actuates the shutdown de-vice by a separate hardware channel.

Shutdown

The engine shutdown, initiated by safety functionsand manual emergency stops, is carried out viasolenoid valves and a pneumatic fuel shut off forcommon rail pilot fuel, the block and bleed gasvalves and the conventional jerk pumps.

Control

SaCoSone controls all engine-internal functions aswell as external components, for example:

Start/stop sequences

- Demands regarding lube oil and cooling wa-ter pumps.

- Monitoring of the prelubrication and post-cooling period.

- Monitoring of the acceleration period.

Control station switch-over

Switch-over from local operation in the engineroom to remote control from the engine controlroom.

External functions:

- Electrical lubricating oil pump

- Electrical driven HT cooling water pump

- Electrical driven LT cooling water pump

- Nozzle cooling water module

- HT preheating unit

- Clutches

The scope of control functions depends on plantconfiguration and must be coordinated during theproject engineering phase.

Starters

For engine attached pumps and motors the start-ers are installed in the auxiliary cabinet. Starters forexternal pumps and consumers are not includedin the SaCoSone scope of supply in general.

Page 3 - 14 48/60B K-BA

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3.4 Functionality

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Media Temperature Control

Various media flows must be controlled to ensuretrouble-free engine operation.

The temperature controllers are available as soft-ware functions inside the gateway module of Sa-CoSone. The temperature controllers are operatedby the displays at the operating panels as far as itis necessary. From the Interface Cabinet the relaysactuate the control valves.

- The cylinder cooling water (HT) temperaturecontrol is equipped with performance-relat-ed feed forward control, in order to guaran-tee the best control accuracy possible(please refer also "Section 5.3.1: Cooling watersystem diagram, page 5-47").

- The low temperature (LT) cooling water tem-perature control is prepared analogue to theHT cooling water temperature control andcan be used if the LT cooling water systemis designed as individual cooling water sys-tem per each engine.In case that several engines are operatedwith a combined LT cooling water system, itis necessary to use a external temperaturecontroller.This external controller must be mounted atthe engine control room desk and is to bewired to the temperature control valve(please refer also "Section 5.3.1: Cooling watersystem diagram, page 5-47").

- The charge-air temperature control is identi-cally designed as the HT cooling water tem-perature control.The cooling water quantity in the LT part ofthe charge-air cooler is regulated by thecharge air temperature control valve (pleaserefer also "Section 5.3.1: Cooling water systemdiagram, page 5-47").

- The design of the lube oil temperature con-trol depends on the engine type. It is de-signed either as a thermostatic valve (wax-cartridge type) or an electric driven controlvalve with electronic control analogue to theHT temperature controller will be used.Please refer also "Section 5.2.2: Lube oil systemdescription, page 5-19").

K-BA 48/60B Page 3 - 15

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3.4 Functionality

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Page 3 - 16 48/60B K-BA

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3.5 Interfaces

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3.5 Interfaces

Data Bus Interface (Machinery Alarm System)

Figure 3-10 Data Bus Interfaces (Machinery Alarm System)

This interface serves for data exchange to shipalarm systems, Integrated Automation Systems(IAS) or superior power plant operating systems.

The interface is actuated with MODBUS protocoland is available as:

- Ethernet interface (MODBUS over TCP) oras

- serial interface (MODBUS RTU)RS422/RS485, Standard 5 wire with electri-cal isolation (cable length 100m).

Only if the Ethernet interface is used, the transferof data can be handled with timestamps from Sa-CoSone.

The status messages, alarms and safety actions,which are generated in the system, can be trans-ferred.

All measuring values acquired by SaCoSone areavailable for transfer.

Alternator Control

Hardwired interface, used for example for syn-chronisation, load indication, etc.

Power Management

Hardwired interface, for remote start/stop, loadsetting, etc.

Propulsion Control System

Standardized hardwired interface including all sig-nals for control and safety actions between Sa-CoSone and the propulsion control system.

Others

In addition, interfaces to auxiliary systems areavailable, such as to:

- nozzle cooling module

- HT preheating unit

- Electric driven pumps for lube oil, HT and LTcooling water

- clutches

- gearbox

- propulsion control system

On request additional hard wired interfaces can beprovided for special applications.

Cables – Scope of supply

The bus cables between engine and interface arescope of the MAN Diesel & Turbo supply.

The control cables and power cables are not in-cluded in the scope of the MAN Diesel & Turbosupply. This cabling has to be carried out by thecustomer.

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3.5 Interfaces

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Engine automation

3.6 Technical data

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3.6 Technical data

Interface Cabinet

Design:

• Floor-standing cabinet

• Cable entries from below through cabinet base

• Accessible by front doors

• Doors with locks

• Opening angle: 90°

• MAN Standard color light grey (RAL7035)

• Weight: approx.300 kg

• Dimensions: 1200 x 2100 x 400 mm** width x height x depth (including base)

• Degree of protection: IP54.

Environmental Conditions:

• Ambient air temperature: 0 °C to +55 °C

• Relative humidity: < 96 %

• Vibrations < 0.7 g.

Auxiliary Cabinet

Design:

• Floor-standing cabinet

• Cable entries from below

• Accessible by front doors

• Doors with locks

• Opening angle: 90°

• Standard colour light grey (RAL7035)

• Weight: app.250 kg




• Ambient temperature: +10 °C to +50 °C

• Relative humidity: =60%

• Vibrations: =0,7g.

Remote Operating Panel (optional)

Design:

• Panel for control desk installation with 3 m ca-ble to terminal bar for installation inside controldesk

• Front color: white aluminium (RAL9006)

• Weight: 15 kg




• Ambient air temperature: 0 °C to +55 °C

• Relative humidity: < 96 %

• Vibrations: < 0.7 g.

L-BA 48/60B Page 3 - 19

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3.6 Technical data

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Electrical own consumption

Consumer Supply system Notes

Pn (kVA) Ub(V)

F(Hz)

Phase Fuse/Starter

by yard

SaCoSone Interface Cabinet 0.54-0.661)

0.65-0.772)

1) 9L48/602) 18V48/60

24 DC +/- 351)

402)Power supply from ship bat-tery distribution (two line redundant power supply)

SaCoSone Auxiliary Cabinet 0.25-1 400-

480

50/60 3 6A Power supply for consumers on engine

SaCoSone Interface Cabinet

SaCoSone Auxiliary Cabinet

2.7 230 50/60 2 16A Cabinet illumination, socket, anticondensation heater,tem-perature controller incl. regu-lating valve drive, for each temperature control system

Table 3-2 Electrical own consumption

Page 3 - 20 48/60B L-BA

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3.7 Installation requirements

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Location

The Interface Cabinet is designed for installation innon-hazardous areas.

The maximum cable length between the engineand the Interface Cabinet is 60 meters.

The cabinet must be installed at a location suitablefor service inspection.

Do not install the cabinet close to heat-generatingdevices.

In case of installation at walls, the distance be-tween cabinet and wall has to be at least 100 mmin order to allow air convection.

Regarding the installation in engine rooms, thecabinet should be supplied with fresh air by theengine room ventilation through a dedicated venti-lation air pipe near the engine.

Note!

If the restrictions for ambient temperature cannot be kept, the cabinet must be ordered withan optional air condition system.

Ambient air conditions

For restrictions of ambient conditions, please referto the "Section 3.6: Technical data, page 3-19".

Cabling

The interconnection cables between the engineand the Interface Cabinet have to be installed ac-cording to the rules of electromagnetic compatibil-ity. Control cables and power cables have to berouted in separate cable ducts.

The cables for the connection of sensors and ac-tuators which are not mounted on the engine arenot included in the scope of MAN Diesel &Turbosupply. Shielded cables must be used for the ca-bling of sensors. For electrical noise protection, anelectric ground connection must be made fromthe cabinet to the hull of the ship.

All cabling between the Interface Cabinet and thecontrolled device is scope of yard supply.

The cabinets is equipped with spring loaded termi-nal clamps. All wiring to external systems shouldbe carried out without conductor sleeves.

The redundant CAN cables are MAN Diesel & Tur-bo scope of supply. If the customer provides thesecables, the cable must have a characteristic im-pedance of 120 .

Maximum cable length

Installation Works

During the installation period the yard has to pro-tect the cabinet against water, dust and fire. It isnot allowed to do any welding near the cabinets.The cabinets have to be fixed to the floor byscrews.

If it is inevitable to do welding near the cabinet, thecabinet and panels have to be protected againstheat, electric current and electromagnetic influ-ences. To guarantee protection against current, allof the cabling must be disconnected from the af-fected components.

The installation of additional components insidethe cabinets is only allowed after approval by theresponsible project manager of MAN Diesel & Tur-bo only.

Connection max. cable length

Cables between engine and Interface Cabinet

60 m

MODBUS cable between Inter-face Cabinet and ship alarm sys-tem

100 m

Cable between Interface Cabinet and Remote Operating Panel

100 m

Table 3-3 Maximum cable length

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Page 3 - 22 48/60B, 48/60CR K-BB

Engine automation

3.8 Engine-located measuring and control devices

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Exemplary list for project planning

Engine type: L48/60B

No. Measuring point

Description Function Measuring range

Location Connected to

engine speed, turbocharger speed

1. 1SE1004 speed pickupturbocharger speed

- 0-2667 Hz/0-20000 rpm

turbo-charger

control mod-ule/safety

2. 1SE1005 speed pickupengine speed

camshaft speed and position input for CR

0-600 rpm0-290 Hz

camshaft drive wheel

control mod-ule/alarm

3. 2SE1005 speed pickupengine speed

camshaft speed and position input CR

0-600 rpm0-290 Hz

camshaft drive wheel

control mod-ule/ safety

start and stop of engine

4. 1SV1010 actuatorengine fuel admission

speed and load govern-ing

engine auxiliary cab-inet

5. 1PS1011 pressure switchstart air pressure

feedback start valve open

engine control mod-ule /alarm

6. 1SSV1011 solenoid valve engine start

actuated during engine start

- engine control mod-ule /alarm

7. 1HZ1012 push button local emer-gency stop

emergency stop from local operating panel

- local oper-ating panel

control mod-ule /safety

8. 1SZV1012 solenoid valve manual and auto emer-gency shutdown

- engine control mod-ule /safety

9. 1PS1012 presure switch

emergency stop air

feedback emergency stop, startblocking active

- engine control mod-ule /safety

10. 2GT1022 inductive position sen-sor for fuel admission

release of engine opera-ton dependant alarms and engine control

0-30° rotation/

0-110% fuel adm.

engine control mod-ule /safety

variable injection timing

11. 1GOS1028 limit switchearly ignition

feedback VVT part load position reached


12. 2GOS1028 limit switchlate ignition

feedback VVT full load position reached


13. 1PS1028 pressure switchoil pressure VIT brake

release VIT-motor at suf-ficient pressure


Table 3-4 Engine-located Measuring and Control Devices (1 of 7)

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14. 2PS1028 pressure switchoil pressure VIT brake

release VIT-motor at suf-ficient pressure


15. 1UV1028 solenoid valveVIT adjustment

energise valve means remove hydraulic brake for VIT-adjustment


16. 2UV1028 solenoid valveVIT adjustment

energise valve means remove hydraulic brake for VIT-adjustment


charge air bypass

17. 1XSV1030 solenoid valvecharge air blow off

open at partload or low speed


charge air blow-off

18. 1XSV1031 solenoid valvecharge air bypass flap

charge air blow off at low suction air tempera-ture


main bearings

19. xTE1064 temp sensors

main bearings

- - - -

xTE1064-1 element 1 of xTE1064 monitoring, alarm 0 – 120 °C engine control mod-ule /alarm

xTE1064-2 element 2 of xTE1064 monitoring, load reduc-tion

0 – 120 °C engine control mod-ule /alarm

turning gear

20. 1SSV1070 pneumatic valve start blocking while turning gear engaged

- turning gear

control mod-ule /alarm

21. 1GOS1070 limit switch

turning gear engaged

indication and start blocking


slow turn

22. 1SSV1075 solenoid valve M329 for slow turn

turning engine with reduced start air pres-sure


23. 2SSV1075 solenoid valve M371/2 for slow turn

turning engine with reduced start air pres-sure


No. Measuring point




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jet assist

24. 1SSV1080 solenoid valve for jet assist

turbocharger accelera-tion by jet assist


lube oil system

25. 1PT2170 pressure transmitter lube oil pressure engine inlet

monitoring, alarm 0 – 10 bar engine control mod-ule /alarm

26. 2PT2170 pressure transmitter lube oil pressure engine inlet

monitoring, auto shut-down

0 – 10 bar engine control mod-ule /safety

27. 1TE2170 temp sensorlube oil temp engine inlet

- - - -

1TE2170-1 element 1 of 1TE2170 monitoring, alarm 0 – 120 °C engine control mod-ule /alarm

1TE2170-2 element 2 of 1TE2170 monitoring, load reduc-tion

0 – 120 °C engine control mod-ule /safety

28. 1EM2470A/B1)

electric motorcylinder lubrication line A/B

cylinder lubrication line A/B

- engine interface cabinet

29. 1FE2470A/B1)

limit switchcylinder lubricator line A/B

function control of cylin-der lubricator line A/B

0.1 – 1 Hz engine control mod-ule /alarm

30. 1PT2570 pressure transmitter lube oil pressure turbo-charger inlet

monitoring alarm 0 – 6 bar engine control mod-ule /alarm

31. 2PT2570 pressure transmitter lube oil pressure turbo-charger inlet

monitoring, engine pro-tection


32. 1TE2580 temp sensor

lube oil temp turbo-charger drain

- - - -

1TE2580-1 element 1 of 1TE2580 monitoring alarm 0 – 120 °C engine control mod-ule /alarm

1TE2580-2 element 2 of 1TE2580 monitoring, auto shut-down


oil mist detection

33. 1QTIA2870 oil mist detector oil mist supervision - engine -

No. Measuring point




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splash oil

34. xTE2880 temp sensorssplash oil temp rod bearings

- - - -

xTE2880-1 element 1 of xTE2880 monitoring,alarm 0 – 120 °C engine control mod-ule /alarm

xTE2880-2 element 2 of xTE2880 monitoring, load reduc-tion


cooling water systems

35. 1TE3168 temp sensor HT-water temp charge air cooler inlet

for EDS visualisation and control of pre-heater valve

0 – 120 °C engine -

36. 1PT3170 pressure transmitter HT-cooling water pres-sure engine inlet

alarm at low pressure 0 – 6 bar local oper-ating panel


37. 2PT3170 pressure transmitter HT-cooling water pres-sure engine inlet

detection of low cooling water pressure

0 – 6 bar local oper-ating panel


38. 1TE3170 temp sensor HT-water temp engine inlet

alarm, indication 0 – 120 °C engine -

39. 1TE3180 temp sensor

HT-water temp engine outlet

- - - -


1TE3180-2 element 2 of 1TE3180 monitoring, load reduc-tion / auto shutdown


40. 1PT3470 pressure transmitter nozzle cooling water pressure engine inlet

alarm at low cooling water pressure



41. 2PT3470 pressure transmitter nozzle cooling water pressure engine inlet




42. 1TE3470 temp sensornozzle cooling water temp engine inlet

alarm at high cooling water temp

0 – 120 °C engine -

43. 1PT4170 pressure transmitter LT-water pressure charge air cooler inlet




No. Measuring point




Page 3 - 26 48/60B L-BA

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44. 2PT4170 pressure transmitter LT-water pressure charge air cooler inlet




45. 1TE4170 temp sensorLT-water temp charge air cooler inlet

alarm, indication 0 – 120 °C LT-pipe charge air cooler inlet of engine

-

fuel system

46. 1PT5070 pressure transmitterfuel pressure engine inlet

remote indication and alarm

0 – 16 bar engine control mod-ule /alarm

47. 2PT5070 pressure transmitterfuel pressure engine inlet

remote indication and alarm


48. 1TE5070 temp sensorfuel temp engine inlet

alarm at high temp in MDO-mode and for EDS use

0 – 200 °C engine -

49. 1LS5076 level switchhigh pressure fuel sys-tem leakage

high pressure fuelsystem leakage detec-tion


50. 1LS5080 level switchpump and nozzle leak-age

fuel leakage detection - engine control mod-ule /alarm

51. 2LS5080 level switchdirty oil leakage pump bank CS

fuel leakage detectionpump bank CS


52. 3LS5080 level switchdirty oil leakage pump bank CCS

fuel leakage detectionpump bank CCS


charge air system

53. 1PT6100 pressure transmitterintake air pressure

for EDS visualisation -20...+20 mbar tc-silencer between filter and silencer


54. 1TE6100 temp sensorintake air temp

temp input for charge air blow-off and EDS visualisation

0 – 120 °C intake air duct of engine

-

55. 1TE6170 temp sensorcharge air temp charge air cooler A/B inlet

for EDS visualisation 0 – 300 °C engine -

No. Measuring point




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56. 1PT6180 pressure transmittercharge air pressure before cylinders row A/B

engine control 0 – 6 bar engine control mod-ule /alarm

57. 2PT6180 pressure transmittercharge air pressure before cylinders

for EDS visualisation 0 – 4 bar engine control mod-ule /alarm

58. 1TE6180 temp sensorcharge air temp after charge air cooler

alarm at high temp 0 – 120 °C engine -

59. 1PT6182 pressure transmittercooling air pressure tc inlet

monitoring of cooling air flow for turbine disc cooling


exhaust gas system

60. 1XSV6570 solenoid valve for waste gate

exhaust gas blow off when tc-speed high


61. xTE6570A/B1)

double thermocouples exhaust gas temp cylin-ders x A/B

- - - -

xTE6570A/B-1

element 1 of xTE6570A/B

monitoring, alarm 0 – 800 °C engine control mod-ule /alarm

xTE6570A/B-2

element 2 of xTE6570A/B

monitoring, load reduc-tion


62. 1TE6575 double thermocouple exhaust gas temp before turbocharger

- - - -


1TE6575-2 element 2 of 1TE6575 monitoring, load reduc-tion


63. 1TE6580A/B1)

double thermocouple exhaust gas temp before turbocharger

- - - -

1TE6580A/B-1

element 1 of 1TE6580A/B

indication 0 – 800 °C engine control mod-ule /alarm

1TE6580-2 element 2 of 1TE6580A/B

indication 0 – 800 °C engine control mod-ule /safety

No. Measuring point




Page 3 - 28 48/60B L-BA

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control air, start air, stop air

64. 1PT7170 pressure transmitter starting air pressure

engine control, remote indication


65. 2PT7170 pressure transmitter starting air pressure

engine control, remote indication


66. 1PT7180 pressure transmitter emergency stop air pressure

alarm at low air pressure 0 – 40 bar engine control mod-ule /alarm

67. 2PT7180 pressure transmitter emergency stop air pressure

alarm at low air pressure 0 – 40 bar engine control mod-ule /safety

68. 1PT7400 pressure transmitter control air pressure

remote indication 0 – 10 bar engine control mod-ule /alarm

69. 2PT7400 pressure transmitter control air pressure

remote indication 0 – 10 bar engine control mod-ule /safety

1) A-sensors: all engines; B-sensors: V-engines only.

No. Measuring point




L-BA 48/60B Page 3 - 29

Engine automation


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4 Specification for engine supplies

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4.1.1 Lubricating oil

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4.1 Explanatory notes for operating supplies

Temperatures and pressures stated in "Section:Planning data for emission standard IMO Tier II" must beconsidered.

4.1.1 Lubricating oil

Selection of the lubricating oil must be in accord-ance with the relevant chapters.

The lubricating oil must always match the worstfuel oil quality. A base number (BN) that is too lowis critical.

A base number that is too high is, however, notoptimum (costs, sedimentation), but is not consid-ered critical.

If, alongside operation using heavy fuel, it is in-tended to operate for a longer continuous periodusing low-sulphur fuel, a second lubricating oiltank should be provided which is then topped upwith the correct BN in each case in order to attainan optimum mixing range.

4.1.2 Operation with liquid fuel

The engine is designed for operation with HFO,MDO and MGO in the qualities quoted in the rele-vant chapters.

The following notes concerning this must always beobserved:

Engine operation with DMA-grade fuel (MGO), viscos-ity 2 cst at 40 °C

A) Short-term operation, max. 72 hours

Engines that are normally operated with heavy fu-el, can also be operated with marine gas oil (MGO,in accordance with ISO 8217-F-DMA) for shortperiods.

Boundary conditions:

• Fuel in accordance with ISO 8217-F-DMA anda viscosity of 2 cSt at 40 °C

• MGO-operation maximum 72 hours within a

two week period (cumulative with distributionas required)

• Fuel oil cooler switched on and fuel oil temper-ature before engine 45 °C

B) Long-term (> 72h) or continuous operation

For long-term (> 72h) or continuous operation withDMA-grade fuel (MGO), viscosity 2 cst at 40 °C,special engine- and plant-related planning prereq-uisites must be set and special actions are neces-sary during operation.

Following features are required on engine side:

• Inlet valve lubrication with possibility to beturned off and on manually

• In case of conventional injection system, injec-tion pumps with sealing oil system, which canbe activated and cut off manually, are neces-sary

J-BB 32/40, 48/60B, 48/60CR, 58/64 Page 4 - 3

Specification for engine supplies

4.1.3 Engine cooling water

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Following features are required on plant side:

• Layout of fuel system to be adapted for low-vis-cosity fuel (capacity and design of fuel supplyand booster pump)

• Cooler layout in fuel system for a fuel oil tem-perature before engine of 45 °C

• Nozzle cooling system with possibility to beturned off and on during engine operation

Boundary conditions for operation:

• Fuel in accordance with ISO 8217-F-DMA anda viscosity of 2 cSt at 40 °C

• Fuel oil cooler activated and fuel oil temperaturebefore engine 45 °C

• Inlet valve lubrication turned on

• In case of conventional injection system, seal-ing oil of injection pumps activated

• Nozzle cooling system switched off

Continuous operation with DMA-grade fuel(MGO):

• Lube oil for diesel operation (BN10-BN16) hasto be used

Operation with heavy fuel oil of a sulphur content of< 1.5 %

Previous experience with stationary engines usingheavy fuel of a sulphur content of < 1 % or even0.2 % does not show any restriction in the utilisa-tion of these fuels, provided that the combustionproperties are not affected negatively.

This may well change if in the future new methodsare developed to produce low sulphur-containingheavy fuels.

If it is intended to run continuously with low sul-phur-containing heavy fuel, lube oil with a low BN(BN30) has to be used. This is needed, in spite ofexperiences that engines has been proven to bevery robust regard to the continuous usage of thestandard lubrication oil (BN40) for this purpose.

4.1.3 Engine cooling water

The quality of the engine cooling water required inrelevant section has to be ensured.

4.1.4 Intake air

The quality of the intake air as stated in the rele-vant sections has to be ensured.

Page 4 - 4 32/40, 48/60B, 48/60CR, 58/64 J-BB


4.2 Specification for lubricating oil (SAE 40) for operation with gas oil, diesel oil (MGO/MDO) and biofuels

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General

The specific output achieved by modern diesel en-gines combined with the use of fuels that satisfythe quality requirements more and more frequentlyincrease the demands on the performance of thelubricating oil which must therefore be carefully se-lected.

Doped lubricating oils (HD oils) have a proventrack record as lubricants for the drive, cylinder,turbocharger and cooling the piston. Doped lubri-cating oils contain additives that, among otherthings, ensure dirt holding capability, clean the en-gine and the neutralise the acidic products ofcombustion.

Only lubricating oils that have been approved byMAN Diesel & Turbo may be used (see "Table 4-3:Lubricating oils approved for use in MAN Diesel & Turbofour-stroke diesel engines that run on gas oil and dieselfuel").

Specifications

Base oil

The base oil (doped lubricating oil = base oil + ad-ditives) must have a narrow distillation range andbe refined using modern methods. If it containsparaffins, they must not impair the thermal stabilityor oxidation stability.

The base oil must comply with the following limitvalues, particularly in terms of its resistance toageing.

Properties/characteristics Unit Test method Limit value

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable

°C ASTM D 2500 –15

Flash point (Cleveland) ASTM D 92 > 200

Ash content (oxide ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Con-radson)

ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating up to 135 °C

- MAN ageing oven1)

1) Works' own method.

-

Insoluble n-heptane Weight % ASTM D 4055or DIN 51592

< 0.2

Evaporation loss - < 2

Spot test (filter paper) - MAN Diesel & Turbo test

Precipitation of resins or asphalt-like age-ing products must not be identifiable.

Table 4-1 Base oils – Target values

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Doped lubricating oils (HD oils)

The base oil to which the additives have been add-ed (doped lubricating oil) must have the followingproperties:

Additives

The additives must be dissolved in the oil and theircomposition must ensure that as little ash as pos-sible remains following combustion.

The ash must be soft. If this prerequisite is notmet, it is likely the rate of deposition in the com-bustion chamber will be higher, particularly at theexhaust valves and at the turbocharger inlet cas-ing. Hard additive ash promotes pitting of the valveseats and causes the valves to burn out, it also in-creases mechanical wear of the cylinder liners.

Additives must not increase the rate at which thefilter elements in the active or used condition areblocked.

Washing ability

The washing ability must be high enough to pre-vent the accumulation of tar and coke residue asa result of fuel combustion.

Dispersibility

The selected dispersibility must be such that com-mercially-available lubricating oil cleaning systemscan remove harmful contaminants from the oilused, i. e. the oil must possess good filtering prop-erties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) mustbe high enough to neutralise the acidic productsproduced during combustion. The reaction time ofthe additive must be harmonised with the processin the combustion chamber.

Evaporation tendency

The evaporation tendency must be as low as pos-sible as otherwise the oil consumption will be ad-versely affected.

Additional requirements

The lubricating oil must not contain viscosity indeximprover. Fresh oil must not contain water or othercontaminants.

Lube oil selection

Doped oil quality

We recommend doped lubricating oils (HD oils)according to international specifications MIL-L2104 or API-CD with a base number of BN10 – 16 mg KOH/g. Military specification O-278lubricating oils can be used.

The operating conditions of the engine and thequality of the fuel determine which additive frac-tions the lubricating oil contains. If marine diesel oilwith a sulphur content of up to 2.0 % by weightaccording to ISO-F-DMC and coke residues of upto 2.5 % by weight is used, you should choose abase number of roughly 20. However, the operat-ing results that ensure the most efficient engineoperation ultimately decide the additive content.

Cylinder lubricating oil

In engines with separate cylinder lubrication, thepistons and cylinder liners are supplied with lubri-cating oil via a separate lubricating oil pump. Thequantity of lubricating oil is set at the factory ac-cording to the quality of the fuel to be used and theanticipated operating conditions.

Use a lubricating oil for the cylinder and lubricatingcircuit as specified above.

Speed controller

Multigrade oil 5W40 should ideally be used in me-chanical-hydraulic controllers with a separate oilsump. If this oil is not available when filling, 15W40oil can be used instead in exceptional cases. Inthis case, it makes no difference whether syntheticor mineral-based oils are used.

The military specification for these oils is O-236.

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40,

32/44, 40/54, 48/60, 58/64, 51/60DF

40

Table 4-2 Viscosity (SAE class) of lubricating oils

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Experience with the L27/38 engine has shownthat the operating temperature of the Woodwardcontroller OG10MAS and corresponding actuatorfor UG723+ can be higher than 93 °C. In thesecases we recommend using a synthetic oil such asCastrol Alphasyn HG150. Engines supplied afterMarch 2005 are already filled with this oil.

Lubricating oil additives

The use of other additives with the lubricating oil,or the mixing of different brands (oils by differentmanufacturers), is not permitted as this may impairthe performance of the existing additives whichhave been carefully harmonised with each anotherand also specifically tailored to the base oil.

Selection of lubricating oils/warranty

The majority of mineral oil companies are in closeregular contact with engine manufacturers andcan therefore provide information on which oil intheir specific product range has been approved bythe engine manufacturer for the particular applica-tion. Irrespective of the above, lubricating oil man-ufacturers are liable in any case for the quality andcharacteristics of their products. If you have anyquestions, we will be happy to provide you withfurther information.

Oil during operation

There are no prescribed oil change intervals forMAN Diesel & Turbo medium speed engines. Theoil properties must be regularly analysed. The oilcan be used for as long as the oil properties re-main within the defined limit values (see "Table 4-4:Limit values for used lubricating oil"). An oil samplemust be analysed every 1 – 3 months (see mainte-nance schedule). An oil sample must be analysedevery 1 – 3 months (see maintenance schedule).The quality of the oil can only be maintained if it iscleaned using suitable equipment (e. g. a separa-tor or filter).

Temporary operation with gas oil

Due to current and future emission regulations,heavy fuel oil cannot be used in designated re-gions. Low-sulphur diesel fuel must be used inthese regions instead.

If the engine is operated with low-sulphur dieselfuel for less than 1000 h, a lubricating oil which issuitable for HFO operation (BN 30 – 55 mgKOH/g) can be used during this period.

If the engine is operated provisionally with low-sul-phur diesel fuel for more than 1000 h and is sub-sequently operated once again with HFO, alubricating oil with a BN of 20 must be used. If theBN 20 lubricating oil by the same manufacturer asthe lubricating oil used for HFO operation withhigher BN (40 or 50), an oil change will not be re-quired when effecting the changeover. It will besufficient to use BN 20 oil when replenishing theused lubricating oil.

If you wish to operate the engine with HFO onceagain, it will be necessary to change over in goodtime to a lubricating oil with a higher BN (30 – 55).If the lubricating oil with higher BN is by the samemanufacturer as the BN 20 lubricating oil, thechangeover can also be effected without an oilchange. In doing so, the lubricating oil with higherBN (30 – 55) must be used to replenish the usedlubricating oil roughly 2 weeks prior to resumingHFO operation.

Test

We can analyse heavy fuel oil for customers at ourlaboratory. A 0.5 l sample is required for the test.

Improper handling of fuels

If fuels are improperly handled, this can pose adanger to health, safety and the environment. Therelevant safety information by the fuel suppliermust be observed.

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Note!

MAN Diesel & Turbo SE does not assume lia-bility for problems that occur when using theseoils.

Approved lubricating oils SAE 40

Manufacturer Base number

10 – 161) [mgKOH/g]

1) If marine diesel oil with a low quality (ISO-F-DMC) is used, a base number (BN) of roughly 20 should be used.

AGIP Cladium 120-SAE 40

Sigma S SAE 402)

2) With a sulphur content of less than 1 %.

BP Energol DS 3-154

CASTROL Castrol MLC 40

Castrol MHP 154

Seamax Extra 40

CHEVRON Texaco(Texaco, Caltex)

Taro 12 XD 40Delo 1000 Marine SAE 40Delo SHP 40

EXXON MOBIL Exxmar 12 TP 40

Mobilgard 412/MG 1SHCMobilgard ADL 402)

Delvac 1640

PETROBRAS Marbrax CCD-410

Q8 Mozart DP40

REPSOL Neptuno NT 1540

SHELL Gadinia 40

Gadinia AL40

Sirius FB402)

Sirius/Rimula X402)

STATOIL MarWay 1540

MarWay 1040

TOTAL LUBMARINE Disola M4015

Table 4-3 Lubricating oils approved for use in MAN Diesel & Turbo four-stroke diesel engines that run on gas oil and diesel fuel

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Limit value Method

Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D445

Base number (BN) min. 50 % of fresh oil ISO 3771

Flash Point (PM) min. 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for a brief periods) ISO 3733 or ASTM D 1744

n-heptan insoluble max. 1.5 % DIN 51592 or IP 316

Metal content depends on engine type and operating conditions -

Guide value only

Fe

Cr

Cu

Pb

Sn

Al

max. 50 ppm

max. 10 ppm

max. 15 ppm

max. 20 ppm

max. 10 ppm

max. 20 ppm

-

When operating with biofuels:

biofuel fraction

max. 12% FT-IR

Table 4-4 Limit values for used lubricating oil

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4.3 Specification for lubricating oil (SAE 40) for operation on heavy fuel oil (HFO)

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General

The specific output achieved by modern diesel en-gines combined with the use of fuels that satisfythe quality requirements more and more frequentlyincrease the demands on the performance of thelubricating oil which must therefore be carefully se-lected.

Medium alkalinity lubricating oils have a proventrack record as lubricants for the moving parts andturbocharger cylinder and for cooling the pistons.Lubricating oils of medium alkalinity contain addi-tives that, in addition to other properties, ensure ahigher neutralisation reserve than with fully dopedengine oils (HD oils).

International specifications do not exist for medi-um alkalinity lubricating oils. A test operation istherefore necessary for a corresponding period inaccordance with the manufacturer's instructions.

Only lubricating oils that have been approved byMAN Diesel & Turbo may be used (see "Table 4-9:Approved lubricating oils for heavy fuel oil-operated MANDiesel & Turbo four-stroke engines").

Specifications

Base oil

The base oil (doped lubricating oil = base oil + ad-ditives) must have a narrow distillation range andbe refined using modern methods. If it containsparaffins, they must not impair the thermal stabilityor oxidation stability.

The base oil must comply with the limit values (see"Table 4-5: Base oils – Target values"), particularly interms of its resistance to ageing.

Properties/characteristics Unit Test method Limit values

Make-up - - Ideally paraffin based

Low-temperature behaviour, still flowable

°C ASTM D 2500 –15

Flash point (Cleveland) ASTM D 92 > 200

Ash content (oxidised ash) Weight % ASTM D 482 < 0.02

Coke residue (according to Con-radson)

ASTM D 189 < 0.50

Ageing tendency following 100 hours of heating up to 135 °C

- MAN ageing oven1)

1) Works' own method.

-

Insoluble n-heptane Weight % ASTM D 4055 orDIN 51592

< 0.2

Evaporation loss - < 2

Spot test (filter paper) - MAN Diesel & Turbo test

Precipitation of resins or asphalt-like ageing products must not be identifiable.

Table 4-5 Base oils – Target values

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Medium alkalinity lubricating oil

The prepared oil (base oil with additives) musthave the following properties:

Additives

The additives must be dissolved in the oil and theircomposition must ensure that as little ash as pos-sible is left over, even if the engine is provisionallyoperated with distillate oil.

The ash must be soft. If this prerequisite is notmet, it is likely the rate of deposition in the com-bustion chamber will be higher, particularly at theexhaust valves and at the turbocharger inlet cas-ing. Hard additive ash promotes pitting of the valveseats and causes the valves to burn out, it also in-creases mechanical wear of the cylinder liners.

Additives must not increase the rate at which thefilter elements in the active or used condition areblocked.

Washing ability

The washing ability must be high enough to pre-vent the accumulation of tar and coke residue asa result of fuel combustion. The lubricating oil mustnot absorb the deposits produced by the fuel.

Dispersibility

The selected dispersibility must be such that com-mercially-available lubricating oil cleaning systemscan remove harmful contaminants from the oilused, i. e. the oil must possess good filtering prop-erties and separability.

Neutralisation capability

The neutralisation capability (ASTM D2896) mustbe high enough to neutralise the acidic productsproduced during combustion. The reaction time ofthe additive must be harmonised with the processin the combustion chamber.

For tips on selecting the base number see "Table4-7: Base number to be used for various operating condi-tions".

Evaporation tendency

The evaporation tendency must be as low as pos-sible as otherwise the oil consumption will be ad-versely affected.

Additional requirements

The lubricating oil must not contain viscosity indeximprover. Fresh oil must not contain water or othercontaminants.

Lube oil selection

Neutralisation properties (BN)

Lubricating oils with medium alkalinity and a rangeof neutralisation capabilities (BN) are available onthe market. According to current knowledge, a re-lationship can be established between the antici-pated operating conditions and the BN number(see "Table 4-7: Base number to be used for various op-erating conditions"). However, the operating resultsare still the overriding factor in determining whichBN number produces the most efficient engineoperation.

Engine SAE class

16/24, 21/31, 27/38, 28/32S, 32/40,

32/44, 40/54, 48/60, 58/64, 51/60DF

40

Table 4-6 Viscosity (SAE class) of lubricating oils

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Operation with low-sulphur fuel

To comply with the emissions regulations, the sul-phur content of fuels used nowadays varies. Fuelswith a low-sulphur content must be used in envi-ronmentally-sensitive areas (SECA). Fuels with ahigh sulphur content may be used outside SECAzones. In this case, the BN number of the lubricat-ing oil selected must satisfy the requirements foroperation using fuel with a high-sulphur content. Alubricating oil with low BN number may only be se-lected if fuel with a low-sulphur content is used ex-clusively during operation.

However, the results obtained in practise thatdemonstrate the most efficient engine operationare the factor that ultimately decides which addi-tive fraction is permitted.

Cylinder lubricating oil

In engines with separate cylinder lubrication, thepistons and cylinder liners are supplied with lubri-cating oil via a separate lubricating oil pump. Thequantity of lubricating oil is set at the factory ac-cording to the quality of the fuel to be used and theanticipated operating conditions.

Use a lubricating oil for the cylinder and lubricatingcircuit as specified above.

Speed controller

Multigrade oil 5W40 should ideally be used in me-chanical-hydraulic controllers with a separate oilsump. If this oil is not available when filling, 15W40

oil can be used instead in exceptional cases. Inthis case, it makes no difference whether syntheticor mineral-based oils are used.

The military specification for these oils is O-236.

Lubricating oil additives

The use of other additives with the lubricating oil,or the mixing of different brands (oils by differentmanufacturers), is not permitted as this may impairthe performance of the existing additives whichhave been carefully harmonised with each anotherand also specifically tailored to the base oil.

Selection of lubricating oils/warranty

The majority of mineral oil companies are in closeregular contact with engine manufacturers andcan therefore provide information on which oil intheir specific product range has been approved bythe engine manufacturer for the particular applica-tion. Irrespective of the above, lubricating oil man-ufacturers are liable in any case for the quality andcharacteristics of their products. If you have anyquestions, we will be happy to provide you withfurther information.

Oil during operation

There are no prescribed oil change intervals forMAN Diesel & Turbo medium speed engines. Theoil properties must be regularly analysed. The oilcan be used for as long as the oil properties re-main within the defined limit values (see "Table 4-8:

Approx. BN of fresh oil (mg KOH/g oil)

Engines/Operating conditions

20 Marine diesel oil (MDO) with a lower quality (ISO-F-DMC) or heavy fuel oil with a sulphur content of less than 0.5 %.

30 Generally 23/30H and 28/32H. 23/30A, 28/32A and 28/32S under normal operating conditions. For engines 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with exclusive HFO operation only with sulphur content < 1.5 %.

40 With unfavourable operating conditions 23/30A, 28/32A and 28/32S and also where correspond-ing requirements in relation to the oil service life and washing ability exist.

In general 16/24, 21/31, 27/38, 32/40, 32/44CR, 40/54, 48/60 as well as 58/64 and 51/60DF with exclusive HFO operation providing the sulphur content is greater than 1.5 %.

50 32/40, 32/44CR, 40/54, 48/60 and 58/64, if the oil service life or engine cleanliness is insufficient with a BN number of 40 (high sulphur content of fuel, extremely low lubricating oil consumption).

Table 4-7 Base number to be used for various operating conditions

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Limit values for used lubricating oil"). An oil samplemust be analysed every 1 – 3 months (see mainte-nance schedule). An oil sample must be analysedevery 1 – 3 months (see maintenance schedule).The quality of the oil can only be maintained if it iscleaned using suitable equipment (e.g. a separatoror filter).

Temporary operation with gas oil

Due to current and future emission regulations,heavy fuel oil cannot be used in designated re-gions. Low-sulphur diesel fuel must be used inthese regions instead.

If the engine is operated with low-sulphur dieselfuel for less than 1,000 h, a lubricating oil which issuitable for HFO operation (BN 30 – 55 mgKOH/g) can be used during this period.

If the engine is operated provisionally with low-sul-phur diesel fuel for more than 1,000 h and is sub-

sequently operated once again with HFO, alubricating oil with a BN of 20 must be used. If theBN 20 lubricating oil by the same manufacturer asthe lubricating oil used for HFO operation withhigher BN (40 or 50), an oil change will not be re-quired when effecting the changeover. It will besufficient to use BN 20 oil when replenishing theused lubricating oil.

If you wish to operate the engine with HFO onceagain, it will be necessary to change over in goodtime to a lubricating oil with a higher BN (30 – 55).If the lubricating oil with higher BN is by the samemanufacturer as the BN 20 lubricating oil, thechangeover can also be effected without an oilchange. In doing so, the lubricating oil with higherBN (30 – 55) must be used to replenish the usedlubricating oil roughly 2 weeks prior to resumingHFO operation.

Limit value Method

Viscosity at 40 °C 110 – 220 mm2/s ISO 3104 or ASTM D 445

Base number (BN) min. 50 % of fresh oil ISO 3771

Flash Point (PM) min. 185 °C ISO 2719

Water content max. 0.2 % (max. 0.5 % for brief periods) ISO 3733 or ASTM D 1744

n-heptan insoluble max. 1.5 % DIN 51592 or IP 316

Metal content Dependent on engine type and operating con-dition

-

Only for guidance

Fe

Cr

Cu

Pb

Sn

Al

max. 50 ppm

max. 10 ppm

max. 15 ppm

max. 20 ppm

max. 10 ppm

max. 20 ppm

-

Table 4-8 Limit values for used lubricating oil

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Tests

We can analyse heavy fuel oil for customers at ourlaboratory. A 0.5 l sample is required for the test.

Manufacturer Base number [mgKOH/g]

20 30 40 50

AGIP - Cladium 300 Cladium 400 -

BP Energol IC-HFX 204 Energol IC-HFX 304 Energol IC-HFX 404 Energol IC-HFX 504

CASTROL TLX Plus 204 TLX Plus 304 TLX Plus 404 TLX Plus 504

CEPSA - Troncoil 3040 Plus Troncoil 4040 Plus Troncoil 5040 Plus

CHEVRON

(Texaco, Caltex)

Taro 20DP40

Taro 20DP40X

Taro 30DP40

Taro 30DP40X

Taro 40XL40

Taro 40XL40X

Taro 50XL40

Taro 50XL40X

EXXON MOBIL - Mobilgard M430

Exxmar 30 TP 40

Mobilgard M440

Exxmar 40 TP 40

Mobilgard M50

PETROBRAS Marbrax CCD-420 Marbrax CCD-430 Marbrax CCD-440 -

REPSOL Neptuno NT 2040 Neptuno NT 3040 Neptuno NT 4040 -

SHELL Argina S 40 Argina T 40 Argina X 40 Argina XL 40

Argina XX 40

TOTAL LUBMARINE - Aurelia TI 4030 Aurelia TI 4040 Aurelia TI 4055

Note!

MAN Diesel & Turbo SE does not assume liability for problems that occur when using these oils.

Table 4-9 Approved lubricating oils for heavy fuel oil-operated MAN Diesel & Turbo four-stroke engines

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4.4 Specification for gas oil/diesel oil (MGO)

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Diesel oil

Other designations

Gas oil, marine gas oil (MGO), diesel oil

Gas oil is a crude oil medium distillate and musttherefore not contain any residual materials.

Military specification

Diesel oils that satisfy specification F-75 or F-76may be used.

Specification

The suitability of the fuel depends on whether ithas the properties defined in this specification(based on its composition in the as-deliveredstate).

The DIN EN 590 and ISO 8217-2010 (Class DMAor Class DMZ) and standards have been exten-sively used as the basis when defining these prop-erties. The properties correspond to the testprocedures stated.

Properties Unit Test procedure Typical value

Density at 15 °C kg/m3 ISO 3675 820.0 890.0

Kinematic viscosity at 40 °C mm2/s (cSt) ISO 3104 2 6.0

Filterability1)

in summer andin winter

°C DIN EN 116

0 –12

Flash point in closed cup ISO 2719 60

Sediment content (extraction method) weight % ISO 3735 0.01

Water content volume % ISO 3733 0.05

Sulphur content weight % ISO 8754 1.5

Ash ISO 6245 0.01

Coke residue (MCR) ISO CD 10370 0.10

Hydrogen sulphide mg/kg IP 570 < 2

Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (1 of 2)

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Additional information

Use of diesel oil

If distillate intended for use as heating oil is usedwith stationary engines instead of diesel oil (ELheating oil according to DIN 51603 or Fuel no. 1 orno. 2 according to ASTM D 396), the ignition be-haviour, stability and behaviour at low tempera-tures must be ensured; in other words therequirements for the filterability and cetanenumber must be satisfied.

Viscosity

To ensure sufficient lubrication, a minimum viscos-ity must be ensured at the fuel delivery pump. Themaximum temperature required to ensure that aviscosity of more than 1.9 mm2/s is maintainedupstream of the fuel delivery pump depends onthe viscosity of the fuel. In any case the tempera-ture of the fuel upstream of the injection pumpmust not exceed 45 °C.

Lubricity

The lubricity of diesel fuel is normally sufficient. Thedesulphurisation of diesel fuels can reduce their lu-bricity. If the sulphur content is extremely low(< 500 ppm or 0.05 %), the lubricity may no longerbe sufficient. Before using diesel fuels with low sul-phur content, you should therefore ensure thattheir lubricity is sufficient. This is the case if the lu-

bricity as specified in ISO 12156-1 does not ex-ceed 520 μm.

You can ensure that these conditions will be metby using motor vehicle diesel fuel in accordancewith EN 590 as this characteristic value is an inte-gral part of the specification.



Analyses

We can analyse fuel for customers at our laborato-ry. A 0.5 l sample is required for the test.

Total acid number mg KOH/g ASTM D664 < 0.5

Oxidation stability g/m3 ISO 12205 < 25

Lubricity

(wear scar diameter)

m ISO 12156-1 < 520

Cetane number or cetane index - ISO 5165 40

Copper strip test - ISO 2160 1

Other specifications:

British Standard BS MA 100-1987 - - M1

ASTM D 975 - - 1D/2D

1) The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining the cloud point in accordance with ISO 3015.

Properties Unit Test procedure Typical value

Table 4-3 Diesel fuel (MGO) – Properties that must be complied with (2 of 2)

Page 4 - 12 E-BB


4.5 Specification for biofuel

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Biofuel

Other designations

Biodiesel, FAME, vegetable oil, rapeseed oil, palmoil, frying fat

Origin

Biofuel is derived from oil plants or old cooking oil.

Provision

Transesterified and non-transesterified vegetableoils can be used.

Transesterified biofuels (biodiesel, FAME) mustcomply with the standard EN 14214.

Non-transesterificated biofuels must comply withthe specifications listed in "Table 4-11: Non-transes-terified biofuel – Specifications".

These specifications are based on experience todate. As this experience is limited, these must beregarded as recommended specifications that canbe adapted if necessary. If future experienceshows that these specifications are too strict, ornot strict enough, they can be modified according-ly to ensure safe and reliable operation.

When operating with biofuels, a lubricating oil thatwould also be suitable for operation with diesel oil(see "Section: Specification of engine supplies –Specification for lubricating oil (SAE 40) for operation with

marine gas oil, diesel oil (MGO/MDO) and biofuels" ) mustbe used.

Properties/Characteristics Unit Test method

Density at 15 °C 900 – 930 kg/m3 DIN EN ISO 3675, EN ISO 12185

Flash point > 60 °C DIN EN 22719

Lower calorific value > 35 MJ/kg (typical: 37 MJ/kg) DIN 51900-3

Viscosity/50 °C < 40 cSt (corresponds to viscosity)/40 °C < 60 cSt

DIN EN ISO 3104

Cetane number > 40 FIA

Coke residue < 0.4 % DIN EN ISO 10370

Sediment content < 200 ppm DIN EN 12662

Oxidation stability (110 °C) > 5 h ISO 6886

Phosphorous content < 15 ppm ASTM D 3231

Na and K content < 15 ppm DIN 51797-3

Ash content < 0.01 % DIN EN ISO 6245

Water content < 0.5 % EN ISO 12537

Lodine number < 125 g/100 g DIN EN 14111

TAN (total acid number) < 5 mg KOH/g DIN EN ISO 660

Filtrability < 10 °C below the lowest tempera-ture in the fuel system

EN 116

Table 4-11 Non-transesterified biofuel – Specifications

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Analyses


Page 4 - 20 L-BA


4.6 Specification for diesel oil (MDO)

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Marine diesel oil

Other designations

Marine diesel oil, marine diesel fuel

Origin

Marine diesel oil (MDO) is supplied as heavy distil-late (designation ISO-F-DMB) exclusively for ma-rine applications. MDO is manufactured fromcrude oil and must be free of organic acids andnon-mineral oil products.

Specification

The suitability of fuel depends on the design of theengine and the available cleaning options, as wellas compliance with the properties in the followingtable that refer to the as-delivered condition of thefuel.

The properties are essentially defined using theISO 8217-2010 standard as the basis. The prop-erties have been specified using the stated testprocedures.

Properties Unit Test method Designation

ISO-F specification - - DMB

Density at 15 °C kg/m3 ISO 3675 900

Kinematic viscosity at 40 °C mm2/s = cSt ISO 3104 > 2.0

< 11

Pour point (winter quality) °C ISO 3016 < 0

Pour point (summer quality) < 6

Flash point (Pensky Martens) ISO 2719 > 60

Total sediment content % by weight ISO CD 10307 0.10

Water content % by volume ISO 3733 < 0.3

Sulphur content % by weight ISO 8754 < 2.0

Ash content ISO 6245 < 0.01

Carbon residue (MCR) ISO CD 10370 < 0.30

Cetane number or cetane index - ISO 5165 > 35

Hydrogen sulphide mg/kg IP 570 < 2

Acid value mg KOH/g ASTM D664 < 0.5

Oxidation resistance g/m3 ISO 12205 < 25

Lubricity

(wear scar diameter)

m ISO 12156-1 < 520

Copper strip test - ISO 2160 < 1

Other specifications:

British Standard BS MA 100-1987 - - Class M2

ASTM D 975 - - 2D

ASTM D 396 - - No. 2

Table 4-5 Marine diesel oil (MDO) – Characteristic values to be adhered to

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During transshipment and transfer, MDO is han-dled in the same manner as residual oil. Thismeans that it is possible for the oil to be mixed withhigh-viscosity fuel or heavy fuel oil – with the rem-nants of these types of fuels in the bunker ship, forexample – that could significantly impair the prop-erties of the oil.

Lubricity

Normally, the lubricating ability of diesel fuel oil issufficient to operate the fuel injection pump. Des-ulphurisation of diesel fuels can reduce their lubric-ity. If the sulphur content is extremely low(< 500 ppm or 0.05 %), the lubricity may no longerbe sufficient. Before using diesel fuels with low sul-phur content, you should therefore ensure thattheir lubricity is sufficient. This is the case if the lu-bricity as specified in ISO 12156-1 does not ex-ceed 520 m.

The fuel must be free of lubricating oil (ULO (usedlubricating oil, old oil)). Fuel is considered as con-taminated with lubricating oil when the followingconcentrations occur:

Ca > 30 ppm and Zn > 15 ppm or Ca > 30 ppmand P > 15 ppm.

The pour point specifies the temperature at whichthe oil no longer flows. The lowest temperature ofthe fuel in the system should be roughly 10 °Cabove the pour point to ensure that the requiredpumping characteristics are maintained.

A minimum viscosity must be observed to ensuresufficient lubrication in the fuel injection pumps.The temperature of the fuel must therefore not ex-ceed 45 °C.

Seawater causes the fuel system to corrode andalso leads to hot corrosion of the exhaust valvesand turbocharger. Seawater also causes insuffi-cient atomisation and therefore poor mixture for-mation accompanied by a high proportion ofcombustion residues.

Solid foreign matter increase mechanical wear andformation of ash in the cylinder space.

We recommend the installation of a separator up-stream of the fuel filter. Separation temperature40 – 50 °C. Most solid particles (sand, rust andcatalyst particles) and water can be removed, andthe cleaning intervals of the filter elements can beextended considerably.


If operating fluids are improperly handled, this canpose a danger to health, safety and the environ-ment. The relevant safety information by the sup-plier of operating fluids must be observed.

Analyses


Page 4 - 16 J-BA


4.7 Specification for heavy fuel oil (HFO)

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Prerequisites

MAN four-stroke diesel engines can be operatedwith any heavy fuel oil obtained from crude oil thatalso satisfies the requirements in "Table 4-6: The fuelspecifications and corresponding characteristics for heavyfuel oil" providing the engine and fuel processingsystem have been designed accordingly. To en-sure that the relationship between the fuel, spareparts and repair/maintenance costs remains fa-vourable at all times, the following points shouldbe observed.

Heavy fuel oil (HFO)

Origin/Refinery process

The quality of the heavy fuel oil largely depends onthe quality of crude oil and on the refining processused. This is why the properties of heavy fuel oilswith the same viscosity may vary considerably de-pending on the bunker positions. Heavy fuel oil isnormally a mixture of residual oil and distillates.The components of the mixture are normally ob-tained from modern refinery processes, such asCatcracker or Visbreaker. These processes canadversely affect the stability of the fuel as well asits ignition and combustion properties. Theprocessing of the heavy fuel oil and the operatingresult of the engine also depend heavily on thesefactors.

Bunker positions with standardised heavy fuel oilqualities should preferably be used. If oils need tobe purchased from independent dealers, also en-sure that these also comply with the internationalspecifications. The engine operator is responsiblefor ensuring that suitable heavy fuel oils are cho-sen.

Specifications

Fuels intended for use in an engine must satisfythe specifications to ensure sufficient quality. Thelimit values for heavy fuel oils are specified in "Table4-6: The fuel specifications and corresponding character-istics for heavy fuel oil".

The entries in the last column of "Table 4-6: The fuelspecifications and corresponding characteristics for heavyfuel oil" provide important background informationand must therefore be observed.

Different international specifications exist for heavyfuel oils. The most important specifications are ISO8217-2010 and CIMAC-2003, which are more orless identical. The ISO 8217 specification is shownin "Figure 4-1: ISO 8217-2010 specification for heavy fueloil" and "Figure 4-2: ISO 8217-2010 specification forheavy fuel oil (continued)". All qualities in these spec-ifications up to K700 can be used, providing thefuel preparation system has been designed ac-cordingly. To use any fuels, which do not complywith these specifications (e.g. crude oil), consulta-tion with Technical Service of MAN Diesel &Turbo SE in Augsburg is required. Heavy fuel oilswith a maximum density of 1,010 kg/m3 may onlybe used if up-to-date separators are installed.

Important

Even though the fuel properties specified in "Table4-6: The fuel specifications and corresponding character-istics for heavy fuel oil" satisfy the above require-ments, they probably do not adequately define theignition and combustion properties and the stabil-ity of the fuel. This means that the operating be-haviour of the engine can depend on propertiesthat are not defined in the specification. This par-ticularly applies to the oil property that causes for-mation of deposits in the combustion chamber,injection system, gas ducts and exhaust gas sys-tem. A number of fuels have a tendency towardsincompatibility with lubricating oil which leads todeposits being formed in the fuel delivery pumpthat can block the pumps. It may therefore be nec-essary to exclude specific fuels that could causeproblems.

Blends

The addition of engine oils (old lubricating oil,ULO – used lubricating oil) and additives that arenot manufactured from mineral oils, (coal-tar oil,for example), and residual products of chemical orother processes such as solvents (polymers or

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chemical waste) is not permitted. Some of the rea-sons for this are as follows: abrasive and corrosiveeffects, unfavourable combustion characteristics,poor compatibility with mineral oils and, last butnot least, adverse effects on the environment. Theorder for the fuel must expressly state what is notpermitted as the fuel specifications that generallyapply do not include this limitation.

If engine oils (old lubricating oil, ULO – used lubri-cating oil) are added to fuel, this poses a particulardanger as the additives in the lubricating oil act asemulsifiers that cause dirt, water and catfines tobe transported as fine suspension. They thereforeprevent the necessary cleaning of the fuel. In our

experience (and this has also been the experienceof other manufacturers), this can severely damagethe engine and turbocharger components.

The addition of chemical waste products (sol-vents, for example) to the fuel is prohibited for en-vironmental protection reasons according to theresolution of the IMO Marine Environment Protec-tion Committee passed on 1st January 1992.

Leaked oil collector

Leak oil collectors that act as receptacles for leakoil, and also return and overflow pipes in the lubeoil system, must not be connected to the fuel tank.Leak oil lines should be emptied into sludge tanks.

Viscosity (at 50 °C)

mm2/s (cSt)

max. 700 See "Paragraph: Viscosity/injection viscosity, page 4-22"

Viscosity

(at 100 °C)

55 See "Paragraph: Viscosity/injection viscosity, page 4-22"

Density (at 15 °C)

g/ml 1.010 See "Paragraph: Heavy fuel oil processing, page 4-22"

Flash point °C max. 60 See "Paragraph: Flash point (ASTM D 93), page 4-24"

Pour point(summer)

max. 30 See "Paragraph: Low temperature behaviour (ASTM D 97), page 4-24", "Paragraph: Pump characteris-

tics, page 4-24"

Pour point (winter) 30 See "Paragraph: Low temperature behaviour (ASTM D 97), page 4-24", "Paragraph: Pump characteris-

tics, page 4-24"

Carbon residues (Conradson)

Weight%

max. 20 See "Paragraph: Combustion properties, page 4-25"

Sulphur content 5 or

legal requirements

See "Paragraph: Sulphuric acid corrosion, page 4-27"

Ashcontent

0.15 See "Paragraph: Heavy fuel oil processing, page 4-22"

Vanadium content mg/kg 450 See "Paragraph: Heavy fuel oil processing, page 4-22"

Watercontent

Vol-ume%

0.5 See "Paragraph: Heavy fuel oil processing, page 4-22"

Sediment (potential) Weight%

0.1 -

Table 4-6 The fuel specifications and corresponding characteristics for heavy fuel oil (1 of 2)

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Aluminium and sili-cium content (total)

mg/kg max. 60 See "Paragraph: Heavy fuel oil processing, page 4-22"

Total acid number mg KOH/g

2.5 -

Hydrogen sulphide mg/kg 2 -

Used lubricating oil (ULO)

mg/kg - The fuel must be free of lubricating oil (ULO (used lubricating oil, old oil)). Fuel is considered as con-taminated with lubricating oil when the following concentrations occur: Ca > 30 ppm and Zn >

15 ppm or Ca > 30 ppm and P > 15 ppm.

Asphalt content Weight %

2/3 of carbon res-idue (according to

Conradson)

See "Paragraph: Combustion properties, page 4-25"

Sodium content mg/kg Sodium< 1/3 vanadium,

sodium< 100

See "Paragraph: Heavy fuel oil processing, page 4-22"

The fuel must be free of admixtures that cannot be obtained from mineral oils, such as vegetable or coal-tar oils.

It must also be free of tar oil and lubricating oil (old oil), and also chemical waste products such as solvents or

polymers.

Table 4-6 The fuel specifications and corresponding characteristics for heavy fuel oil (2 of 2)

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Figure 4-1 ISO 8217-2010 specification for heavy fuel oil

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Figure 4-2 ISO 8217-2010 specification for heavy fuel oil (continued)

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The purpose of the following information is toshow the relationship between the quality of heavyfuel oil, heavy fuel oil processing, engine operationand operating results more clearly.

Selection of heavy fuel oil

Economic operation with heavy fuel oil within thelimit values (see "Table 4-6: The fuel specifications andcorresponding characteristics for heavy fuel oil") is pos-sible under normal operating conditions, providedthe system is working properly and regular main-tenance is carried out. If these requirements arenot satisfied, shorter maintenance intervals, higherwear and a greater need for spare parts is to beexpected. The required maintenance intervals andoperating results determine which quality of heavyfuel oil should be used.

It is an established fact that the price advantagedecreases as viscosity increases. It is therefore notalways economical to use the fuel with the highestviscosity as in many cases the quality of this fuelwill not be the best.

Viscosity/injection viscosity

Heavy fuel oils with a high viscosity may be of aninferior quality. The maximum permissible viscositydepends on the preheating system installed andthe capacity (flow rate) of the separator.

The prescribed injection viscosity of 12 – 14 mm2/s (for GenSets, 23/30H and28/32H: 12 – 8 cSt) and corresponding fuel tem-perature upstream of the engine must be ob-served. This is the only way to ensure efficientatomisation and mixture formation and thereforelow-residue combustion. This also prevents me-chanical overloading of the injection system. Forthe prescribed injection viscosity and/or requiredfuel oil temperature upstream of the engine, referto the viscosity temperature diagram.

Heavy fuel oil processing

Whether or not problems occur when the engineis in operation depends on how carefully the heavyfuel oil has been processed. Particular care shouldbe taken to ensure that highly-abrasive inorganicforeign matter (catalyst particles, rust, sand) are ef-fectively removed. Experience in practise hasshown that wear as a result of abrasion in the en-gine increases considerably if the aluminium andsilicium content is higher than 15 mg/kg.

Viscosity and density influence the cleaning effect.This must be taken into account when designingand making adjustments to the cleaning system.

Settling tank

The heavy fuel oil is pre-cleaned in the settlingtank. The longer the fuel remains in the tank andthe lower the viscosity of the heavy fuel oil is, themore effective the pre-cleaning process will be(maximum preheating temperature of 75 °C toprevent asphalt forming in the heavy fuel oil). A set-tling tank is sufficient for heavy fuel oils with a vis-cosity of less than 380 mm2/s at 50 °C. If theheavy fuel oil has a high concentration of foreignmatter or if fuels in accordance withISO-F-RMG 380/500/700 or RMK 380/500/700are to be used, two settling tanks will be requiredone of which must be sized for 24-hour operation.Before the content is moved to the service tank,water and sludge must be drained from the set-tling tank.

Separators

A separator is particularly suitable for separatingmaterial with a higher specific density – water, for-eign matter and sludge, for example. The separa-tors must be self-cleaning (i. e. the cleaningintervals must be triggered automatically). Onlyseparators in the new generation may be used.They are extremely effective throughout a widedensity range with no changeover required andcan separate water from heavy fuel oils with a den-sity of up to 1.01 g/ml at 15 °C.

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For the prerequisites that must be met by the sep-arator see "Table 4-7: Obtainable contents of foreignmatter and water (after separation)". These limit valuesare used by manufacturers as the basis for dimen-sioning the separator and ensure compliance.

The manufacturer's specifications must be com-plied with to maximise the cleaning effect.

The separators must be arranged according to themanufacturers' current recommendations (Alpha-Laval and Westfalia). The density and viscosity ofthe heavy fuel oil in particular must be taken intoaccount. If separators by other manufacturers areused, MAN Diesel & Turbo should be consulted.

If processing is carried out in accordance with theMAN Diesel & Turbo specifications and the correctseparators are chosen, it may be assumed thatthe results (see "Table 4-7: Obtainable contents of for-

eign matter and water (after separation)") for inorganicforeign matter and water in the heavy fuel oil will beachieved at the engine inlet.

Results obtained during operation in practiseshow that the wear the occurs as a result of abra-sion in the injection system and the engine will re-main within acceptable limits if these values arecomplied with. In addition, optimum lubricating oiltreatment must be ensured.

Application in ships and station-ary use: parallel installation

1 Separator for 100 % flow rate

1 Separator (reserve) for 100 %flow rate

Figure 4-3 Heavy fuel oil cleaning/separator arrangement

Definition Particle size Quantity

Inorganic foreign matterincluding catalyst particles

< 5 μm < 20 mg/kg

Al+Si content - < 15 mg/kg

Water content - < 0.2 % by volume %

Table 4-7 Obtainable contents of foreign matter and water (after separation)

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Water

It is particularly important to ensure that the waterseparation process is as thorough as possible asthe water is present in the form of large droplets,and not as a finely distributed emulsion. In thisform, water also promotes corrosion and sludgeformation in the fuel system and therefore impairsthe supply, atomisation and combustion of theheavy fuel oil. If the water absorbed in the fuel isseawater, harmful sodium chloride and other saltsdissolved in this water will enter the engine.

The sludge containing water must be removedfrom the settling tank before the separation proc-ess starts, and must also be removed from theservice tank at regular intervals. The tank's ventila-tion system must be designed in such a way thatcondensate cannot flow back into the tank.

Vanadium/sodium

If the vanadium/sodium ratio is unfavourable, themelting point of the heavy fuel oil ash may fall in theoperating range of the exhaust-gas valve whichcan lead to high-temperature corrosion. Most ofthe water and water-soluble sodium compounds itcontains can be removed by pre-cleaning theheavy fuel oil in the settling tank and in the separa-tors.

The risk of high-temperature corrosion is low if thesodium content is one third of the vanadium con-tent or less. It must also be ensured that sodiumdoes not enter the engine in the form of seawaterin the intake air.

If the sodium content is higher than 100 mg/kg,this is likely to result in a higher quantity of salt de-posits in the combustion chamber and exhaustgas system. This will impair the function of the en-gine (including the suction function of the turbo-charger).

Under certain conditions, high-temperature corro-sion can be prevented by using a fuel additive thatincreases the melting point of the heavy fuel oil ash(see "Paragraph: Additives to heavy fuel oils, page4-27").

Ash

Fuel ash consists for the greater part of vanadiumoxide and nickel sulphate (see "Paragraph: Vanadi-um/sodium, page 4-24"). Heavy fuel oils that producea high quantity of ash in the form of foreign matter,e. g. sand, corrosion compounds and catalystparticles, accelerate mechanical wear in the en-gine. Catalyst particles produced as a result of thecatalytic cracking process may be present inheavy fuel oils. In most cases, these are aluminiumsilicate particles that cause a high degree of wearin the injection system and the engine. The alumin-ium content determined, multiplied by a factor ofbetween 5 and 8 (depending on the catalyticbond), is roughly the same as the proportion ofcatalyst remnants in the heavy fuel oil.

Homogeniser

If a homogeniser is used, it must never be installedbetween the settling tank and separator as other-wise it will not be possible to ensure satisfactoryseparation of harmful contaminants, particularlyseawater.

Flash point (ASTM D 93)

National and international transportation and stor-age regulations governing the use of fuels must becomplied with in relation to the flash point. In gen-eral, a flash point of above 60 °C is prescribed fordiesel engine fuels.

Low temperature behaviour (ASTM D 97)

The pour point is the temperature at which the fuelis no longer flowable (pumpable). As the pourpoint of many low-viscosity heavy fuel oils is higherthan 0 °C, the bunker facility must be preheated,unless fuel in accordance with RMA or RMB isused. The entire bunker facility must be designedin such a way that the heavy fuel oil can be pre-heated to around 10 °C above the pour point.

Pump characteristics

If the viscosity of the fuel is higher than1,000 mm2/s (cST), or the temperature is not atleast 10 °C above the pour point, pumping prob-lems will occur. For further information see "Para-graph: Low temperature behaviour (ASTM D 97), page4-24".

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Combustion properties

If the proportion of asphalt is more than two thirdsof the coke residue (Conradson), combustion maybe delayed which in turn may increase the forma-tion of combustion residues, leading to such asdeposits on and in the injection nozzles, largeamounts of smoke, low output, increased fuelconsumption and a rapid rise in ignition pressureas well as combustion close to the cylinder wall(thermal overloading of lubricating oil film). If the ra-tio of asphalt to coke residues reaches the limit0.66, and if the asphalt content exceeds 8 %, therisk of deposits forming in the combustion cham-ber and injection system is higher. These problemscan also occur when using unstable heavy fueloils, or if incompatible heavy fuel oils are mixed.This would lead to an increased deposition of as-phalt (see "Paragraph: Compatibility, page 4-27").

Ignition quality

Nowadays, to achieve the prescribed referenceviscosity, cracking-process products are used asthe low viscosity ingredients of heavy fuel oils al-though the ignition characteristics of these oilsmay also be poor. The cetane number of thesecompounds should be < 35. If the proportion ofaromatic hydrocarbons is high (more than 35 %),this also adversely affects the ignition quality.

The ignition delay in heavy fuel oils with poor igni-tion characteristics is longer and combustion isalso delayed which can lead to thermal overload-ing of the oil film at the cylinder liner and also highcylinder pressures. The ignition delay and accom-panying increase in pressure in the cylinder arealso influenced by the end temperature and com-pression pressure, i. e. by the compression ratio,the charge-air pressure and charge-air tempera-ture.

The disadvantages of using fuels with poor ignitioncharacteristics can be limited by preheating thecharge air in partial load operation and reducingthe output for a limited period. However, a moreeffective solution is a high compression ratio andoperational adjustment of the injection system tothe ignition characteristics of the fuel used, as isthe case with MAN Diesel & Turbo piston engines.

The ignition quality is one of the most decisiveproperties of the fuel. This value does not appearin the international specifications because astandardised testing method has only recently be-come available and not enough experience hasbeen gathered at this point to determine limit val-ues. The parameters, such as the calculated car-bon aromaticity index (CCAI), are therefore aidsderived from quantifiable fuel properties. We haveestablished that this method is suitable for deter-mining the approximate ignition quality of theheavy fuel oil used.

A testing instrument has been developed basedon the constant volume combustion method (fuelcombustion analyser FCA) and is currently beingtested by a series of testing laboratories. The in-strument measures the ignition delay to determinethe ignition quality of a fuel and the measurementobtained is converted into an instrument specificcetane number (FIA-CN or EC). It has been estab-lished that in some cases heavy fuel oils with a lowFIA cetane number or ECN number can cause op-erating problems.

As the liquid components of the heavy fuel oil de-cisively influence its ignition quality, flow propertiesand combustion quality, the bunker operator is re-sponsible for ensuring that the quality of heavy fueloil delivered is suitable for the diesel engine (see"Figure 4-4: Nomogram for the determination of CCAI –Assignment of CCAI ranges to engine types").

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Figure 4-4 Nomogram for the determination of CCAI – Assignment of CCAI ranges to engine types

The CCAI can be calculated using the following formula:CCAI = D – 141 log log (V + 0.85) – 81

Legend

V Viscosity mm²/s (cSt) at 50 °C

D Density [kg/m³] at 15 °C

CCAI Calculated carbon aromaticity index

A Normal operating conditions

B Ignition properties may be poor that adjustment of engine or engine or engine operating conditions are required

C Problems that have been identified may lead to engine damage, even after a short period of operation.

1 Engine type

2 The CCAI is obtained from the straight line through the density and viscosity of the heavy fuel oils.

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Sulphuric acid corrosion

The engine should be operated at the cooling wa-ter temperatures prescribed in the operatinghandbook for the relevant load. If the temperatureof the components that are exposed to acidiccombustion products is below the acid dew point,acid corrosion can no longer be effectively pre-vented, even if alkaline lubricating oil is used.

The BN values specified in "Section: Specification forlubricating oil (SAE 40) for operation on heavy fuel oil(HFO)" are sufficient, providing the quality of lubri-cating oil and engine's cooling system satisfy therequirements.

Compatibility

The supplier must guarantee that the heavy fuel oilis homogeneous and remains stable, even oncethe standard storage period has elapsed. If differ-ent bunker oils are mixed, this can lead to separa-tion and associated sludge formation in the fuelsystem during which large quantities of sludge ac-cumulate in the separator that block filters, preventatomisation and a large amount of residue as a re-sult of combustion.

This is due to incompatibility or instability of theoils. As much of the heavy fuel oil in the storagetank as possible should therefore be removed be-fore bunkering again to prevent incompatibility.

Blending heavy fuel oil

If heavy fuel oil for the main engine is blended withgas oil (MGO) to obtain the required quality or vis-cosity of heavy fuel oil, it is extremely importantthat the components of these oils are compatible(see "Paragraph: Compatibility, page 4-27").

Additives to heavy fuel oils

MAN Diesel & Turbo engines can be operatedeconomically without additives. It is up to the cus-tomer to decide whether or not the use of addi-tives is beneficial. The supplier of the additive mustguarantee that the engine operation will not be im-paired by using the product.

The use of heavy fuel oil additives during the war-ranty period must be avoided as a basic principle.

Additives that are currently used for diesel en-gines, as well as their probable effects on the en-gine's operation, are summarised in the "Table 4-8:Additives to heavy fuel oils – Classification/ effects", to-gether with their supposed effect on engine oper-ation.

Heavy fuel oils with low sulphur content

From the point of view of an engine manufacturer,a lower limit for the sulphur content of heavy fueloils does not exist. We have not identified anyproblems attributable to sulphur content in thelow-sulphur heavy fuel oils currently available onthe market. This situation may change in future ifnew methods are used for the production of low-sulphur heavy fuel oil (desulphurisation, newblending components). MAN Diesel & Turbo willmonitor developments and inform its customers ifrequired.

If the engine is not always operated with low-sul-phur heavy fuel oil, a corresponding lubricating oilfor the fuel with the highest sulphur content mustbe selected.



Precombustion additives

• Dispersing agents/stabilisers

• Emulsion breakers

• Biocides

Combustion addi-tives

• Combustion catalysts (fuel savings, emissions)

Post-combustion additives

• Ash modifier (hot corrosion)

• Soot removers (exhaust-gas sys-tem)

Table 4-8 Additives to heavy fuel oils – Classification/ effects

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Tests

Sampling

To check whether the specification providedand/or the necessary delivery conditions are com-plied with, we recommend you retain at least onesample of every bunker oil (at least for the durationof the engine's warranty period). To ensure thatrepresentative samples are taken of the bunker oil,a sample should be taken from the transfer linewhen starting up, halfway through the operatingperiod and at the end of the bunker period. “Sam-ple Tec" by MarTec in Hamburg is a suitable test-ing instrument which can be used to take sampleson a regular basis during bunkering.

Analysis of samples

Our department for fuels and lubricating oils(Augsburg factory, EQC department) will bepleased to provide further information on request.


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4.8 Viscosity-temperature diagram (VT diagram)

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Explanations of viscosity-temperature diagram

Figure 4-5 Viscosity-temperature diagram (VT diagram)

In the diagram, the fuel temperatures are shownon the horizontal axis and the viscosity is shownon the vertical axis.

The diagonal lines correspond to viscosity-tem-perature curves of fuels with different referenceviscosities. The vertical viscosity axis inmm2/s (cSt) applies for 40 and 50 °C.

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Determining the viscosity-temperature curve and therequired preheating temperature

Example: Heavy fuel oil of 180 mm2/s at 50 °C.

A heavy fuel oil with a viscosity of 180 mm2/s at50 °C can reach a viscosity of 1,000 mm2/s at24 °C (line e) – this is the maximum permissibleviscosity at which the pump can still deliver the fu-el.

When the last preheating appliance is a state-of-the-art appliance with 8 bar saturated steam, thisachieves a heavy fuel oil temperature of 152 °C. Athigh temperatures there is a danger of depositsforming in the preheating system – that could re-duce the heating output and lead to thermal over-loading of the heavy fuel oil. In this case asphaltforms, i. e. quality is adversely affected.

The heavy fuel oil lines between the outlet of thelast preheating system and the injection valvemust be suitably insulated to limit the maximumdrop in temperature to 4 °C. This is the only wayto achieve the necessary injection viscosity of14 mm2/s for heavy fuel oils with a reference vis-cosity of 700 mm2/s at 50 °C (the maximum vis-cosity as defined in the international specificationssuch as ISO CIMAC or British Standard). If theheavy fuel oil being used has a lower reference vis-cosity, the injection viscosity should ideally be12 mm2/s to improve the atomisation of heavy fueloil and in turn reduce combustion residues.

The delivery pump must be designed to handle aheavy fuel oil with a viscosity of up to1,000 mm2/s. The pour point of the heavy fuel oildetermines whether or not it can be pumped. Theengineering design of the bunker system must al-

low for the heavy fuel oil to be heated up to a tem-perature which is roughly 10 °C higher than thepour point.

Note!

The viscosity of gas oil or diesel fuel (marinediesel oil) upstream of the engine must be atleast 1.9 mm2/s. If the viscosity is too low, thismay cause seizing of the pump plunger or noz-zle needle valves as a result of insufficient lu-brication.

This can be avoided by monitoring the tempera-ture of the fuel. Although the maximum permissi-ble temperature depends on the viscosity of thefuel, it must never exceed the following values:

• 45 °C at the most with DMA and DMB

• 60 °C at the most with RMA

A fuel cooler must therefore be installed.

For operation with special fuels (not according toISO8217-2010) like "Arctic Diesel" or "DMX" con-sult the technical service of MAN Diesel & Turbo inAugsburg. In this case, please provide exact fuelspecification.

Prescribed injection vis-cosity in mm2/s

Required temperature of heavy fuel oil at engine inlet1) in °C

1) The drop in temperature between the last preheating appli-ance and the fuel injection pump is not taken into account in these figures.

12 126 (line c)

14 119 (line d)

Table 4-9 Determination of the viscosity-temperature curve and the preheating temperature

Page 4 - 30 E-BB


4.9 Specification for engine cooling water

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Preliminary notes

As is also the case with the fuel and lubricating oil,the engine cooling water must be carefully select-ed, handled and checked. If this is not the case,corrosion, erosion and cavitation may occur at thewalls of the cooling system in contact with waterand deposits may form. Deposits obstruct thetransfer of heat and can cause thermal overload-ing of the cooled parts. The system must be treat-ed with an anticorrosive agent before bringing itinto operation for the first time. The concentrationsprescribed by the engine manufacturer must al-ways be observed during subsequent operation.The above especially applies if a chemical additiveis added.

Requirements

Limit values

The properties of untreated cooling water mustcorrespond to the following limit values:

Testing equipment

The MAN Diesel & Turbo water testing equipmentincorporates devices that determine the waterproperties referred to above in a straightforwardmanner. The manufacturers of anticorrosiveagents also supply user-friendly testing equip-ment. For information on monitoring cooling water,see "Section 4.10: Cooling water inspecting, page 4-39".


Distillate

If distilled water (from a freshwater generator, forexample) or fully desalinated water (from ion ex-change or reverse osmosis) is available, thisshould ideally be used as the engine cooling water.These waters are free of lime and salts whichmeans that deposits that could interfere with thetransfer of heat to the cooling water, and thereforealso reduce the cooling effect, cannot form. How-ever, these waters are more corrosive than normalhard water as the thin film of lime scale that wouldotherwise provide temporary corrosion protectiondoes not form on the walls. This is why distilledwater must be handled particularly carefully andthe concentration of the additive must be regularlychecked.

Hardness

The total hardness of the water is the combinedeffect of the temporary and permanent hardness.The proportion of calcium and magnesium salts isof overriding importance. The temporary hardnessis determined by the carbonate content of the cal-cium and magnesium salts. The permanent hard-ness is determined by the amount of remainingcalcium and magnesium salts (sulphates). Thetemporary (carbonate) hardness is the critical fac-tor that determines the extent of limescale depositin the cooling system.

Water with a total hardness of > 10°dGH must bemixed with distilled water or softened. Subsequenthardening of extremely soft water is only neces-sary to prevent foaming if emulsifiable slushing oilsare used.

Properties/ characteristic

Properties Unit

Water type Distillate or freshwater, free of foreign matter.

The following are prohibited: Seawater, brackish water, river water, brines, industrial waste water and rainwater.

-

Total hardness max. 10 °dH1)

1) 1 °dH (German hardness): 10 mg CaO in 1 litre of water 17.9 mg CaCO3/l 0.357 mval/l 0.179 mmol/l

pH value 6.5 – 8 -

Chloride ion content

max. 50 mg/l2)

2) 1 mg/l = 1 ppm

Table 4-10 Cooling water – Properties to be observed

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Damage to the cooling water system

Corrosion

Corrosion is an electrochemical process that canwidely be avoided by selecting the correct waterquality and by carefully handling the water in theengine cooling system.

Flow cavitation

Flow cavitation can occur in areas in which highflow velocities and high turbulence is present. Ifthe steam pressure is reached, steam bubblesform and subsequently collapse in high pressurezones which causes the destruction of materials inconstricted areas.

Erosion

Erosion is a mechanical process accompanied bymaterial abrasion and the destruction of protectivefilms by solids that have been drawn in, particularlyin areas with high flow velocities or strong turbu-lence.

Stress corrosion cracking

Stress corrosion cracking is a failure mechanismthat occurs as a result of simultaneous dynamicand corrosive stress. This may lead to crackingand rapid crack propagation in water-cooled, me-chanically-loaded components if the cooling waterhas not been treated correctly.

Processing of engine cooling water

Formation of a protective film

The purpose of treating the engine cooling waterusing anticorrosive agents is to produce a contin-uous protective film on the walls of cooling surfac-es and therefore prevent the damage referred toabove. In order for an anticorrosive agent to be100 % effective, it is extremely important that un-treated water satisfies the requirements in "Para-graph: Requirements, page 4-31".

Protective films can be formed by treating thecooling water with an anticorrosive chemical or anemulsifiable slushing oil.

Emulsifiable slushing oils are used less and lessfrequently as their use has been considerably re-stricted by environmental protection regulations,and because they are rarely available from suppli-ers for this and other reasons.

Treatment prior to initial commissioning of engine

Treatment with an anticorrosive agent should becarried out before the engine is brought into oper-ation for the first time to prevent irreparable initialdamage.

Warning!

The engine must not be brought into operationwithout treating the cooling water first.

Additives for cooling water

Only the additives approved by MAN Diesel &Turbo and listed in "Table 4-11: Nitrite-containingchemical additives" up to "Table 4-14: Anti-freeze solu-tions with slushing properties" may be used.

Required approval

A cooling water additive may only be permitted foruse if tested and approved as per the latest direc-tives of the ICE Research Association (FVV) "Suit-ability test of internal combustion engine coolingfluid additives.” The test report must be obtainableon request. The relevant tests can be carried outon request in Germany at the staatliche Material-prüfanstalt (Federal Institute for Materials Re-search and Testing), Abteilung Oberflächentechnik(Surface Technology Division), Grafenstraße 2 inD-64283 Darmstadt.

Once the cooling water additive has been testedby the FVV, the engine must be tested in the sec-ond step before the final approval is granted.

Only in closed circuits

Additives may only be used in closed circuitswhere no significant consumption occurs, apartfrom leaks or evaporation losses.

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Chemical additives

Sodium nitrite and sodium borate based additivesetc. have a proven track record. Galvanised ironpipes or zinc sacrificial anodes must not be usedin cooling systems. This corrosion protection is notrequired due to the prescribed cooling water treat-ment and electrochemical potential reversal canoccur due to the cooling water temperatureswhich are normally present in engines nowadays.If necessary, the pipes must be deplated.

Slushing oil

This additive is an emulsifiable mineral oil with add-ed slushing ingredients. A thin film of oil forms onthe walls of the cooling system. This prevents cor-rosion without interfering with the transfer of heatand also prevents limescale deposits on the wallsof the cooling system.

The significance of emulsifiable corrosion-slushingoils is fading. Oil-based emulsions are rarely usednowadays for environmental protection reasonsand also because stability problems are known tooccur in emulsions.

Anti-freeze agents

If temperatures below the freezing point of water inthe engine cannot be excluded, an anti-freeze so-lution that also prevents corrosion must be addedto the cooling system or corresponding parts.Otherwise, the entire system must be heated. (Mil-itary specification: Sy-7025).

Sufficient corrosion protection can be provided byadding the products listed in "Table 4-14: Anti-freezesolutions with slushing properties" while observing theprescribed concentration. This concentration pre-vents freezing at temperatures down to –22 °C.However, the quantity of anti-freeze solution actu-ally required always depends on the lowest tem-peratures that are to be expected at the place ofuse.

Anti-freezes are generally based on ethylene gly-col. A suitable chemical anticorrosive agent mustbe added if the concentration of the anti-freeze so-lution prescribed by the user for a specific applica-tion does not provide an appropriate level ofcorrosion protection, or if the concentration of

anti-freeze solution used is lower due to less strin-gent frost protection requirements and does notprovide an appropriate level of corrosion protec-tion. For information on the compatibility of theanti-freeze solution with the anticorrosive agentand the required concentrations, contact the man-ufacturer. As regards the chemical additives indi-cated in "Table 4-11: Nitrite-containing chemicaladditives", their compatibility with ethylene glycol-based antifreezes has been proved. Anti-freezesolutions may only be mixed with one another withthe consent of the manufacturer, even if these so-lutions have the same composition.

Before an anti-freeze solution is used, the coolingsystem must be thoroughly cleaned.

If the cooling water contains an emulsifiable slush-ing oil, anti-freeze solution must not be added asotherwise the emulsion would break up and oilsludge would form in the cooling system.

Observe the applicable environmental protectionregulations when disposing of cooling water con-taining additives. For more information, consult theadditive supplier.

Biocides

If you cannot avoid using a biocide because thecooling water has been contaminated by bacteria,observe the following steps:

• You must ensure that the biocide to be used issuitable for the specific application.

• The biocide must be compatible with the seal-ing materials used in the cooling water systemand must not react with these.

• The biocide and its decomposition productsmust not contain corrosion-promoting compo-nents. Biocides whose decomposition prod-ucts contain chloride or sulphate ions are notpermitted.

• Biocides that cause foaming of the cooling wa-ter are not permitted.

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Prerequisite for effective use of a rust inhibitor

Clean cooling system

As contamination significantly reduces the effec-tiveness of the additive, the tanks, pipes, coolersand other parts outside the engine must be free ofrust and other deposits before the engine is start-ed up for the first time and after repairs are carriedout on the pipe system. The entire system musttherefore be cleaned with the engine switched offusing a suitable cleaning agent (see "Section 4.11:Cooling water system cleaning, page 4-41").

Loose solid matter in particular must be removedby flushing the system thoroughly as otherwiseerosion may occur in locations where the flow ve-locity is high.

The cleaning agents must not corrode the sealsand materials of the cooling system. In most cas-es, the supplier of the cooling water additive will beable to carry out this work and, if this is not possi-ble, will at least be able to provide suitable prod-ucts to do this. If this work is carried out by theengine operator, he should use the services of aspecialist supplier of cleaning agents. The coolingsystem must be flushed thoroughly followingcleaning. Once this has been done, the enginecooling water must be treated immediately withanticorrosive agent. Once the engine has beenbrought back into operation, the cleaned systemmust be checked for leaks.

Regular checks of the cooling water condition and cooling water system

Treated cooling water may become contaminatedwhen the engine is in operation, which causes theadditive to loose some of its effectiveness. It istherefore advisable to regularly check the coolingsystem and the cooling water condition. To deter-mine leakages in the lube oil system, it is advisableto carry out regular checks of water in the com-pensating tank. Indications of oil content in waterare, e.g. discolouration or a visible oil film on thesurface of the water sample.

The additive concentration must be checked atleast once a week using the test kits specified bythe manufacturer. The results must be document-ed.

Note!

The chemical additive concentrations shall notbe less than the minimum concentrations indi-cated in "Table 4-11: Nitrite-containing chemical addi-tives".

Excessively low concentrations can promote cor-rosion and must be avoided. If the concentrationis slightly above the recommended concentrationthis will not result in damage. Concentrations thatare more than twice the recommended concentra-tion should be avoided.

Every 2 to 6 months send a cooling water sampleto an independent laboratory or to the enginemanufacturer for integrated analysis.

Emulsifiable anticorrosive agents must generallybe replaced after abt. 12 months according to thesupplier's instructions. When carrying this out, theentire cooling system must be flushed and, if nec-essary, cleaned. Once filled into the system, fresh-water must be treated immediately.

If chemical additives or anti-freeze solutions areused, cooling water should be replaced after 3years at the latest.

If there is a high concentration of solids (rust) in thesystem, the water must be completely replacedand entire system carefully cleaned.

Deposits in the cooling system may be caused byfluids that enter the cooling water, or the break upof emulsion, corrosion in the system and limescaledeposits if the water is very hard. If the concentra-tion of chloride ions has increased, this generallyindicates that seawater has entered the system.The maximum specified concentration of 50 mgchloride ions per kg must not be exceeded as oth-erwise the risk of corrosion is too high. If exhaustgas enters the cooling water, this may lead to asudden drop in the pH value or to an increase inthe sulphate content.

Water losses must be compensated for by fillingwith untreated water that meets the quality re-quirements specified in "Paragraph: Requirements,page 4-31". The concentration of the anticorrosiveagent must subsequently be checked and adjust-ed if necessary.

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Subsequent checks of cooling water are especial-ly required if the cooling water had to be drainedoff in order to carry out repairs or maintenance.

Protective measures

Anticorrosive agents contain chemical com-pounds that can pose a risk to health or the envi-ronment if incorrectly used. Comply with thedirections in the manufacturer's material safetydata sheets.

Avoid prolonged direct contact with the skin.Wash hands thoroughly after use. If larger quanti-ties spray and/or soak into clothing, remove andwash clothing before wearing it again.

If chemicals come into contact with your eyes,rinse them immediately with plenty of water andseek medical advice.

Anticorrosive agents are generally harmful to thewater cycle. Observe the relevant statutory re-quirements for disposal.

Auxiliary engines

If the same cooling water system used in a MANDiesel & Turbo two-stroke main engine is used ina marine engine of type 16/24, 21/31, 23/30H,27/38 or 28/32H, the cooling water recommenda-tions for the main engine must be observed.

Analysis

We analyse cooling water for our customers in ourchemical laboratory. A 0.5 l sample is required forthe test.

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Permissible cooling water additives

Nitrite-containing chemical additives

Manufacturer Product designa-tion

Initial dose per 1,000 l

Minimum concentration ppm

Product Nitrite(NO2)

Na-Nitrite

(NaNO2)

Drew MarineOne Drew PlazaBoontonNew Jersey 07005USA

Liquidewt

Maxigard

15 l40 l

15,000

40,000

7001,330

1,0502,000

Wilhelmsen (Unitor)

KJEMI-Service A.S.

P.O.Box 49/Norway

3140 Borgheim

Rocor NB LiquidDieselguard

21.5 l4.8 kg

21,5004,800

2,4002,400

3,6003,600

Nalfleet Marine

Chemicals

P.O.Box 11

Northwich

Cheshire CW8DX, U.K.

Nalfleet EWT Liq

(9-108)

Nalfleet EWT 9-111

Nalcool 2000

3 l10 l30 l

3,00010,00030,000

1,0001,0001,000

1,5001,5001,500

Maritech AB

P.O.Box 143

S-29122 Kristianstad

Marisol CW 12 l 12,000 2,000 3,000

Uniservice

Via al Santuario di N.S.

della Guardia 58/A

16162 Genova, Italy

N.C.L.T.Colorcooling

12 l24 l

12,00024,000

2,0002,000

3,0003,000

Marichem – Marigases

64 Sfaktirias Street

18545 Piraeus, Greece

D.C.W.T –

Non-Chromate

48 l 48,000 2,400 -

Marine Care

3144 NA Maasluis

The Netherlands

Caretreat 2 16 l 16,000 4,000 6,000

Vecom

Schlenzigstraße 7

21107 Hamburg

Germany

Cool Treat NCLT 16 l 16,000 4,000 6,000

Table 4-11 Nitrite-containing chemical additives

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Nitrite-free additives (chemical additives)

Emulsifiable slushing oils

Manufacturer Product designation Initial dosing

per 1,000 l

Minimum concen-

tration

Arteco TechnologieparkZwinaarde 2B-9052 Gent, Belgium

Havoline

XLI

75 l 7.5 %

Total LubricantsParis, France

WT Supra 75 l 7.5 %

Q8 Oils Q8 Corrosion Inhibitor Long-Life

75 l 7.5 %

Table 4-12 Chemical additives – Nitrite free

Manufacturer Product

(Designation)

BP Marine, Breakspear Way, Hemel Hempstead,

Herts HP2 4UL

Diatsol MFedaro M

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Solvex WT 3

Deutsche Shell AGÜberseering 3522284 Hamburg, Germany

Oil 9156

Table 4-13 Emulsifiable slushing oils

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Anti-freeze solutions with slushing properties

Manufacturer Product (Designation)

Minimum

concentration

BASFCarl-Bosch-Str.67063 Ludwigshafen, RheinGermany

Glysantin G 48Glysantin 9313Glysantin G 05

35 %

Castrol Int.Pipers WaySwindon SN3 1RE, UK

Antifreeze NF, SF

BP, Britannic TowerMoor Lane London EC2Y 9B, UK

Anti-frost X 2270A

Deutsche Shell AGÜberseering 3522284 HamburgGermany

Glycoshell

Mobil Oil AGSteinstraße 520095 HamburgGermany

Antifreeze agent 500

Arteco/TechnologieparkZwijnaarde 2 B-9052 GentBelgium

Havoline XLC

Total LubricantsParis, France

Glacelf Auto SupraTotal Organifreeze

Table 4-14 Anti-freeze solutions with slushing properties

Page 4 - 38 J-BB


4.10 Cooling water inspecting

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Summary

Acquire and check typical values of the operatingmedia to prevent or limit damage.

The freshwater used to fill the cooling water cir-cuits must satisfy the specifications. The coolingwater in the system must be checked regularly inaccordance with the maintenance schedule.

The following work/steps is/are necessary:

Acquisition of typical values for the operating fluid,evaluation of the operating fluid and checking theconcentration of the anticorrosive agent.

Tools/equipment required

Equipment for checking the freshwater quality

The following equipment can be used:

• The MAN Diesel & Turbo water testing kit, orsimilar testing kit, with all necessary instru-ments and chemicals that determine the waterhardness, pH value and chloride content (ob-tainable from MAN Diesel & Turbo or Mar-TecMarine, Hamburg).

Equipment for testing the concentration of additives

When using chemical additives:

• Testing equipment in accordance with the sup-plier's recommendations. Testing kits from thesupplier also include equipment that can beused to determine the freshwater quality.

Testing the typical values of water

Short specification

Testing the concentration of anticorrosive agents

Short specification

Typical value/property

Water for filling and refilling

(without addi-tive)

Circulating water

(with addi-tive)

Water type Freshwater, free of foreign matter

Treated cool-ing water

Total hardness 10 °dGH1)

1) dH = German hardness1 °dH = 10 mg/l CaO

= 17.9 mg/l CaCO =0.179 mmol/l

10 °dGH1)

pH value 6.5 – 8 at 20 °C 7.5 at 20 °C

Chloride ion content

50 mg/l 50 mg/l2)

2) 1 mg/l = 1 ppm

Table 4-15 Quality specifications for cooling water (abbreviated version)

Anticorro-sive agent

Concentration

Chemical additives

According to the quality specification, see "Section 4.9: Specification for engine cooling water, page 4-31".

Anti-freeze agents

According to the quality specification, see "Section 4.9: Specification for engine cooling water, page 4-31".

Table 4-16 Concentration of the cooling water additive

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Testing the concentration of chemical additives

The concentration should be tested every week,and/or according to the maintenance schedule,using the testing instruments, reagents and in-structions of the relevant supplier.

Chemical slushing oils can only provide effectiveprotection if the right concentration is preciselymaintained. This is why the concentrations recom-mended by MAN Diesel & Turbo (quality specifica-tions in "Section 4.9: Specification for engine coolingwater, page 4-31") must be complied with in all cas-es. These recommended concentrations may beother than those specified by the manufacturer.

Testing the concentration of anti-freeze agents

The concentration must be checked in accord-ance with the manufacturer's instructions or thetest can be outsourced to a suitable laboratory. Ifin doubt, consult MAN Diesel & Turbo.

Regular water samplings

Small quantities of lubricating oil in cooling watercan be found by visual check during regular watersampling from the expansion tank.

Testing

We test cooling water for customers in our labora-tory. To carry out the test, we will need a represent-ative sample of abt. 0.5 l.

Page 4 - 40 JJ__


4.11 Cooling water system cleaning

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Summary

Remove contamination/residue from operating flu-id systems, ensure/reestablish operating reliability.

Cooling water systems containing deposits orcontamination prevent effective cooling of parts.Contamination and deposits must be regularlyeliminated.

This comprises the following:

Cleaning the system and, if required, removal oflimescale deposits, flushing the system.

Cleaning

The cooling water system must be checked forcontamination at regular intervals. Cleaning is re-quired if the degree of contamination is high. Thiswork should ideally be carried out by a specialist

who can provide the right cleaning agents for thetype of deposits and materials in the cooling cir-cuit. The cleaning should only be carried out bythe engine operator if this cannot be done by aspecialist.

Oil sludge

Oil sludge from lubricating oil that has entered thecooling system or a high concentration of anticor-rosive agents can be removed by flushing the sys-tem with freshwater to which some cleaning agenthas been added. Suitable cleaning agents are list-ed alphabetically in "Table 4-17: Cleaning agents forremoving oil sludge". Products by other manufactur-ers can be used providing they have similar prop-erties. The manufacturer's instructions for usemust be strictly observed.

Lime and rust deposits

Lime and rust deposits can form if the water is es-pecially hard or if the concentration of the anticor-rosive agent is too low. A thin lime scale layer canbe left on the surface as experience has shownthat this protects against corrosion. However,limescale deposits with a thickness of more than0.5 mm obstruct the transfer of heat and causethermal overloading of the components beingcooled.

Rust that has been flushed out may have an abra-sive effect on other parts of the system, such asthe sealing elements of the water pumps. Togetherwith the elements that are responsible for water

hardness, this forms what is known as ferroussludge which tends to gather in areas where theflow velocity is low.

Products that remove limescale deposits are gen-erally suitable for removing rust. Suitable cleaningagents are listed alphabetically in "Table 4-18: Clean-ing agents for removing limescale and rust deposits".Products by other manufacturers can be usedproviding they have similar properties. The manu-facturer's instructions for use must be strictly ob-served. Prior to cleaning, check whether thecleaning agent is suitable for the materials to becleaned.

Manufacturer Product Concentration Duration of cleaning proce-dure/temperature

Drew HDE-777 4 – 5 % 4 h at 50 – 60 °C

Nalfleet MaxiClean 2 2 – 5 % 4 h at 60 °C

Unitor Aquabreak 0.05 – 0.5 % 4 h at ambient temperature

Vecom Ultrasonic

Multi Cleaner

4 % 12 h at 50 – 60 °C

Table 4-17 Cleaning agents for removing oil sludge

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The products listed in "Table 4-18: Cleaning agents forremoving limescale and rust deposits" are also suitablefor stainless steel.

In emergencies only

Hydrochloric acid diluted in water or aminosul-phonic acid may only be used in exceptional casesif a special cleaning agent that removes limescaledeposits without causing problems is not availa-ble. Observe the following during application:

• Stainless steel heat exchangers must never betreated using diluted hydrochloric acid.

• Cooling systems containing non-ferrous metals(aluminium, red bronze, brass, etc.) must betreated with deactivated aminosulphonic acid.This acid should be added to water in a con-centration of 3 – 5 %. The temperature of thesolution should be 40 – 50 °C.

• Diluted hydrochloric acid may only be used toclean steel pipes. If hydrochloric acid is used asthe cleaning agent, there is always a dangerthat acid will remain in the system, even whenthe system has been neutralised and flushed.This residual acid promotes pitting. We there-fore recommend you have the cleaning carriedout by a specialist.

The carbon dioxide bubbles that form when limes-cale deposits are dissolved can prevent the clean-ing agent from reaching boiler scale. It is thereforeabsolutely necessary to circulate the water withthe cleaning agent to flush away the gas bubblesand allow them to escape. The length of the clean-ing process depends on the thickness and com-position of the deposits. Values are provided for

orientation in "Table 4-17: Cleaning agents for removingoil sludge".

Following cleaning

The cooling system must be flushed several timesonce it has been cleaned using cleaning agents.Replace the water during this process. If acids areused to carry out the cleaning, neutralise the cool-ing system afterwards with suitable chemicalsthen flush. The system can then be refilled withwater that has been prepared accordingly.

Attention!

Start the cleaning operation only when the en-gine has cooled down. Hot engine compo-nents must not come into contact with coldwater. Open the venting pipes before refillingthe cooling water system. Blocked ventingpipes prevent air from escaping which canlead to thermal overloading of the engine.

Safety/environmental protection

The products to be used can endanger health andmay be harmful to the environment.

Follow the manufacturer's handling instructionswithout fail.

The applicable regulations governing the disposalof cleaning agents or acids must be observed.

Manufacturer Product Concentration Duration of cleaning proce-dure/temperature

Drew SAF-Acid

Descale-IT

Ferroclean

5 – 10 %

5 – 10 %

10 %

4 h at 60 – 70 °C

4 h at 60 – 70 °C

4 – 24 h at 60 – 70 °C

Nalfleet Nalfleet 9 – 068 5 % 4 h at 60 – 75 °C

Unitor Descalex 5 – 10 % 4 – 6 h at approx. 60 °C

Vecom Descalant F 3 – 10 % Approx. 4 h at 50 – 60 °C

Table 4-18 Cleaning agents for removing limescale and rust deposits

Page 4 - 42 gJ__


4.12 Specification for intake air (combustion air)

_041

1-00

00A

A2.

fm


General

The quality and condition of intake air (combustionair) have a significant effect on the engine output,wear and emissions of the engine. In this regard,not only are the atmospheric conditions extremelyimportant, but also contamination by solid andgaseous foreign matter.

Mineral dust in the intake air increases wear.Chemicals and gases promote corrosion.

This is why effective cleaning of intake air (com-bustion air) and regular maintenance/ cleaning ofthe air filter are required.

When designing the intake air system, the maxi-mum permissible overall pressure drop (filter, si-lencer, pipe line) of 20 mbar must be taken intoconsideration.

Exhaust turbochargers for marine engines areequipped with silencers enclosed by a filter mat asa standard. The quality class (filter class) of the fil-ter mat corresponds to the G3 quality in accord-ance with EN779.

Requirements

Liquid fuel engines: As minimum, inlet air (combus-tion air) must be cleaned by a G3 class filter as perEN779, if the combustion air is drawn in from in-side (e.g. from the machine room/engine room). Ifthe combustion air is drawn in from outside, in theenvironment with a risk of higher inlet air contami-nation (e.g. due to sand storms, due to loadingand unloading grain cargo vessels or in the sur-roundings of cement plants), additional measuresmust be taken. This includes the use of pre-sepa-rators, pulse filter systems and a higher grade offilter efficiency class at least up to M5 according toEN779.

Gas engines and dual-fuel engines: As minimum, in-let air (combustion air) must be cleaned by a G3class filter as per EN779, if the combustion air isdrawn in from inside (e.g. from machine room/en-gine room). Gas engines or dual-fuel engines mustbe equipped with a dry filter. Oil bath filters are notpermitted because they enrich the inlet air with oilmist. This is not permissible for gas operated en-gines because this may result in engine knocking.If the combustion air is drawn in from outside, inthe environment with a risk of higher inlet air con-tamination (e.g. due to sand storms, due to load-ing and unloading grain cargo vessels or in thesurroundings of cement plants) additional meas-ures must be taken. This includes the use of pre-separators, pulse filter systems and a higher gradeof filter efficiency class at least up to M5 accordingto EN779.

In general, the following applies:

The inlet air path from air filter to engine shall bedesigned and implemented airtight so that no falseair may be drawn in from the outdoor.

The concentration downstream of the air filterand/or upstream of the turbocharger inlet mustnot exceed the following limit values.

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Note!

Intake air shall not contain any flammable gas-es. Make sure that the combustion air is notexplosive and is not drawn in from the ATEXZone.

Properties Typical value Unit1)

1) One Nm3 corresponds to one cubic meter of gas at 0 °C and 101.32 kPa.

Particle size < 5 μm: minimum 90 % of the particle number

Particle size < 10 μm: minimum 98 % of the particle number

Dust (sand, cement, CaO, Al2O3 etc.) max. 5 mg/Nm3

Chlorine max. 1.5

Sulphur dioxide (SO2) max. 1.25

Hydrogen sulphide (H2S) max. 5

Salt (NaCl) max. 1

Table 4-19 Intake air (combustion air) – Typical values to be observed

Page 4 - 44 gJ__

Kap

itelti

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fm

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5 Engine supply systems

Page 5 - 1

Kap

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Page 5 - 2

Engine supply systems

5.1.1 Engine pipe connections and dimensions

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5.1 Basic principles for pipe selection


The external piping systems are to be installed andconnected to the engine by the shipyard or by theplant engineering company for a power plant.

The design of the piping has to take into accountthe maximum allowed pressure losses, the recom-mended flow rates, the requirements of the instal-lations (e.g. pumps, valves), the limitations of thepiping material (e.g. erosion and corrosion resist-ance) and secondary effects (e.g. noise).

Therefore, depending on specific conditions ofpiping systems, it may be necessary to adopt evenlower flow rates as stated in the table below.

Generally it is not recommended to adopt higherflow rates.

- Recommended flow rates (m/s)

Suction side Delivery side

Fresh water (cooling water) 1.0 – 2.0 2.0 – 3.5

Lube oil 0.5 – 1.0 1.5 – 2.5

Sea water 1.0 – 1.5 1.5 – 2.5

Diesel fuel 0.5 – 1.0 1.5 – 2.0

Heavy fuel oil 0.3 – 0.8 1.0 – 1.8

Natural gas (<5 bar) - 5 – 10

Natural gas (>5 bar) - 20 – 30

Pressurized air for control air system - 2 – 10

Pressurized air for starting air system - 25 – 30

Intake air 20 – 25

Exhaust gas 40

Table 5-1 Recommended flow rates

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Specification of materials for piping

General

• The properties of the piping shall conform to in-ternational standards, e.g. DIN EN 10208, DINEN 10216, DIN EN 10217 or DIN EN 10305,DIN EN 13480-3.

• For piping, black steel pipe should be used;stainless steel shall be used where necessary.

• Outer surface of pipes need to be primed andpainted according to the specification – for sta-tionary power plants consider Q10.09028-5013.

• The pipes are to be sound, clean and free fromall imperfections. The internal surfaces must bethoroughly cleaned and all scale, grit, dirt andsand used in casting or bending removed. Nosand is to be used as packing during bendingoperations. For further instructions regardingstationary power plants please also considerQ10.09028-2104.

• In the case of pipes with forged bends care isto be taken that internal surfaces are smoothand no stray weld metal left after joining.

• Please see the instructions in our Work card6682000.16-01E for cleaning of steel pipes be-fore fitting together with the Q10.09028-2104for stationary power plants.

LT-, HT- and nozzle cooling water pipes

Galvanised steel pipe must not be used for thepiping of the system as all additives contained inthe engine cooling water attack zinc.

Moreover, there is the risk of the formation of localelectrolytic element couples where the zinc layerhas been worn off, and the risk of aeration corro-sion where the zinc layer is not properly bonded tothe substrate.

Proposed material (EN)

P235GH, E235, X6CrNiMoTi17-12-2

Fuel oil pipes, Lube oil pipes

Galvanised steel pipe must not be used for thepiping of the system as acid components of thefuel may attack zinc.


E235, P235GH, X6CrNiMoTi17-12-2

Starting air/control air pipes

Galvanised steel pipe must not be used for thepiping of the system.


E235, P235GH, X6CrNiMoTi17-12-2

Urea pipes (for SCR only)

Galvanised steel pipe, brass and copper compo-nents must not be used for the piping of the sys-tem.


X6CrNiMoTi17-12-2

Page 5 - 10 K-AF


5.0.1 Installation of flexible pipe connections for resiliently mounted engines

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Arrangement of hoses on resiliently mounted engine

Flexible pipe connections become necessary toconnect resilient mounted engines with externalpiping systems. They are used to compensate thedynamic movements of the engine in relation tothe external piping system. For information aboutthe origin of the dynamic engine movements, theirdirection and identity in principle see "Table 5-1: Ex-cursions of the in-line engines" and "Table 5-2: Excur-sions of the V-engines".

Note!

The above entries are approximate values(±10 %); they are valid for the standard designof the mounting.

Assumed sea way movements: Pitching ±7.5°/rolling ±22.5°.

Engine rotations unit Coupling displacements unit

Exhaust flange(at the turbocharger)

° mm mm

Axial

RX

Cross direction

RY

Vertical

RZ

Axial

X

Cross direction

Y

Vertical

Z

Axial

X

Cross direction

Y

Vertical

Z

Orig

in o

f sta

tic/d

ynam

ic m

ovem

ents Pitching 0.0 ±0.026 0.0 ±0.95 0.0 ±1.13 ±2.4 0.0 ±1.1

Rolling ±0.22 0.0 0.0 0.0 ±3.2 ±0.35 ±0.3 ±16.2 ±4.25

Engine torque –0.045(CCW)

0.0 0.0 0.0 0.35 (to Cntrl. Side)

0.0 0.0 2.9 (to Cntrl. Side)

0.9

Vibration during normal operation

(±0.003) ~0.0 ~0.0 0.0 0.0 0.0 0.0 ±0.12 ±0.08

Run outresonance

±0.053 0.0 0.0 0.0 ±0.64 0.0 0.0 ±3.9 ±1.1

Table 5-1 Excursions of the in-line engines

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Note!

The above entries are approximate values(±10 %); they are valid for the standard designof the mounting.

Assumed sea way movements: Pitching ±7.5°/rolling ±22.5°.

The conical mounts (RD214B/X) are fitted withinternal stoppers (clearances: Δlat = ±3 mm,Δvert = ±4 mm); these clearances will not becompletely utilized by the above loading cas-es.

Engine rotations unit Coupling displacements unit Exhaust flange(at the turbocharger)

° mm mm

Axial

Rx

Cross direction

Ry

Vertical

Rz

Axial

X

Cross direction

Y

Vertical

Z

Axial

X

Cross direction

Y

Vertical

Z

Orig

in o

f sta

tic/d

ynam

ic m

ovem

ents

Pitching 0.0 ±0.066 0.0 ±1.7 0.0 ±3.4 ±5.0 0.0 ±2.6

Rolling ±0.3 0.0 0.0 0.0 ±5.0 ±0.54 0.0 ±21.2 ±5.8

Engine torque

–0.07 0.0 0.0 0.0 +0.59 (to A bank)

0.0 0.0 +4.2 (to A bank)

–1.37(A-TC)

Vibration during normal operation

(±0.004) ~0.0 ~0.0 0.0 ±0.1 0.0 ±0.04 ±0.11 ±0.1

Run outreso-nance

±0.052 0.0 0.0 0.0 ±0.64 0.0 ±0.1 ±3.6 ±1.0

Table 5-2 Excursions of the V-engines

Page 5 - 4 E-BA



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Figure 5-1 Coordinate system

Generally flexible pipes (rubber hoses with steel in-let, metal hoses, PTFE-corrugated hose-lines,rubber bellows with steel inlet, steel bellows, steelcompensators) are nearly unable to compensatetwisting movements. Therefore the installation di-rection of flexible pipes must be vertically (in Z-di-rection) if ever possible. An installation inhorizontal-axial direction (in X-direction) is not per-mitted; an installation in horizontal-lateral (Y-direc-tion) is not recommended.

Flange and screw connections

Flexible pipes delivered loosely by MAN Diesel &Turbo are fitted with flange connections, for sizeswith DN32 upwards. Smaller sizes are fitted withscrew connections. Each flexible pipe is deliveredcomplete with counterflanges or, those smallerthan DN32, with weld-on sockets.

Arrangement of the external piping system

Shipyard's pipe system must be exactly arrangedso that the flanges or screw connections do fitwithout lateral or angular offset. Therefore it is rec-ommended to adjust the final position of the pipeconnections after engine alignment is completed.

Figure 5-2 Arrangement of pipes in system

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Installation of hoses

In the case of straight-line-vertical installation, asuitable distance between the hose connectionshas to be chosen, so that the hose is installed witha sag. The hose must not be in tension during op-eration. To satisfy correct sag in a straight-line-ver-tically installed hose, the distance between thehose connections (hose installed, engine stopped)has to be approx. 5 % shorter than the same dis-tance of the unconnected hose (without sag).

In case it is unavoidable (this is not recommended)to connect the hose in lateral-horizontal direction(Y-direction) the hose must be installed preferablywith a 90° arc. The minimum bending radii, speci-fied in our drawings, are to be observed.

Never twist the hoses during installation. Turnablelapped flanges on the hoses avoid this.

Where screw connections are used, steady thehexagon on the hose with a wrench while fittingthe nut.

Comply with all installation instructions of the hosemanufacturer.

Depending on the required application rubberhoses with steel inlet, metal hoses or PTFE-corru-gated hose lines are used.

Installation of steel compensators

Steel compensators are used for hot media, e. g.exhaust gas. They can compensate movements inline and transversal to their centre line, but they areabsolutely unable to compensate twisting move-ments. Compensators are very stiff against tor-sion. For this reason all kind of steel compensatorsinstalled on resilient mounted engines are to be in-stalled in vertical direction.

Note!

Exhaust gas compensators are also used tocompensate thermal expansion. Therefore ex-haust gas compensators are required for alltype of engine mountings, also for semi-resil-ient or rigid mounted engines. But in thesecases the compensators are quite shorter, theyare designed only to compensate the thermalexpansions and vibrations, but not other dy-namic engine movements.

Angular compensator for fuel oil

The fuel oil compensator, to be used for resilientmounted engines, can be an angular system com-posed of three compensators with different char-acteristics. Please observe the installationinstruction indicated on the specific drawing.

Supports of pipes

The flexible pipe must be installed as near as pos-sible to the engine connection.

On the shipside, directly after the flexible pipe, thepipe is to be fixed with a sturdy pipe anchor ofhigher than normal quality. This anchor must becapable to absorb the reaction forces of the flexi-ble pipe, the hydraulic force of the fluid and the dy-namic force

Example for the axial force of a compensator to beabsorbed by the pipe anchor:

• Hydraulic force= (Cross section area of the compensator) x(Pressure of the fluid inside)

• Reaction force = (Spring rate of the compensator) x (Displace-ment of the comp.)

• Axial force = (Hydraulic force) + (Reaction force)

Additionally a sufficient margin has to be includedto account for pressure peaks and vibrations.

Page 5 - 6 E-BA



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Figure 5-3 Installation of hoses

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Page 5 - 8 E-BA


5.1.2 Condensate amount in charge air pipes and air vessels

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Figure 5-4 Diagram condensate amount

The amount of condensate precipitated from theair can be quite large, particularly in the tropics. Itdepends on the condition of the intake air (temper-ature, relative air humidity) in comparison to thecharge air after charge air cooler (pressure, tem-perature).

Determining the amount of condensate:

First determine the point I of intersection in the leftside of the diagram (intake air) between the corre-sponding relative air humidity curve and the ambi-ent air temperature.

Secondly determine the point II of intersection inthe right side of the diagram (charge air) betweenthe corresponding charge air pressure curve andthe charge air temperature. Please note, thatcharge air pressure as mentioned in "Section: Plan-

ning data for emission standard IMO Tier II" is shown inabsolute pressure.

At both points of intersection read out the values[g water/kg air] on the vertically axis.

The intake air water content I minus the charge airwater content II is the condensate amount A whichwill precipitate. If the calculations result is negativeno condensate will occur.

For an example see "Figure 5-4: Diagram condensateamount": Intake air water content 30 g/kg minus26 g/kg = 4 g of water/kg of air will precipitate.

To calculate the condensate amount during fillingof the starting air vessel just use the 30 bar curvein a similar procedure.

0

10

20

30

40

50

60

70

80

90

100

10 15 20 25 30 35 40 45 30 35 40 45 50 55 60 65 70

III

Ambient air temperature [°C] Charge air temperature [°C]

Water vapour content of the air[g water / kg air]

40%

30%

Relative air humiditymax. water content

of atmosphere (1 bar)

pressure aboveatmosphere

Intake air Charge air

III

A

B

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Example to determine the amount of water accumulating in the charge-air pipe

Example to determine the condensate amount in the compressed air vessel

Parameter Unit Value

Engine output (P) kW 9,000

Specific air flow (le) kg/kWh 6.9

Ambient air condition (I):Ambient air temperature

Relative air humidity

°C

%

35

80

Charge air condition (II):Charge air temperature after cooler

Charge air pressure (overpressure)

°C

bar

56

3.0

Solution acc. to above diagram: Unit Value

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (II) kg of water/kg of air 0.026

The difference between (I) and (II) is the condensed water amount (A)

A= I – II = 0.030 – 0.026 = 0.004 kg of water/kg of air

Total amount of condensate QA:

QA= A x le x P

QA= 0.004 x 6.9 x 9,000 = 248 kg/h

Table 5-4 Determining the condensate amount in the charge air pipe


Volumetric capacity of tank (V) litrem3

3,5003.5

Temperature of air in starting air vessel (T) °CK

40313

Air pressure in starting air vessel (p above atmosphere)

Air pressure in starting air vessel (p absolute)

bar

bar

30

31

31 x 105

Gas constant for air (R)287

Ambient air temperature °C 35

Relative air humidity % 80

Weight of air in the starting air vessel is calculated as follows:

Table 5-5 Determining the condensate amount in the compressed air vessel (1 of 2)

N

m2

-------

NmkgxK--------------

mp VR T------------- 31 10

53 5

287 313------------------------------------ 121 kg= = =

Page 5 - 12 fJ__



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Solution acc. to above diagram:

Water content of air according to point of intersection (I) kg of water/kg of air 0.030

Maximum water content of air according to point of intersection (III) kg of water/kg of air 0.002

The difference between (I) and (III) is the condensed water amount (B)

B = I – III

B= 0.030 – 0.002 = 0.028 kg of water/kg of air

Total amount of condensate in the vessel QB:

QB = m x B

QB = 121 * 0.028 = 3.39 kg


Table 5-5 Determining the condensate amount in the compressed air vessel (2 of 2)

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Page 5 - 14 fJ__


5.2.1 Lube oil system diagram

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5.2 Lube oil system


Please see overleaf!

I-BB 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 15



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Figure 5-5 Lube oil system diagram – Inclusive indicator filter

Page 5 - 16 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 I-BB



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Figure 5-6 Lube oil system diagram – Two-stage automatic filter, without indicator filter

I-BB 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 Page 5 - 17



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Legend

CF-001 Separator T-021 Sludge tank

CF-003 MDO separator TCV-001 Temperature control valve

FIL-001 Single-/Two-stage automatic filter 1,2,3TR-001 Condensate trap

FIL-002 Indicator filter V-001 By-pass valve

1,2FIL-004 Suction strainer, cone type 2171 Engine inlet

H-002 Preheater 2173 Oil pump inlet

HE-002 Cooler 2175 Oil pump outlet

NRF-001 Non return flap 2197 Drain from oil pan

P-001 Service pump engine driven 2199 Drain from oil pan

P-012 Transfer pump 2598 Vent

P-074 Stand by pump electrically driven 2599 Oil return from turbocharger

P-075 Cylinder lube oil pump 2898 Oil mist pipe from engine

PCV-007 Pressure control valve 7772 Control line to pressure regulating valve

PSV-004 Safety valve 9197 Dirty oil drain from covering

T-001 Service tank 9199 Dirt oil drain

T-006 Leakage oil collecting tank - -

Page 5 - 18 35/44DF, 40/54, 48/60B, 48/60CR, 58/64 I-BB


5.2.1 Lube oil system description

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The diagrams represent the standard design of ex-ternal lube oil service systems, with a combinationof engine mounted and detached, freestanding,lube oil pump(s). Alternatively, all main lube oilpumps can be electrically driven, when special re-quirements are fulfilled.

The internal lubrication of the engine and the tur-bocharger is provided with a force-feed lubricationsystem.

The lubrication of the cylinder liners is designed asa separate system attached to the engine butserved by the inner lubrication system. In multi-en-gine plants, for each engine a separate lube oilsystem is required.

For dual-fuel engines (gas-diesel engines) a sup-plement will explain additional specific require-ments.

Lube oil viscosity/quality

The lube oil specified for the diesel engine opera-tion has to be carefully selected.

The selection is mainly affected by the used fuelgrade.

For details see "Section 4.2: Specification for lubricatingoil (SAE 40) for operation with gas oil, diesel oil(MGO/MDO) and biofuels, page 4-5", "Section 4.3: Speci-fication for lubricating oil (SAE 40) for operation on heavyfuel oil (HFO), page 4-11" and when available "Section:Specification for lubricating oil – Dual-fuel engines".

Main fuel Lube oil type Viscosity class

Base No. (BN)

Gas

(+MDO/MGO for ignition only)

Doped (HD) + additives SAE 40 6 – 12 mg KOH/g Depends on sulphur con-

tentMGO 12 – 20 mg KOH/g

MDO 12 – 20 mg KOH/g

HFO Medium-alkaline + addi-tives

30 – 40 mg KOH/g

Table 5-8 Main fuel/lube oil type

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T-001/Service tank

The main purpose for the service tank is to sepa-rate air and particles from the lube oil, before beingpumped back to the engine. For the design of theservice tank the class requirements have to betaken in consideration. For design requirements ofMAN Diesel & Turbo see "Section 5.2.4: Lube oil serv-ice tank, page 5-37".

H-002/Lube oil heater – Single main engine

The lube oil in the service tank and the systemshall be heated up to 40 °C prior to the enginestart. A constant circulation of the lube oil with thestand-by pump is not recommended.

H-002/Lube oil heating – Multi-engine plant

The lube oil in the tank and the system shall beheated up to 40 °C during stand-by mode of oneengine. A constant circulation through the sepa-rate heater is recommended with a small primingpump.

Suction pipes

Suction pipes must be installed with a steadyslope and dimensioned for the total resistance (in-cl. pressure drop for suction filter) not exceedingthe pump suction head. A non-return flap must beinstalled close to the lube oil tank in order to pre-vent the lube oil backflow when the engine hasbeen shut off. For engine mounted pumps thisnon-return flap must be by-passed by a relief valve(PSV-004, DN50) to protect the pump sealsagainst high pressure because of counter rotation(during shut down).

FIL-004/Suction strainer

The suction strainer protect the lube oil pumpsagainst larger dirt particles that may have accumu-lated in the tank. It is recommended to use a conetype strainer with a mesh size of 1.5 mm. Two ma-nometer installed before and after the strainer indi-cate when manual cleaning of filter becomesnecessary, which should preferably be done inport.

P-001/P-074/Lube oil pumps

For ships with a single main engine drive it is pref-erable to design the lube oil system with a combi-nation of an engine driven lube oil pump(P-001) and an electrically driven stand-by pump(P-074) (100 % capacity).

For ships with more than one main engine theelectrically driven pump can be dimensionedsmaller, to be used as a priming pump only.

As long as the installed stand-by pump is provid-ing 100 % capacity of the operating pump, theclass requirement to have an operating pump inspare on board, is fulfilled.

The main advantages for an engine-driven lube oilpump are:

• Reduced power demand for GenSet/PTO fornormal operation.

• Continuous lube oil supply during blackout andemergency stop for engine run-out.

In general additional installations are to be consid-ered for different pump arrangements:

• To comply with the rules of classification socie-ties.

• To ensure continuous lube oil supply duringblackout and emergency stop for engine run-out.

For required pump capacities see "Section: Planningdata for emission standard IMO Tier II".

In case of blackout with engine stop the post lubri-cation must be started within 50 min after the en-gine has stopped and must persist for minimum10 min.

This is required to cool down the bearings of T.C.and hot inner engine components.

Page 5 - 22 I-BB



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HE-002/Lube oil cooler

Dimensioning

Heat data, flow rates and tolerances are indicatedin "Section: Planning data for emission standardIMO Tier II".

Additional contamination margin in terms of a10 % heat transfer coefficient redundancy is to beconsidered.

On the lube oil side the pressure drop shall not ex-ceed 1.1 bar.

Design/Outfitting

The cooler installation must be designed for easyventing and draining.

TCV-001/Temperature control valve

The valve is to regulate the inlet oil temperature ofthe engine. The control valve can be executed withwax-type thermostats.

Lube oil cleaning

The cleaning of the circulating lube oil can be di-vided into two major functions:

• Removal of contaminations to keep up the lubeoil performance.

• Retention of dirt to protect the engine.

The removal of combustion residues, water andother mechanical contaminations is the major taskof separators/centrifuges (CF-001) installed in by-pass to the main lube oil service system of the en-gine. The installation of a separator per engine isrecommended to ensure a continuous separationduring engine operation.

The system integrated filters protect the diesel en-gine in the main circuit retaining all residues thatwill harm the engine. Depending on the filter de-sign, the collected residues are to be removedfrom the filter mesh by automatic back flushing,manual cleaning or changing the filter cartridge.The retention capacity of the installed filter shouldbe as high as possible.

For selection of an applicable filter arrangement,the customer request for operation and mainte-nance, as well as the class requirements, have tobe taken in consideration.

Type of Engine Set point

lube oil inlet temperature

Type of temperature control valve

Control rangelube oil inlet temperature

32/40 65 °C Wax thermostat

(recommended)

Set point minus 10K

32/44CR

48/60B, 48/60CR 55 °C

51/60DF

58/64

Table 5-9 Temperature control valve

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Arrangement principles for lube oil filtersFIL-001/FIL-002

Depending on engine type, the number of installedmain engines in one plant and on the safety stand-ard wanted by the customer, different arrange-ment principles for the filtersFIL-001/FIL-002 are possible:

Number of main engines installed in one plant

Engine types Automatic filterFIL-001

Second stage at automatic filter

FIL-001

Indicator filter (duplex filter)

FIL-002

Plants with one or more main engines

32/40, 48/60B, 48/60CR, 51/60DF, 58/64

• Automatic filter with by-pass

• Required, when no indicator filterFIL-002 installed

• Mounted inside automatic filterFIL-001

• Required, when no second barrier atFIL-001

• Installed close to the engine

• Additionally possible, depending on cus-tomers‘ request

Plants with more than one main engine

32/40 only • Automatic filter with-out by-pass

• Filter design has to be approved by MAN Diesel &Turbo


• Recommended, when no indicator fil-ter FIL-002 installed

• Mounted inside automatic filterFIL-001

• Not required but addi-tionally possible


Plants with one or more main engine

32/44CR only • Automatic filter with-out by-pass mounted on the engine

• Required

• Mounted on engine, inside automatic filter FIL-001

• Not possible

Table 5-10 Arrangement principles for lube oil filters

Page 5 - 24 I-BB



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FIL-001/Automatic filter

The automatic back washing filter is to be installedas a main filter. The back washing/flushing of thefilter elements has to be arranged in a way thatlube oil flow and pressure will not be affected. Theflushing discharge (oil/sludge mixture) is led to the

separator suction pipe in a divided compartmentof the service tank, which provides an efficient finalremoval of deposits by the separator (see "Section5.2.4: Lube oil service tank, page 5-37").

As state-of-the-art, automatic filter types are rec-ommended to be equipped with an integratedsecond filtration stage. This second stage protectsthe engine from particles which may pass the firststage filter elements in case of any malfunction. Ifthe lube oil system is equipped with a two-stageautomatic filter, additional indicator filter FIL-002can be avoided. In case of an automatic filtermounted on engine, an indicator filter cannot beinstalled, so the second filter stage inside auto-matic filter is essential. As far as the automatic filteris installed without any additional filters down-stream, before the engine inlet, the filter has to beinstalled as close as possible to the engine (see"Table 5-10: Arrangement principles for lube oil filters").In that case the pipe section between filter and en-gine inlet must be closely inspected before instal-lation. This pipe section must be divided andflanges have to be fitted so that all bends andwelding seams can be inspected and cleaned pri-or to final installation.

Differential pressure gauges have to be installed,to protect the filter cartridges and to indicate clog-

ging condition of the filter. A high differential pres-sure has to be indicated as an alarm.

For filter mesh sizes and surface loads see "Table5-11: Automatic filter".

V-001/Shut-off cock

This shut-off cock is only to be provided for single-engine plants. The cock is closed during normaloperation. In case the lube oil automatic filterFIL-001 has to be taken out of operation, the cockcan be opened and the automatic filter shut off.Consequently, the automatic filter is by-passed.The lube oil indicator filter FIL-002 temporarilytakes over the task of the automatic filter. In caseof a two-stage automatic filter without a followingindicator filter, there is no by-pass required. Enginecan run for max. 72 hours with the second filterstage, but has to be stopped after. This measureensures that disturbances in backwashing do notresult in a complete failure of filtering and that themain stream filter can be cleaned without inter-rupting filtering.

Type of Engine Lube oil automatic filter FIL-001

32/44CR 32/40 32/40, 40/54, 48/60B, 48/60CR,

51/60DF, 58/64

Application • Single-main-engine-plant

• Multi-main-engine-plant

• Multi-main-engine-plant • Single-main-engine-plant


Location of the filter • Mounted on the engine • To be installed in theexternal piping system close to the engine

• To be installed in theexternal piping system

Max. mesh width (absolute, sphere-passing mesh)

0.034 mm first stage / 0.080 mm second stage

Filter surface load According to filter manufacturer

Supply Included Optional Optional

Table 5-11 Automatic filter

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FIL-002/Indicator filter

The indicator filter is a duplex filter, which must becleaned manually. It must be installed down-stream of the automatic filter, as close as possibleto the engine. The pipe section between filter andengine inlet must be closely inspected before in-stallation. This pipe section must be divided andflanges have to be fitted so that all bends and

welding seams can be inspected and cleaned pri-or to final installation.

In case of a two-stage automatic filter, the installa-tion of an indicator filter can be avoided. Custom-ers who want to fulfil a higher safety level, are freeto mount an additional duplex filter close to the en-gine.

The indicator filter protects the engine also in caseof malfunctions of the automatic filter. The moni-toring system of the automatic filter generates analarm signal to alert the operating personnel. Amaintenance of the automatic filter becomes nec-essary. For this purpose the lube oil flow thoughtthe automatic filter has to be stopped. Single-main-engine-plants can continue to stay in opera-tion by by-passing the automatic filter. Lube oil canstill be filtrated sufficiently in this situation by onlyusing the indicator filter.

In multi-engine-plants, where it is not possible toby-pass the automatic filter without loss of lube oilfiltration, the affected engine has to be stopped inthis situation.

The design of the indicator filter must ensure thatno parts of the filter can become loose and enterthe engine.

The drain connections equipped with shut-off fit-tings in the two chambers of the indicator filter re-turns into the leak oil tank (T-006). Draining willremove the dirt accumulated in the casing andprevents contamination of the clean oil side of thefilter. For filter mesh sizes and surface loads see"Table 5-12: Indicator filter".

Type of Engine Lube oil indicator filter FIL-002

32/44CR 32/40 32/40, 40/54, 48/60B, 48/60CR,

51/60DF, 58/64

Application • Single-main-engine-plant

• Multi- main-engine-plant

• Multi-main-engine-plant • Single-main-engine-plant


Location of the filter Indicator filter not required

Indicator filter not required

To be installed in theexternal piping system

close to the engine

Max. mesh width (absolute, sphere-passing mesh)

0.06 mm

Filter surface load According filter manufac-turer

Supply - - Optional

Table 5-12 Indicator filter

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Indication and alarm of filters

The automatic filter FIL-001, the indicator duplexfilter FIL-002 and the suction strainerFIL-004 are equipped with local visual differentialpressure indicators. The filter FIL-001 and the filterFIL-002 are additionally equipped with differential

pressure switches. The switches are used for pre-alarm and main alarm. The alarms of the automaticfilter and indicator/duplex filter are processed inthe engine control and safety system and are avail-able for the ship alarm system.

CF-001/Separator

The lube oil is intensively cleaned by separation inthe by-pass thus relieving the filters and allowingan economical design.

The separator (clarifier) should be of the self-cleaning type. The design is to be based on a lubeoil quantity of 1.0 l/kW. This lube oil quantityshould be cleaned within 24 hours at:

• HFO-operation 6 – 7 times

• MDO-operation 4 – 5 times

• Dual-fuel engines operating on gas(+MDO/MGO for ignition only) 4 – 5 times

The formula for determining the separator flowrate (Q) is:

With the evaluated flow rate the size of separatorhas to be selected according to the evaluation ta-ble of the manufacturer. MAN Diesel & Turbostrictly recommend to use evaluation tables ac-cording to a "certified flow rate" (CFR). The sepa-rator rating stated by the manufacturer should be

Differential pressure between filter inlet and outlet (dp)

dp switch with lower set point is active dp switch with higher set point is active

Automatic fil-ter FIL-001

Intermittent flush-ing type(e. g. B & K 6.61)

This dp switch has to be installed twice if an intermittent flushing filter is used. The first switch is used for the filter control; it will start the automatic flushing procedure.

The second switch is adjusted at the identical set point as the first. Once the second switch is activated, and after a time delay of approx. 3 min, the dp pre-alarm "fil-ter is polluted" is generated. The time delay becomes necessary to effect the automatic flushing procedure before and to evaluate its effect.

The dp main alarm "filter fail-ure" is generated immedi-ately. If the main alarm is still active after 30 min, the engine output power will be reduced automatically.

Continuous flush-ing type(e. g. B & K 6.46)

The dp pre-alarm: "Filter is polluted" is generated imme-diately

Duplex/Indi-cator filter FIL-002

(e. g. B & K 2.05)

Table 5-13 Indication and alarm of filters

Q Separator flow rate l/h

P Total engine output kW

n HFO= 7, MDO= 5, MGO= 5, Gas(+MDO/MGO for ignition only) = 5

1,0 P nQ

24

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higher than the flow rate (Q) calculated accordingto the above formula.

Separator equipment

The preheater H-002 must be able to heat the oilto 95 °C and the size is to be selected accordingly.In addition to a PI-temperature control, whichavoids a thermal overloading of the oil, silting ofthe preheater must be prevented by high turbu-lence of the oil in the preheater.

Control accuracy ± 1 °C.

Cruise ships in arctic waters require larger pre-heaters. In this case the size of the preheater mustbe calculated with a t of 60 K.

The freshwater supplied must be treated as spec-ified by the separator supplier.

The supply pumps shall be of the free-standingtype, i.e. not mounted on the separator and are tobe installed in the immediate vicinity of the lube oilservice tank.

This arrangement has three advantages:

• Suction of lube oil without causing cavitation.

• The lube oil separator need not be installed inthe vicinity of the service tank but can bemounted in the separator room together withthe fuel oil separators.

• Better matching of the capacity to the requiredseparator throughput.

As a reserve for the lube oil separator, the use ofthe MDO separator is admissible. For reserve op-eration the MDO separator must be converted ac-cordingly. This includes the pipe connection to thelube oil system which must not be implementedwith valves or spectacle flanges. The connection isto be executed by removable change-over jointsthat will definitely prevent MDO from getting intothe lube oil circuit. See also rules and regulationsof classification societies.

PCV-007/Pressure control valve

By use of the pressure control valve, a constantlube oil pressure before the engine is adjusted.

The pressure control valve is installed upstream ofthe lube oil cooler. The installation position is to be

observed. By spilling off exceeding lube oil quanti-ties upstream of the major components thesecomponents can be sized smaller. The return pipe(spilling pipe) from the pressure control valve re-turns into the lube oil service tank.

The measurement point of the pressure controlpipe is connected directly to the engine in order tomeasure the lube oil pressure at the engine. In thisway the pressure losses of filters, pipes and coolerare compensated automatically (see "Section: Lubeoil system – Pressure control valve."

TR-001/Condensate trap

The condensate traps required for the vent pipesof the turbocharger, the engine crankcase and theservice tank must be installed as close as possibleto the vent connections. This will prevent conden-sate water, which has formed on the cold ventingpipes, to enter the engine or service tank.

See "Section: Lube oil system – Crankcase vent and tankvent".

T-006/Leakage oil tank

Leaked fuel and the dirty oil drained from the lubeoil filter casings is collected in this tank. It is to beemptied into the sludge tank. The content mustnot be added to the fuel. It is not permitted to addlube oil to the fuel.

Alternatively, separate leakage oil tanks for fueland lube oil can be installed.

P-012 Transfer pump

The transfer pump supplies fresh oil from the lubeoil storage tank to the operating tank. Starting andstopping of the pump should preferably be doneautomatically by float switches fitted in the tank.

P-075/Cylinder lube oil pump

The pump fitted to the engine is driven by an elec-tric motor (asynchronous motor380 – 420 V/50 Hz or 380 – 460 V/60 Hz three-phase AC with pole changing).

For the cylinder lubrication MAN Diesel & Turbowill supply a Control Unit inclusive a pump contac-tor, with a power consumption of about 0.5 kW for

Page 5 - 28 I-BB



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pump, control and heating.This value must be doubled for V-engines, as twoControl Units (one for each row) are supplied inone cabinet.

Withdrawal points for samples

Points for drawing lube oil samples are to be pro-vided upstream and downstream of the filters andthe separator, to verify the effectiveness of thesesystem components.

Piping system

It is recommended to use pipes according to thepressure class PN 10.

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Page 5 - 30 I-BB


5.2.2 Prelubrication/postlubrication

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Prelubrication

The prelubrication oil pump must be switched onat least 5 minutes before engine start. The prelu-brication oil pump serves to assist the engine at-tached main lube oil pump, until this can provide asufficient flow rate.

Pressure before engine . . . . . . . . 0.3 – 0.6 barOil temperature . . . . . . . . . . . . . . . . min. 40 °C

Note!

Above mentioned pressure must be ensuredalso up to the highest possible lube oil temper-ature before the engine.

Postlubrication

The prelubrication oil pumps are also to be usedfor postlubrication when the engine is stopped.

Postlubrication is effected for a period of 15 min.

Engine type

Prelubrication/postlubrication pumps – Minimum needed delivery rates (m3/h)

Note!

Oil pressure > 0.3 bar must be ensured also for lube oil temperatures up to 80 °C. Consider additional exter-nal automatic lube oil filter by adding to minimum delivery rates 1/2 of its nominal flushing amount.

No. of cylinders

6L 7L 8L 9L 10L 12V 14V 16V 18V 20V

32/40 24 26 29 31 - 36 40 44 49 -

32/44CR 26 29 31 34 36 37 41 46 50 54

32/44K 26 29 31 34 36 - - - - -

35/44DF 18 20 23 25 28 30 35 40 45 50

48/60B, 48/60CR48/60TS

35 41 47 53 --

70 82 93 105 --

51/60DF 35 41 47 53 - 70 82 93 105 -

58/64 41 48 55 61 - - - - - -

Table 5-8 Delivery rates of prelubrication/postlubrication pumps

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Page 5 - 32 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 J-BB


5.2.3 Lube oil outlets

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Lube oil drain

Two connections for oil drain pipes are located onboth ends of the engine oil sump, except forL48/60 and L40/54 – with flexible enginemounting – with one drain arranged in the middleof each side.

For an engine installed in the horizontal position,two oil drain pipes are required, one at the cou-pling end and one at the free end.

If the engine is installed in an inclined position,three oil drain pipes are required, two at the lowerend and one at the higher end of the engine oilsump.

The drain pipes must be kept short. The slantedpipe ends must be immersed in the oil, so as tocreate a liquid seal between crankcase and tank.

Expansion joints

At the connection of the oil drain pipes to the serv-ice tank, expansion joints are required.

Shut-off butterfly valves

If for lack of space, no cofferdam can be providedunderneath the service tank, it is necessary to in-stall shut-off butterfly valves in the drain pipes. Ifthe ship should touch ground, these butterflyvalves can be shut via linkages to prevent the in-gress of seawater through the engine.

Drain pipes, shut-off butterfly valves with linkages,expansion joints, etc. are not supplied by the en-gine builder.

D-AF 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 Page 5 - 33



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Page 5 - 34 32/40, 32/44CR, 35/44DF, 40/54, 48/60B, 48/60CR, 51/60 DF, 58/64 D-AF



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Lube oil outlets – Drawings

Figure 5-7 Lube oil outlets in-line engine

L-BA 48/60B, 48/60CR, 51/60 DF Page 5 - 35



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Figure 5-8 Lube oil outlets V-type engine

Page 5 - 36 48/60B, 48/60CR, 51/60 DF L-BA


5.2.4 Lube oil service tank

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The lube oil service tank is to be arranged over theentire area below the engine, in order to ensureuniform vertical thermal expansion of the wholeengine foundation.

To provide for adequate degassing, a minimumdistance is required between tank top and thehighest operating level. The low oil level should stillpermit the lube oil to be drawn in free of air if theship is pitching severely

• 5° longitudinal inclination forship's lengths 100 m

• 7.5° longitudinal inclination forship's lengths < 100 m

A well for the suction pipes of the lube oil pumpsis the preferred solution.

The minimum quantity of lube oil for the engine is1.0 litre/kW. This is a theoretical factor for perma-nent lube-oil-quality control and the decisive factorfor the design of the by-pass cleaning. The lube oilquantity, which is actually required during opera-tion, depends on the tank geometry and the vol-ume of the system (piping, system components),and may exceed the theoretical minimum quantityto be topped up. The low-level alarm in the servicetank is to be adjusted to a height, which ensuresthat the pumps can draw in oil, free of air, at thelongitudinal inclinations given above. The positionof the oil drain pipes extending from the engine oilsump and the oil flow in the tank are to be selectedso as to ensure that the oil will remain in the servicetank for the longest possible time for degassing.

Draining oil must not be sucked in at once.

The man holes in the floor plates inside the servicetank are to be arranged so as to ensure sufficientflow to the suction pipe of the pump also at lowlube oil service level.

The tank has to be vented at both ends, accordingto "Section: Engine supply systems – Crankcase vent andtank vent".

Lube oil preheating

Preheating the lube oil to 40 °C is effected by thepreheater of the separator via the free-standingpump. The preheater must be enlarged in size ifnecessary, so that it can heat the content of theservice tank to 40 °C, within 4 hours.

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Figure 5-9 Lube oil service tank_1

Page 5 - 38 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB



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Figure 5-10 Lube oil service tank_2

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Page 5 - 40 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB


5.2.5 Pressure control valve

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Figure 5-11 Example: Pressure control valve installation

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Page 5 - 42 32/40, 40/54, 48/60B, 48/60CR, 58/64 K-BA


5.2.6 Lube oil automatic filter

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5.2.6 Lube oil automatic filter

Figure 5-12 Example: Lube oil automatic filter

E-BA Page 5 - 43


5.2.7 Lube oil double filter

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5.2.7 Lube oil double filter

Figure 5-13 Example: Lube oil double filter

Page 5 - 44 E-BA


5.2.9 Crankcase vent and tank vent

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Vent pipes

The vent pipes from the:

• Lube oil service tank

• Engine crankcase

• Turbocharger

are to be arranged according to the following dia-gram. The required nominal pipe diameters ND ofthe vent pipes are to be found in thelegend following the diagram.

Figure 5-14 Crankcase vent and tank vent

Legend

1 Connection crankcase vent

2 Connection turbocharger vent

3 Lubricating oil service tank

4 Condensate trap, continuously open

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Legend

Engine Nominal diameter ND (mm)

A B C D

6L, 7L48/60B, 48/60CR 100 100 65 125

8L, 9L48/60B, 48/60CR 100 100 80 125

12V, 14V48/60B, 48/60CR 100 125 100 150

16V, 18V48/60B, 48/60CR 100 125 125 200

L58/64 100 125 6L = 65; 7 – 9L = 80 150

Page 5 - 44 48/60B, 48/60CR, 58/64 D-BB


5.3.1 Cooling water system diagram

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5.3 Water systems


Please see overleaf!

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Figure 5-15 Cooling water system diagram – Single engine plant

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Legend

Components

1,2D-003 Auxiliary engine HE-034 Cooler for compressor wheel casing

1,2FIL-019 Sea water filter MOV-002 HT cooling water temperature control valve

1,2FIL-021 Strainer of commissioning MOV-003 Charge air temperature (CHATCO)

H-020 Preheater main engine MOV-004 Preheating module

H-027 Preheater aux. engine MOV-005 Nozzle cooling module

HE-002 Lube oil cooler MOV-016 LT cooling water temperature control valve

HE-003 Cooler for HT cooling water 1P-002 Pump for HT cooling water (engine driven)

HE-005 Nozzle cooling water cooler 2P-002 Optional pump for HT cooling water (electrical driven)

HE-007 Diesel oil cooler 1,2P-062 Sea water pump

HE-008 Charge air cooler (stage 2) 1,2P-076 Pump for LT cooling water

HE-010 Charge air cooler (stage 1) 1,2POF-001 Shut of flap for charge air preheating (depending on plant)

HE-022 Cooler for governor oil (depending on plant)

POF-002 Shut off flap for charge air preheating (depending on plant)

HE-023 Gearbox lube oil cooler T-002 HT cooling water expansion tank

HE-024 Cooler for LT cooling water T-075 LT cooling water expansion tank

HE-026 Freshwater generator Drains and venting are not shown

Major cooling water engine connections

3171 HT cooling water inlet 34/71/3499 Inlet/outlet nozzle cooling

3172 Reserve (for el. driven HT pump) 4177/4187 Inlet/outlet governor cooler

3177/3181 Charge air preheating 4171/4199 Inlet/outlet charge air cooler (stage 2)

3199 Outlet HT cooling water 4184 Outlet for compressor wheel cooling

Connections to the nozzle cooling water module

N1, N2 Return/feeding of engine nozzle cooling water

N3, N4 Inlet/outlet LT cooling water

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Figure 5-16 Cooling water system diagram – Twin engine plant (part 1)

Page 5 - 48 48/60B I-BB



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Figure 5-17 Cooling water system diagram – Twin engine plant (part 2)

I-BB 48/60B Page 5 - 49


5.3.2 Cooling water system description

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The diagrams showing cooling water systems formain engines comprising the possibility of heat uti-lisation in a freshwater generator and equipmentfor preheating of the charge air in a two-stagecharge air cooler during part load operation.

Note!

The arrangement of the cooling water systemshown here is only one of many possible solu-tions. It is recommended to inform MANDiesel & Turbo in advance in case other ar-rangements should be desired.

For special applications, e. g. GenSets or dual-fuelengines, supplements will explain specific neces-sities and deviations.

For the design data of the system componentsshown in the diagram see "Section 2.8: Planning datafor emission standard: IMO Tier II, page 2-77".

The cooling water is to be conditioned using a cor-rosion inhibitor, see "Section 4.9: Specification for en-gine cooling water, page 4-37".

LT = Low temperature

HT = High temperature

Cooler dimensioning, general

For coolers operated by seawater (not treated wa-ter), lube oil or MDO/MGO on the primary side andtreated freshwater on the secondary side, an ad-ditional safety margin of 10 % related to the heattransfer coefficient is to be considered. If treatedwater is applied on both sides, MAN Diesel &Turbo does not insist on this margin.

In case antifreeze is added to the cooling water,the corresponding lower heat transfer is to be tak-en into consideration.

The cooler arrangement has to ensure venting anddraining facilities for the cooler.

LT cooling water system

In general the LT cooling water passes through thefollowing components:

• Stage 2 of the two-stage charge-air cooler (HE-008)

• Lube oil cooler (HE-002)

• Nozzle cooling water cooler (HE-005)

• Fuel oil cooler (HE-007)

• Governor cooler (HE-022), optional

• Gear lube oil cooler (HE-023) (or e. g. alternatorcooling in case of a diesel-electric plant)

• LT cooling water cooler (HE-024)

• Other components such as, e. g., auxiliary en-gines (GenSets)

The system components of the LT cooling watercircuit are designed for a max. LT cooling watertemperature of 38 °C with a corresponding sea-water temperature of 32 °C (tropical conditions).

However, the capacity of the LT cooler (HE-024) isdetermined by the temperature difference be-tween seawater and LT cooling water. Due to thiscorrelation an LT fresh water temperature of 32 °Ccan be ensured at a seawater temperature of25 °C.

To meet the IMO Tier I/IMO Tier II regulations theset point of the temperature regulator valve (MOV-016) is to be adjusted to 32 °C. However this tem-perature will fluctuate and reach at most 38 °Cwith a seawater temperature of 32 °C (tropicalconditions).

The charge air cooler stage 2 (HE-008) and thelube oil cooler (HE-002) are installed in series toobtain a low delivery rate of the LT cooling waterpump (P-076).

High performing turbochargers lead to a high tem-perature at the compressor wheel. To limit thesetemperatures, the compressor wheel casing (HE-034) is cooled by a low LT water flow. The outlet(4184) is to be connected separately to the LT ex-pansion tank in a steady rise.

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P-076/LT cooling water pump

The delivery rates of the service and standbypump are mainly determined by the cooling

water required for the charge-air cooler stage 2and the other coolers.

For operating auxiliary engines (GenSets) in port,the installation of an additional smaller pump isrecommendable.

MOV-003/Temperature control valve for charge air cooler

This three-way valve is to be installed as a mixingvalve.

It serves two purposes:

1. In engine part load operation the charge air cooler stage 2 (HE-008) is partially or com-pletely by-passed, so that a higher charge air temperature is maintained.

2. The valve reduces the accumulation of con-densed water during engine operation under tropical conditions by regulation of the charge air temperature. Below a certain intake air tem-perature the charge air temperature is kept constant. When the intake temperature rises, the charge air temperature will be increased ac-cordingly.

The three-way valve is to be designed for a pres-sure loss of 0.3 – 0.6 bar and is to be equippedwith an actuator with high positioning speed. Theactuator must permit manual emergency adjust-ment.

HE-002/Lube oil cooler

For the description see "Section 5.2.2: Lube oil systemdescription, page 5-19". For heat data, flow rates andtolerances see "Section 2.8: Planning data for emissionstandard: IMO Tier II, page 2-77". For the descriptionof the principal design criteria see "Paragraph: Coolerdimensioning, general, page 5-50".

HE-024/LT cooling water cooler

For heat data, flow rates and tolerances of theheat sources see "Section 2.8: Planning data for emis-sion standard: IMO Tier II, page 2-77". For the descrip-tion of the principal design criteria for coolers see"Paragraph: Cooler dimensioning, general, page 5-50".

MOV-016/LT cooling water temperature regulator

This is a motor-actuated three-way regulatingvalve with a linear characteristic. It is to be installedas a mixing valve. It maintains the LT cooling waterat set-point temperature, which is 32 °C.

The three-way valve is to be designed for a pres-sure loss of 0.3 – 0.6 bar. It is to be equipped withan actuator with normal positioning speed (highspeed not required). The actuator must permitmanual emergency adjustment.

Caution!

For engine operation with reduced NOx emis-sion, according to IMO Tier I/IMO Tier II re-quirement, at 100 % engine load and aseawater temperature of 25 °C(IMO Tier I/IMO Tier II reference temperature),an LT cooling water temperature of 32 °C be-fore charge air cooler stage 2 (HE-008) is to bemaintained.

Fil-021/Strainer

In order to protect the engine and system compo-nents, several strainers are to be provided at theplaces marked in the diagram before taking theengine into operation for the first time. The meshsize is 1 mm.

HE-005/Nozzle cooling water cooler

The nozzle cooling water system is a separate andclosed cooling circuit. It is cooled down by LTcooling water via the nozzle cooling watercooler(HE-005). For heat data, flow rates and tolerancessee "Section 2.8: Planning data for emission standard:IMO Tier II, page 2-77". For the description of theprincipal design criteria for coolers see "Paragraph:Cooler dimensioning, general, page 5-50". For plantswith two main engines only one nozzle cooling wa-ter cooler(HE-005) is needed. As an option a compact noz-zle-cooling module (MOD-005) can be delivered,see "Section 5.3.9: Nozzle cooling water module, page5-73". For plants with two main engines only onenozzle-cooling module is required.

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HE-007/MDO/MGO cooler

This cooler is required to dissipate the heat of thefuel injection pumps during MDO/MGO operation.For the description of the principal design criteriafor coolers see "Paragraph: Cooler dimensioning, gen-eral, page 5-50". For plants with more than one en-gine, connected to the same fuel oil system, onlyone MDO/MGO cooler is required.

HE-022/Oil cooler for speed governor

This cooler is required to dissipate the heat in thehydraulic oil system of the engine speed governor.

The cooler is attached to the governor (attachedon the engine) and is supplied by MAN Diesel &Turbo. Data for required LT-cooling water:

• Cooling capacity 5.0 kW

• LT cooling water flow rate 1.0 m3/h

Note!

Not all types of speed governors need to bewater-cooled.

T-075/LT cooling water expansion tank

The effective tank capacity should be high enoughto keep approx. 2/3 of the tank content of T-002.In case of twin-engine plants with a common cool-ing water system, the tank capacity should be byapprox. 50 % higher. The tanks T-075 and T-002should be arranged side by side to facilitate instal-lation. In any case the tank bottom must be in-stalled above the highest point of the LT system atany ship inclination. For the recommended instal-lation height see "Table 2-28: Service tanks capacity".

The expansion pipe shall connect the tank with thesuction side of the pump(s), as close as possible.It is to be installed in a steady rise to the expansiontank, without any air pockets. Minimum requireddiameter is DN 40 for L-engines and DN 50 forV-engines.

HT Cooling water circuit

General

The HT cooling water system consists of the fol-lowing coolers and heat exchangers:

• Charge air cooler stage 1 (HE-010)

• Cylinder cooling

• HT cooler (HE-003)

• Heat utilisation, e. g. freshwater generator(HE-026)

• HT cooling water preheater (H-020)

The HT cooling water pumps can be either of en-gine-driven or electrically-driven type. The outlettemperature of the cylinder cooling water at theengine is to be adjusted to 90 °C.

For HT cooling water systems, where more thanone main engine is integrated, each engine shouldbe provided with an individual engine driven HTcooling water pump. Alternatively common electri-cally-driven HT cooling water pumps may be usedfor all engines. However, an individual HT temper-ature control valve is required for each engine. Thetotal cooler and pump capacities are to be adapt-ed accordingly.

The shipyard is responsible for the correct coolingwater distribution, ensuring that each engine willbe supplied with cooling water at the flow rates re-quired by the individual engines, under all operat-ing conditions. To meet this requirement, e. g.,orifices, flow regulation valves, by-pass systemsetc. are to be installed where necessary.

H-001/Preheater

Before starting a cold engine, it is necessary topreheat the waterjacket up to 60 °C.

For the total heating power required for preheatingthe HT cooling water from 10 °C to 60 °C within 4hours see "Table 5-13: Heating power".

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These values include the radiation heat lossesfrom the outer surface of the engine. Also a marginof 20 % for heat losses of the cooling system hasbeen considered.

A secondary function of the preheater is to provideheat capacity in the HT cooling water system dur-ing engine part load operation. This is required formarine plants with a high freshwater requirement,e. g. on passenger vessels, where frequent loadchanges are common. It is also required for ar-rangements with an additional charge air preheat-ing by deviation of HT cooling water to the chargeair cooler stage 2 (HE-008). In this case the heatoutput of the preheater is to be increased by ap-prox. 50 %.

An electrically driven pump becomes necessary tocirculate the HT cooling water during preheating.For the required minimum flow rate see "Table 5-14:Minimum flow rate during preheating and post-cooling".

The preheating of the main engine with coolingwater from auxiliary engines is also possible, pro-vided that the cooling water is treated in the sameway. In that case, the expansion tanks of the twocooling systems have to be installed at the samelevel. Furthermore, it must be checked whetherthe available heat is sufficient for preheating themain engine. This depends on the number of aux-iliary engines in operation and their load. It is rec-ommended to install a separate preheater for themain engine, as the available heat from the auxilia-ry engines may be insufficient during operation inthe port.

As an option MAN Diesel & Turbo can supply acompact preheating module (MOD-004). Onemodule for each main engine is required.

Engine type 32/4032/44CR

48/60B48/60CR51/60DF

58/64

L+V L+V L

Min. heating power (kW/cylinder)

6 14 18

Table 5-13 Heating power

Numbers of cylinders

Minimum flow rate required during preheating and post-cooling

m3/h

32/4032/44CR

48/60B48/60CR51/60DF

58/64

6L 7.2 14 17

7L 8.4 16 20

8L 9.6 18 23

9L 10.8 20 26

10L 12.0 - -

12V 14.4 28 -

14V 16.8 30 -

16V 19.2 30 -

18V 21.6 30 -

20V 24.0 - -

Table 5-14 Minimum flow rate during preheating and post-cooling

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HE-026/Freshwater generator

The freshwater generator must be switched off au-tomatically when the cooling water temperature atthe engine outlet drops below 88 °C.

This will prevent operation of the engine at too lowtemperatures.

HE-003/HT cooling water cooler

For heat data, flow rates and tolerances of theheat sources see "Section 2.8: Planning data for emis-sion standard: IMO Tier II, page 2-77". For the descrip-tion of the principal design criteria for coolers see"Paragraph: Cooler dimensioning, general, page 5-50".

HT temperature control

The HT temperature control system consists of thefollowing components:

• The temperature controllers are available assoftware functions inside the Gateway Moduleof SaCoSone. The temperature controllers areoperated by the displays at the operating pan-els as far as it is necessary. From the InterfaceCabinet the relays actuate the control valves.

• 1 electrically activated three-way mixing valvewith linear characteristic curve (MOV- 002)

• 1 temperature sensor TE, directly downstreamof the three-way mixing valve in the supply pipeto charge-air cooler stage 1 (for EDS visualisa-tion and control of preheater valve)

• 1 temperature sensor TE, directly downstreamof the engine outlet

It serves to maintain the cylinder cooling watertemperature constantly at 90 °C at the engineoutlet – even in the case of frequent loadchanges – and to protect the engine from exces-sive thermal load.

For adjusting the outlet water temperature (con-stantly to 90 °C) to engine load and speed, thecooling water inlet temperature is controlled. Theelectronic water temperature controller recognizesdeviations by means of the sensor at the engineoutlet and afterwards corrects the reference valueaccordingly.

• The electronic temperature controller is in-stalled in the switch cabinet of the engine room.

For a stable control mode, the following boundaryconditions must be observed when designing theHT freshwater system:

• The temperature sensor is to be installed in thesupply pipe to stage 1 of the charge-air cooler.To ensure instantaneous measurement of themixing temperature of the three-way mixingvalve, the distance to the valve should be 5 to10 times the pipe diameter.

• The three-way valve (MOV-002) is to be in-stalled as a mixing valve. It is to be designed fora pressure loss of 0.3 – 0.6 bar. It is to beequipped with an actuator of high positioningspeed. The actuator must permit manual emer-gency adjustment.

• The pipes within the system are to be kept asshort as possible in order to reduce the deadtimes of the system, especially the pipes be-tween the three-way mixing valve and the inletof the charge-air cooler stage 1 which, are crit-ical for the control.

The same system is required for each engine, alsofor multi-engine installations with a common HTfreshwater system.

In case of a deviating system layout, MAN Diesel &Turbo is to be consulted.

P-002/HT cooling water pumps

As an option the engine is available with an at-tached (engine driven) HT cooling water pump. Al-ternatively also electrically driven HT cooling waterpumps can be used.

The standby pump has to be of the electricallydriven type.

It is required to cool down the engine for a periodof 15 minutes after shut down. For this purposethe standby pump can be used. In the case thatneither an electrically driven HT cooling waterpump nor an electrically driven standby pump isinstalled (e. g. multi-engine plants with engine driv-en HT cooling water pump without electrically driv-en HT standby pump, if applicable by theclassification rules), it is possible to cool down theengine by the separate small preheating pump,see "Table 5-14: Minimum flow rate during preheatingand post-cooling", or if the optional preheating unit

Page 5 - 54 48/60B I-BB



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(MOD-004) with integrated circulation pump is in-stalled, it is also possible to cool down the enginewith this small pump. However, the pump used tocool down the engine, has to be electrically drivenand started automatically after engine shut down.

None of the cooling water pumps is a self-primingcentrifugal pump.

Design flow rates should not be exceeded bymore than 15 % to avoid cavitation in the engineand its systems. A throttling orifice is to be fittedfor adjusting the specified operating point.

FSH-002/Condensate monitoring tank (not indicated in the diagram)

Only for acceptance by Bureau Veritas:

The condensate deposition in the charge air cool-er is drained via the condensate monitoring tank.A level switch releases an alarm when condensateis flooding the tank.

T-002/HT cooling water expansion tank

The expansion tank compensates changes in sys-tem volume and losses due to leakages. It is to bearranged in such a way, that the tank bottom is sit-uated above the highest point of the system at anyship inclination. For the required volume of thetank, the recommended installation height and thediameter of the connection pipe, see "Table 2-28:Service tanks capacity".

Tank equipment:

• Sight glass for level monitoring

• Low-level alarm switch

• Overflow and filling connection

• Inlet for corrosion inhibitor

The expansion pipe shall connect the tank with thesuction side of the pump(s), as close as possible.It is to be installed in a steady rise to the expansiontank, without any air pockets. Minimum requireddiameter is DN 40 for L-engines and DN 50 forV-engines.

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Page 5 - 56 48/60B I-BB


5.3.3 Advanced HT cooling water system for increased freshwater generation

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Traditional systems

The cooling water systems presented so far, dem-onstrate a simple and well proven way to cooldown the engines internal heat load.

Traditionally, stage 1 charge air cooler and cylinderjackets are connected in sequence, so the HTcooling water circle can work with one pump forboth purposes.

Cooling water temperature is limited to 90 °C atthe outlet oft the cylinder jackets, the inlet temper-ature at the charge air cooler is about 55 to 60 °C.

Cooling water flow passing engine block andcharge air cooler is the same, defined by the inter-nal design of the cylinder jacket.

As one result of this traditional set-up, the possibleheat recovery for fresh water generation is limited,especially at part load conditions.

Advanced systems

To improve the benefit of the HT cooling water cir-cle, this set-up can be changed to an advancedcircuit, with two parallel HT pumps.

Cooling water flow through the cylinder jacketsand outlet temperature at the engine block is lim-ited as before, but the extra flow through thecharge air cooler can be increased.

With two pumps in parallel, the combined coolingwater flow can be more than doubled.

Common inlet temperature for both circles is e.g.about 78 °C, the mixed outlet temperature canreach up to 94 °C.

Following this design, the internal heat load of theengine stays the same, but water flow and tem-perature level of systems in- and outlet will behigher, especially at part load conditions.

This improves considerably the use of heat recov-ery components at high temperature levels, likee.g. fresh water generators for cruise vessels orother passenger ships.

General Requirements, LT System

General requirements for cooling water systemsand components concerning the LT system staythe same like for the cooling water systems men-tioned before.

Note!

The arrangement of the cooling water systemshown here is only one of many possible solu-tions. It is recommended to inform MANDiesel & Turbo in advance in case other ar-rangements should be desired.

HT cooling water circuit

Following the advanced design, components forthe cylinder cooling will not differ from the tradi-tional set-up.

Due to the higher temperature level, the water flowpassing the stage 1 charge air cooler has to riseconsiderably and for some engine types a biggerHT charge air cooler as well as a more powerful HTcharge air cooler pump may be necessary.

Note!

The design data of the cooling water systemcomponents shown in the following diagramare different from "Section: Planning data for emissionstandard IMO Tier II" and have to be cleared in ad-vance with MAN Diesel & Turbo.

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Figure 5-18 Advanced HT cooling water system for increased fresh water generation

Page 5 - 58 48/60B, 48/60CR K-BB



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Legend

Components

1,2 D-003 Auxiliary engine MOV-001 HT-CW Main temperature control valve

1,2FIL-019 Sea water filter MOV-002 Cylinder cooling water temperature control valve

1,2FIL-021 Strainer for commisioning MOV-003 Charge air temperature control (CHATCO)

H-020 Preheater main engine MOV-004 Prreheating module

H-027 Preheater auxiliary engine MOV-005 Nozzle cooling module

HE-002 Lube oil cooler MOV-016 LT cooling water temperature control valve

HE-003 Cooler for HT cooling water 1P-002 Pump for HT charge air cooling water

HE-005 Nozzle cooling water cooler 2P-002 Pump for HT cylinder cooling water

HE-007 Diesel oil cooler 1,2P-062 Sea water pump

HE-008 Charge air cooler (Stage 2) 1,2P-076 Pump for LT cooling water

HE-010 Charge air cooler (Stage 1) 1,2POF-001 Shut off flap for charge air preheating (depending on plant)

HE-023 Gearbox lube oil cooler POF-002 Shut off flap for charge air preheating (depending on plant)

HE-024 Cooler for LT cooling water T-002 HT cooling water expansion tank

HE-026 Fresh water generator T-075 LT cooling water expansion tank

Major cooling water engine connections

3171 Inlet cylinder cooler pump 4177 Stand-by pump charge air cooler

3177 Stand-by pump cylinder cooling 4171, 4199 Inlet charge air cooler (Stage 2)

3199 Outlet HT cylinder cooling water 3179, 4179 Inlet pre-heating

3471, 3499 Inlet/outlet nozzle cooling 4184 Outlet for compressor wheel cooling

4173 Inlet charge air cooler pump (Stage 1) 4197 Inlet charge air cooler (Stage 1)

Drains and ventings are not shown.

Connection to the nozzle cooling module

N1, N2 Return/feeding of engine nozzle cooling water

N3, N4 Inlet/outlet LT cooling water

K-BB 48/60B, 48/60CR Page 5 - 59



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Page 5 - 60 48/60B, 48/60CR K-BB


5.3.4 Cooling water collecting and supply system

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T-074/Cooling water collecting tank (not indicated inthe diagram)

The tank is to be dimensioned and arranged insuch a way that the cooling water content of thecircuits of the cylinder, turbocharger and nozzlecooling systems can be drained into it for mainte-nance purposes.This is necessary to meet the requirements withregard to environmental protection (water hasbeen treated with chemicals) and corrosion inhibi-tion (re-use of conditioned cooling water).

P-031/Transfer pump (not indicated in the diagram)

The content of the collecting tank can be dis-charged into the expansion tanks by a freshwatertransfer pump.

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Page 5 - 64 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 G-AJ


5.3.5 Miscellaneous items

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Piping

For piping, black steel pipe should be used. Treat-ment of the cooling water as specified by MANDiesel & Turbo will safely protect the inner pipewalls against corrosion.

Galvanised steel pipe must not be used for thepiping of the system as all additives contained inthe engine cooling water attack zinc.

Moreover, there is the risk of the formation of localelectrolytic element couples where the zinc layerhas been worn off, and the risk of aeration corro-sion where the zinc layer is not properly bonded tothe substrate.

Please see the instructions in our Work card 6682000.16-01E for cleaning of steel pipes before fit-ting.

Pipe branches must be fitted to discharge in thedirection of flow in a flow-conducive manner. Vent-ing is to be provided at the highest points of thepipe system and drain openings at the lowestpoints.

Cooling water pipes are to be designed accordingto pressure class PN 6, flanges and engine con-nections are often designed according to PN 10.

Turbocharger washing equipment

The turbocharger of engines operating on heavyfuel oil must be washed at regular intervals. Thisrequires the installation of a freshwater supply linefrom the sanitary system to the turbine washingequipment and two dirty-water drain pipes via afunnel (for visual inspection) to the sludge tank.

The lance must be removed after every washingprocess. This is a precautionary measure, whichserves to prevent an inadvertent admission of wa-ter to the turbocharger.

The compressor washing equipment is completelymounted on the turbocharger and is supplied withfreshwater from a small tank.

For further information see the turbochargerproject guide. You can also find the latest updateson our website www.mandieselturbo.com under:"Turbomachinery > Turbocharger > AxialFlow > TCA Series" and "Turbomachinery >Turbocharger > Radial Flow > TCR Series".

Sea water pump

A self-priming service and standby pump, and aharbor pump for the diesel GenSets must be in-stalled. For calculating the delivery rate, the heat tobe dissipated in the LT and HT circuit is to be takenin consideration.

Delivery Volume V:

V Delivery volume m³/h

Q Total heat to be dissipated kJ/h

t2 – t1 Temperature difference °C

cp specific heat 4.2 kJ/kg.°K

The maximum permissible seawater temperaturealso depends on the type (plates or tubes) and thecorrosion resistance of the coolers and has to bespecified by the cooler manufacturer.

We recommend that a seawater outlet tempera-ture of 48 °C is not exceeded.

Sea water filters

It protects the system against rough dirt. For ves-sels with only one seawater box a reversible du-plex filter is recommended. The mesh size shouldbe in a range of 2 – 4 mm. For dredges operatingpredominantly in sandy waters, a mesh size of0.3 – 0.5 mm is recommended.

Q

Vt2 t1 cp 1000

G-BA 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 5 - 65



http://www.mandieselturbo.com/0000327/Products/Marine-Engines-and-Systems/Turbocharger/Axial-Flow/TCA-series.html

http://www.mandieselturbo.com/0000327/Products/Marine-Engines-and-Systems/Turbocharger/Axial-Flow/TCA-series.html

http://www.mandieselturbo.com/0000329/Products/Marine-Engines-and-Systems/Turbocharger/Radial-Flow/TCR-Series.html

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5.3.6 Cleaning of charge air cooler (built-in condition) by a ultrasonic device

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The cooler bundle can be cleaned without beingremoved. Prior to filling with cleaning solvent, thecharge air cooler and its adjacent housings mustbe isolated from the turbocharger and charge airpipe using blind flanges.

• The casing must be filled and drained with a bigfirehose with shut-off valve (see P & I).All piping dimensions execute in DN 80.

• When contamination with oil, fill the charge aircooler casing with freshwater and a liquidwashing-up additive.

• Input the sono pusher after addition of thecleaning agent in default dosing portion.

• Flushing with freshwater (Quantity: approx. 2xto fill in and to drain).

The contaminated water must be cleaned afterevery sequence and must be drained into the dirtywater collecting tank.

Note!

When using the cleaning agents:

The instructions of the manufacturers must beobserved.

Attention is to be paid to their safety-relevantdata sheets.

The temperature of these products has, (due tothe fact that some of them are inflammable), tobe at 10 °C lower than the respective flashpoint.

The waste disposal instructions of the manu-facturers must be observed.Follow all terms and conditions of the Classifi-cation Societies.

Designation Manufacturer

Aquabreak PX Unitor Ship Service AS

Mastemyr

N-1410 Kolbotn/Norway

Environclean Unitor Ship Service AS

Mastemyr

N-1410 Kolbotn/Norway

Enviromate 2000 Drew Chemical Corp.

Boonton

New Jersey/USA

Eskaphor N6773 Haug Chemie GmbH

Breite Seite 14 – 16

74889 Sinsheim/Germany

Table 5-18 Recommended cleaning medium

Increase in differential pressure1)

1) Increase in differential pressure = actual condition – New condition(mm WC = mm water column).

Degree of fouling Cleaning period (guide value)

< 100 mm WC Hardly fouled Cleaning not required

100 – 200 mm WC Slightly fouled approx. 1 hour

200 – 300 mm WC Severely fouled approx. 1.5 hour

> 300 mm WC Extremely fouled approx. 2 hour

Table 5-19 Degree of fouling of the charge-air cooler

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Figure 5-20 Principle layout

Legend

1 Installation ultrasonic cleaning

2 Firehose with sprag nozzle

3 Firehose

4 Dirty water collecting tank1)

1) Required size of dirty water collecting tank: Volume at the least 4-multiple charge air cooler volume.

5 Ventilation

A Isolation with blind flanges

Page 5 - 68 bJ__


5.3.7 Turbine washing device, HFO-operation

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Figure 5-21 Cleaning turbine

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Page 5 - 70 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 58/64 L-AJ


5.3.8 Nozzle cooling system and diagram

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General

In HFO operation, the nozzles of the fuel injectionvalves are cooled by freshwater circulation, there-fore a nozzle cooling water system is required. It isa separate and closed system re-cooled by the LTcooling water system, but not directly in contactwith the LT cooling water. The nozzle cooling wateris to be treated with corrosion inhibitor accordingto MAN Diesel & Turbo specification see "Section4.9: Specification for engine cooling water, page 4-31".

Note!

In diesel engines designed to operate preva-lently on HFO the injection valves are to becooled during operation on HFO. In the case ofMGO or MDO operation exceeding 72 h, thenozzle cooling is to be switched off and thesupply line is to be closed. The return pipe,however, has to remain open.

In diesel engines designed to operate exclu-sively on MGO or MDO (no HFO operation pos-sible), nozzle cooling is not required. Thenozzle cooling system is omitted.

In dual-fuel engines (liquid fuel and gas) thenozzles are to be cooled according to the en-gine design.

P-005/Cooling water pump

The centrifugal (non self-priming) pump discharg-es the cooling water via cooler HE-005 and thestrainer FIL-021 to the header pipe on the engineand then to the individual injection valves. Fromhere, it is pumped through a manifold into the ex-pansion tank from where it returns to the pump.

One system can be installed for two engines.

T-076/Expansion tank

For the installation height above the crankshaftcentreline see "Section: Planning data for emissionstandard IMO Tier II".

If there is not enough room to install the tank at theprescribed height, an alternative pressure systemof modular design is available, permitting installa-tion at the engine room floor level next to the en-gine (see system drawing overleaf).

The system is to be closed with an over-/under-pressure valve on tank top to prevent flashing tosteam.

HE-005/Cooler

The cooler is to be connected in the LT coolingwater circuit according to schematic diagram.Cooling of the nozzle cooling water is effected bythe LT cooling water.

If an antifreeze is added to the cooling water, theresulting lower heat transfer rate must be takeninto consideration. The cooler is to be providedwith venting and draining facilities.

TCV-005/Temperature control valve

The temperature control valve with thermal-ex-pansion elements regulates the flow through thecooler to reach the required inlet temperature ofthe nozzle cooling water. It has a regulating rangefrom approx. 50 °C (valve begins to open the pipefrom the cooler) to 60 °C (pipe from the coolercompletely open).

FIL-021/Strainer

To protect the nozzles for the first commissioningof the engine a strainer has to be provided. Themesh size is 0.25 mm.

TE/Temperature sensor

The sensor is mounted upstream of the engineand is delivered loose by MAN Diesel & Turbo.Wiring to the common engine terminal box ispresent.

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Figure 5-22 Nozzle cooling system

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Legend

D-001 Diesel engine T-076 Nozzle cooling water expansion tank

FIL-021 Strainer, cooling water system, for com-missioning

TCV-005 Temperature control valve for nozzle cool-ing water

HE-005 Nozzle cooling water cooler FBV-020 Flow balancing valve

P-005 Nozzle cooling water pump 3471 Nozzle cooling water inlet

P-031 Filling pump 3495 Nozzle cooling water drain

T-039 Cooling water storage tank 3499 Nozzle cooling water outlet

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5.3.9 Nozzle cooling water module

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Purpose

The nozzle cooling water module serves for cool-ing the fuel injection nozzles on the engine in aclosed nozzle cooling water circuit.

Design

The nozzle cooling water module consists of astorage tank, on which all components requiredfor nozzle cooling are mounted.

Description

By means of a circulating pump, the nozzle cool-ing water is pumped from the service tank througha heat exchanger and to the fuel injection nozzles.The return pipe is routed back to the service tank,via a sight glass. Through the sight glass, the noz-zle cooling water can be checked for contamina-tion. The heat exchanger is integrated in the LTcooling water system. By means of a temperaturecontrol valve, the nozzle cooling water tempera-ture upstream of the nozzles is kept constant. Theperformance of the service pump is monitoredwithin the module by means of a flow switch. If re-quired, the optional standby pump integrated inthe module, is started.

Throughput 0.8 – 10.0 m³/h nozzle cooling water,suitable for cooling of all number of cylinders of theengine types 32/40 – 58/64 and single/ doubleengine plants.

Required flow rates for the respective engine typesand number of cylinders see "Section: Planning datafor emission standard IMO Tier II".

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Figure 5-23 Example: Compact nozzle cooling water module

Page 5 - 76 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB



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Figure 5-24 Nozzle cooling water module

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Legend

D-001 Diesel engine T-076 Nozzle cooling water expansion tank

FIL-021 Strainer for commissioning TCV-005 Temperature control valve for nozzle cooling water

HE-005 Nozzle cooling water cooler 3471 Nozzle cooling water inlet

MOD-005 Nozzle cooling water module 3495 Nozzle cooling water drain

P-005 Nozzle cooling water pump 3499 Nozzle cooling water outlet

T-039 Cooling water storage tank

Page 5 - 78 32/40, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BB


5.3.10 Preheating module

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Figure 5-25 Example: Compact preheating cooling water module

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Page 5 - 80 E-BA


5.4.1 Marine diesel oil (MDO) treatment system

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5.4 Fuel oil system


Figure 5-25 MDO treatment system

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Legend

CF-003 MDO separator P-073 MDO supply pump

H-019 MDO preheater T-015 MDO storage tank

MDO-008 Fuel module T-021 Sludge tank

P-008 Diesel oil supply pump 1, 2 T-003 MDO service tank

P-057 Diesel oil filling pump

Page 5 - 80 D-AF


5.4.2 Marine diesel oil (MDO) supply system for diesel engines

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Figure 5-26 Fuel supply (MDO) – Single engine plant

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Legend

D-001 Diesel engine 1,2 T-003 MDO service tank

FIL-003 Automatic filter T-006 Leakage oil collecting tank

FIL-011 Stand-by filter T-015 Diesel oil storage tank

FSH-001 Leakage fuel oil monitoring tank T-021 Sludge tank

HE-007 MDO cooler 5271 MDO inlet

PCV-008 Pressure retaining valve 5293 Leakage fuel pipe from supervising

1,2 P-008 Supply pumps 5294 Leakage fuel drain

1,2 STR-010 Strainer 5299 MDO outlet

Note!

Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-001.

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Figure 5-27 Fuel supply (MDO) – Twin engine plant

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Legend

CF-003 MDO separator 1,2 STR-010 Strainer

1,2 D-001 Diesel engine 1,2 T-003 MDO service tank

1,2 FBV-010 Flow balancing valve T-006 Leakage oil collecting tank

FIL-003 Automatic filter T-015 MDO storage tank

FIL-013 Fuel duplex filter T-021 Sludge tank

1,2 FSH-001 Leakage fuel oil monitoring tank 5271 MDO inlet

HE-007 MDO cooler 5293 Leakage fuel pipe from supervising

PCV-008 Pressure retaining valve 5294 Leakage fuel drain

1,2 PCV-011 Spill valve 5299 MDO outlet

1,2 P-008 Supply pumps - -

Note!

• Engines 32/44CR, 58/64 and L48/60B: FSH-001 attached on the engine, 5293 downstream of FSH-0001.

• Engine 32/44CR: FIL-013 attached on the engine, 5271 upstream of FIL-013.

Page 5 - 84 32/40, 32/44CR, 40/54, 48/60B, 58/64 B-BA


5.4.3 Heavy fuel oil (HFO) treatment system

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A prerequisite for safe and reliable engine opera-tion with a minimum of servicing is a properly de-signed and well-functioning fuel oil treatmentsystem.The schematic diagram shows the system com-ponents required for fuel treatment for HFO.

Bunker

Fuel compatibility problems are avoidable if mixingof newly bunkered fuel with remaining fuel can beprevented by a suitable number of bunkers.

Heating coils in bunkers to be designed so that theHFO in it is at a temperature of at least 10 °C min-imum above the pour point.

P-038/Transfer pump

The transfer pump discharges fuel from the bun-kers into the settling tanks. Being a screw pump,it handles the fuel gently, thus prevent water beingemulsified in the fuel. Its capacity must be sized sothat complete settling tank can be filled in 2 hours.

T-016/Settling tank for HFO

Two settling tanks should be installed, in order toobtain thorough pre-cleaning and to allow fuels ofdifferent origin to be kept separate.

Size

Pre-cleaning by settling is the more effective thelonger the solid material is given time to settle. Thestorage capacity of the settling tank should be de-signed to hold at least a 24-hour supply of fuel atfull load operation, including sediments and waterthe fuel contains.

The minimum volume (V) to be provided is:

V Minimum volume . . . . . . . . . . . . . . . . . . . m³

P Engine rating . . . . . . . . . . . . . . . . . . . . . . kW

Tank heating

The heating surfaces should be so dimensionedthat the tank content can be evenly heated to75 °C within 6 to 8 hours.

The supply of heat should be automatically con-trolled, depending upon the fuel oil temperature.

In order to avoid:

• Agitation of the sludge due to heating, the heat-ing coils should be arranged at a sufficient dis-tance from the tank bottom.

• The formation of asphaltene, the fuel oil tem-perature should not be allowed to exceed75 °C.

• The formation of carbon deposits on the heat-ing surfaces, the heat transferred per unit sur-face must not exceed 1.1 W/cm².

Design

The tank is to be fitted with baffle plates in longitu-dinal and transverse direction in order to reduceagitation of the fuel in the tank in rough seas as faras possible. The suction pipe of the separatormust not reach into the sludge space. One ormore sludge drain valves, depending on the slantof the tank bottom (preferably 10°), are to be pro-vided at the lowest point. Tanks reaching to theship hull must be heat loss protected by a coffer-dam. The settling tank is to be insulated againstthermal losses.Sludge must be removed from the settling tankbefore the separators draw fuel from it.

T-021/Sludge tank

If disposal by an incinerator plant is not planned,the tank has to be dimensioned so that it is capa-ble to absorb all residues which accumulate dur-ing the operation in the course of a maximumduration of voyage. In order to render emptying ofthe tank possible, it has to be heated. The heatingis to be dimensioned so that the content of thetank can be heated to approx. 60 °C

5.7 PV

1000

B-BA 32/40, 48/60B, 58/64 Page 5 - 85



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P-015/Heavy fuel supply pump

The supply pumps should preferably be of thefree-standing type, i. e. not mounted on the sepa-rator, as the delivery volume can be matched bet-ter to the required throughput.

H-008/Preheater for HFO

To reach the separating temperature a preheatermatched to the fuel viscosity has to be installed.

CF-002/Separator

As a rule, poor quality, high viscosity fuel is used.Two new generation separators must therefore beinstalled.

From Alfa Laval: Alcap, type SU

From Westfalia: Unitrol, type OSE

Separators must always be provided in sets of 2 ofthe same type

• 1 service separator

• 1 stand-by separator

of self-cleaning type.

As a matter of principle, all separators are to beequipped with an automatic programme controlfor continuous desludging and monitoring.

Mode of operation

The stand-by separator is always to be put intoservice, to achieve the best possible fuel cleaningeffect with the separator plant as installed.The piping of both separators is to be arranged inaccordance with the makers advice, preferably forboth parallel and series operation.

The discharge flow of the free-standing dirty oilpump is to be split up equally between the twoseparators in parallel operation.The freshwater supplied must be treated as spec-ified by the separator supplier.

Size

The separators are dimensioned in accordancewith the separator manufacturers' guidelines.

The required flow rate (Q) can be roughly deter-mined by the following equation:

With the evaluated flow rate the size of separatorhas to be selected according to the evaluation ta-ble of the manufacturer. MAN Diesel & Turbostrictly recommend to use evaluation tables ac-cording to a "certified flow rate" (CFR). The sepa-rator rating stated by the manufacturer should behigher than the flow rate (Q) calculated accordingto the above formula.

By means of the separator flow rate which was de-termined in this way, the separator type, depend-ing on the fuel viscosity, is selected from the listsof the separator manufacturers.

For determining the maximum fuel consumption(be), increase the specific table value by 15 %.

This increase takes into consideration:

• Tropical conditions

• The engine-mounted pumps

• The calorific value fluctuations

• The consumption tolerance


Points for drawing fuel oil samples are to be pro-vided upstream and downstream of each separa-tor, to verify the effectiveness of these systemcomponents.

Q Separator flow rate l/h

P Engine rating kW

be Fuel consumption (see below) g/kWh

Density at separating temp. approx. 0.93 kg/l

eP bQ

Page 5 - 86 32/40, 48/60B, 58/64 B-BA



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Figure 5-28 HFO treatment system

B-BA 32/40, 48/60B, 58/64 Page 5 - 87



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Legend

1, 2 CF-002 Heavy fuel separator (1 service, 1 standby)

1, 2 P-018 Heavy fuel transfer pump

1, 2 H-008 Heavy fuel preheater 1, 2 T-016 Settling tank for heavy fuel oil

MDO-008 Fuel oil module T-021 Sludge tank

1, 2 P-015 Heavy fuel oil supply pump 1, 2 T-022 Service tank for heavy fuel oil1 2 CF-002

Page 5 - 88 32/40, 48/60B, 58/64 B-BA


5.4.4 Heavy fuel oil (HFO) supply system

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To ensure that high-viscosity fuel oils achieve thespecified injection viscosity, a preheating tempera-ture is necessary, which may cause degassingproblems in conventional, pressureless systems.

A remedial measure is adopting a pressurised sys-tem in which the required system pressure is 1 barabove the evaporation pressure of water.

The indicated pressures are minimum require-ments due to the fuel characteristic. Nevertheless,to meet the required fuel pressure at the engine in-let (see "Section: Planning data for emission standardIMO Tier II"), the pressure in the mixing tank andbooster circuit becomes significant higher as indi-cated in this table.

T-022/Heavy fuel oil service tank

The heavy fuel oil cleaned in the separator ispassed to the service tank, and as the separatorsare in continuous operation, the tank is alwayskept filled. To fulfil this requirement it is necessaryto fit the heavy fuel oil service tankT-022 with overflow pipes, which are connectedwith the setting tanks T-016. The tank capacity isto be designed for at least eight-hours' fuel supplyat full load so as to provide for a sufficient periodof time for separator maintenance. The tankshould have a sludge space with a tank bottom in-clination of preferably 10°, with sludge drain valvesat the lowest point, and is to be equipped withheating coils.

The sludge must be drained from the service tankat regular intervals.

The heating coils are to be designed for a tanktemperature of 75 °C.

The rules and regulations for tanks issued by theclassification societies must be observed.

T-003/MDO/MGO service tank

The classification societies specify that at leasttwo service tanks are to be installed on board. Theminimum volume of each tank should, in additionto the MDO/MGO consumption of the generatingsets, enable an eight-hour full load operation of themain engine.Cleaning of the MDO/MGO by an additional sepa-rator should, in the first place, be designed tomeet the requirements of the diesel alternator setson board. The tank should be provided, like theheavy fuel oil service tank, with a sludge spacewith sludge drain valve and with an overflow pipefrom the MDO/MGO service tankT-003 to the MDO/MGO storage tank T-015.

Fuel Injectionviscosity1)

1) For fuel viscosity depending on fuel temperature please see "Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35".

Temperature after final preheater

Evaporation pressure

Required system pressure

mm²/50 °C mm²/s °C bar bar

180 12 126 1.4 2.4

320 12 138 2.4 3.4

380 12 142 2.7 3.7

420 12 144 2.9 3.9

500 14 141 2.7 3.7

700 14 147 3.2 4.2

Table 5-17 Injection viscosity and temperature after final preheater

J-BB 32/40, 48/60B, 58/64 Page 5 - 89



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CK-002/Three way valve

This valve is used for changing over fromMDO/MGO operation to heavy fuel operation andvice versa. Normally it is operated manually, and itis equipped with two limit switches for remote in-dication and suppression of alarms from the vis-cosity measuring and control system duringMDO/MGO operation.

STR-010/Y-type strainer

To protect the feed pumps, an approx. 0.5 mmgauge (sphere-passing mesh) strainer is to be in-stalled at the suction side of the pump.

P-018/Supply pump

The volumetric capacity must be at least 160 % ofmax. fuel consumption.

The delivery height of the supply pump shall be se-lected according to the required system pressure(see "Table 5-17: Injection viscosity and temperature af-ter final preheater") the required pressure in the mix-ing tank and the resistance of the automatic filter,flow meter and piping system.

QP1 = P1 x brISO x f4

Required supply pump delivery capac-ity with HFO at 90 °C:

QP1 l/h

Engine output at 100 % MCR: P1 kW

Specific engine fuel consumption (ISO) at 100 % MCR

brISO g/kWh

Factor for pump dimensioning

• For diesel engines operating on main fuel HFO:f4 = 2.00 x 10–3

• For diesel engines installed in dredges operating on main fuel HFO:f4 = 2.02 x 10–3

f4 l/g

Note!

The factor f4 includes the following parameters:

• 160 % fuel flow

• Main fuel: HFO 380 mm2/50 °C

• Attached lube oil and cooling water pumps


• Realistic lower heating value

• Specific fuel weight at pumping temperature

• Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increased accordingly.

Table 5-18 Simplified supply pump dimensioning

Page 5 - 90 32/40, 48/60B, 58/64 J-BB



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It is recommended to install supply pumps de-signed for the following pressures:

Engines with conventional fuel injection system:Design delivery height 7.0 bar, design output pres-sure 7.0 bar g.

Engines common rail injection system: Designdelivery height 8.0 bar, design output pressure8.0 bar g.

HE-025/Finned-tube cooler

If no fuel is consumed in the system while thepump is in operation, the finned-tube cooler pre-vents excessive heating of the fuel. Its cooling surface must be adequate to dissipatethe heat that is produced by the pump to the am-bient air.

PCV-009/Pressure limiting valve

This valve is used for setting the required systempressure and keeping it constant. It returns in the case of

• engine shutdown 100 %, and of

• engine full load 37.5 %

of the quantity delivered by the supply pump backto the pump suction side.

Fil-003/Automatic filter

Only filters have to be used, which cause no pres-sure drop in the system during flushing.

Design criterion is the filter area load specified bythe filter manufacturer. The automatic filter has tobe installed in the plant (is not attached on the en-gine).

Conventional fuel injection system32/40,

48/60B, 58/64

Positive pressure at the fuel module inlet due to tank level above fuel module level

– 0.10

Pressure loss of the pipes between fuel module inlet and mixing tank inlet + 0.20

Pressure loss of the automatic filter + 0.80

Pressure loss of the fuel flow measuring device + 0.10

Pressure in the mixing tank + 5.70

Operating delivery height of the supply pump = 6.70

Table 5-19 Example for the determination of the expected operating delivery height of the supply pump

Conventional fuel injection system

32/40, 48/60B, 58/64

Filter mesh width (mm) 0.034

Design pressure PN10

Table 5-20 Required filter mesh width (sphere passing mesh)

J-BB 32/40, 48/60B, 58/64 Page 5 - 91



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T-011/Mixing tank

The mixing tank compensates pressure surgeswhich occur in the pressurised part of the fuel sys-tem. For this purpose, there has to be an air cush-ion in the tank. As this air cushion is exhaustedduring operation, compressed air (max. 10 bar)has to be refilled via the control air connection fromtime to time.

Before prolonged shutdowns the system ischanged over to MDO/MGO operation. The tankvolume shall be designed to achieve gradual tem-perature equalisation within 5 minutes in the caseof half-load consumption.

The tank shall be designed for the maximum pos-sible service pressure, usually approx. 10 bar andis to be accepted by the classification society inquestion.

The expected operating pressure in the mixingtank depends on the required fuel oil pressure atthe inlet (see "Section: Planning data for emission stand-ard IMO Tier II" and the pressure losses of the in-stalled components and pipes).

This example demonstrates, that the calculatedoperating pressure in the mixing tank is (for all HFOviscosities) higher than the min. required fuel pres-sure (see "Table 5-17: Injection viscosity and tempera-ture after final preheater").


48/60B, 58/64

bar

Required max. fuel pressure at engine inlet + 8.00

Pressure difference between fuel inlet and outlet engine – 2.00

Pressure loss of the fuel return pipe between engine outlet and mixing tank inlet, e. g.

– 0.30

Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, pressure loss approx. 0,5 bar)

– 0.00

Operating pressure in the mixing tank = 5.70

Table 5-21 Example for the determination of the expected operating pressure of the mixing tank

Page 5 - 92 32/40, 48/60B, 58/64 J-BB



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P-003/Booster pumps

To cool the engine mounted high pressure injec-tion pumps, the capacity of the booster pumpshas to be at least 300 % of maximum fuel oil con-sumption at injection viscosity.

The delivery head of the booster pump is to be ad-justed to the total resistance of the booster sys-tem.

QP2 = P1 x brISO x f5

Required booster pump delivery capacity with HFO at 145 °C:

QP2 l/h

Engine output at 100 % MCR: P1 kWh

Specific engine fuel consumption (ISO) at 100 % MCR

brISO g/kWh

Factor for pump dimensioning

• For diesel engines operating on main fuel HFO:f5 = 3.90 x 10–3

• For diesel engines installed in dredges operating on main fuel HFO:f5 = 3.94 x 10–3

f5 l/g

Note!

The factor f5 includes the following parameters:

• 300 % fuel flow at 100 % MCR

• Main fuel: HFO 380 mm2/50 °C

• Attached lube oil and cooling water pumps


• Realistic lower heating value

• Specific fuel weight at pumping temperature

• Tolerance

In case more than one engine is connected to the same fuel system, the pump capacity has to be increased accordingly.

Table 5-22 Simplified booster pump dimensioning

J-BB 32/40, 48/60B, 58/64 Page 5 - 93



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It is recommended to install booster pumps de-signed for the following pressures:

Engines with conventional fuel injection system:Design delivery height 7.0 bar, design output pres-sure 10.0 bar g.

Engines common rail injection system: Design de-livery height 10.0 bar, design output pressure14.0 bar g.

H-004/Final preheater

The capacity of the final-preheater shall be deter-mined on the basis of the injection temperature atthe nozzle, to which 4 K must be added to com-pensate for heat losses in the piping. The piping for both heaters shall be arranged forseparate and series operation.

Parallel operation with half the throughput must beavoided due to the risk of sludge deposits.

VI-001/Viscosity measuring and control device

This device regulates automatically the heating ofthe final-preheater depending on the viscosity ofthe bunkered fuel oil, so that the fuel will reach thenozzles with the viscosity required for injection.

Fil-013/Duplex filter

This filter is to be installed upstream of the engineand as close as possible to the engine.The emptying port of each filter chamber is to befitted with a valve and a pipe to the sludge tank. Ifthe filter elements are removed for cleaning, the fil-ter chamber must be emptied. This prevents thedirt particles remaining in the filter casing from mi-grating to the clean oil side of the filter.

Design criterion is the filter area load specified bythe filter manufacturer.


48/60B, 58/64

bar

Pressure difference between fuel inlet and outlet engine + 2.00

Pressure loss of the flow balancing valve (to be installed only in multi-engine plants, pressure loss approx. 0.5 bar)

+ 0.00

Pressure loss of the pipes, mixing tank – engine mixing tank, e. g. + 0.50

Pressure loss of the final preheater max. + 0.80

Pressure loss of the indicator filter + 0.80

Operating delivery height of the booster pump = 4.10

Table 5-23 Example for the determination of the expected operating delivery height of the booster pump

Conventional fuel injection system32/40, 48/60B, 58/64

Filter mesh width (mm) 0.034

Design pressure PN16

Table 5-24 Required filter mesh width (sphere passing mesh)

Page 5 - 94 32/40, 48/60B, 58/64 J-BB



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FBV-010/Flow balancing valve (throttle valve)

The flow balancing valve at engine outlet is to beinstalled only (one per engine) in multi-engine ar-rangements connected to the same fuel system. Itis used to balance the fuel flow through the en-gines. Each engine has to be feed with its correct,individual fuel flow.

FSH-001/Leakage fuel monitoring tank

High pressure pump overflow and escaping fuelfrom burst control pipes is carried to the monitor-ing tanks from which it is drained into the leakageoil collecting tank. The float switch mounted in thetanks must be connected to the alarm system.

All parts of the monitored leakage system (pipesand monitoring tanks) have to be designed for afuel rate of 6.7 l/(minxCyl.). The classification soci-eties require the installation of monitoring tanks forunmanned engine rooms. Lloyd's Register specifymonitoring tanks for manned engine rooms aswell.

T-006/Leakage oil collecting tank for fuel and lube oil

Dirty leak fuel and leak oil are collected in the leak-age oil collecting tank. It must be emptied into thesludge tank.

A high flow of dirty leakage oil will occur in case ofa pipe break, for short time only (< 1 min). Enginewill run down immediately after a pipe break alarm.

Leakage fuel flows pressure less (by gravity only)from the engine into this tank (to be installed belowthe engine connections). Pipe clogging must beavoided by trace heating and by a sufficient down-ward slope.

The content of T-006 must not be added to the en-gine fuel! It can be burned for instance in a wasteoil boiler.

Engine Type Attached on the engine

To be installed in the plant close to the engine

L32/40 - X

V32/40 - X

L48/60B - X

V48/60B - X

58/64 - X

Table 5-25 Position of the duplex filter

Engine Type

Leakage fuel monitoring

tanks attached on the engine

Leakage fuel moni-toring tanks to be

installed in the plant close to the engine

L32/40 - X

V32/40 - X

L48/60B X -

V48/60B - X

58/64 X -

Table 5-26 Position of the leakage fuel monitoring tank

Engine type Leak rate for HFO

Leak rate for MGO

l/cyl. x h l/cyl. x h

32/40 0.5 ... 1.0 0.6 … 1.1

48/60B 0.8 ... 1.3 0.9 … 1.5

58/64 1.0 ... 1.5 1.1 … 1.7

Table 5-27 Leak rate (fuel and lube oil together) for con-ventional injection

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Points for drawing fuel oil samples are to be pro-vided upstream and downstream of each filter, toverify the effectiveness of these system compo-nents.

HE-007/CK-003 MDO/MGO cooler/three way cock

The propose of the MDO/MGO cooler is to ensurethat the viscosity of MDO/MGO will not becometoo fluid in engine inlet.

With CK-003, the MDO/MGO cooler HE- 007 hasto be opened when the engine is switched over toMDO/MGO operation.

That way, the MDO/MGO, which was heated whilecirculating via the injection pumps, is re-cooledbefore it is returned to the mixing tankT-011. Switching on the MDO/MGO cooler maybe effected only after flushing the pipes withMDO/MGO. The MDO/MGO cooler is cooled byLT cooling water.

The design pressure of the MDO cooler is PN 16.

The cooler has to be dimensioned for a MDO out-let temperature of 45 °C, for very light MGOgrades even lower outlet temperatures are re-quired.

PC = P1 x brISO x f1QC = P1 x brISO x f2

Cooler outlet temp. MDO/MGO1):

Tout = 45 °C

1) This temperature has to be normally max. 45 °C. Only for very light MGO fuel types this temperature has to be even lower in order to preserve the min. admissible fuel viscosity in engine inlet (see "Section 4.8: Viscosity-temperature diagram (VT diagram), page 4-35").

Tout °C

Dissipated heat of the cooler PC kW

MDO flow for thermal dimensioning of the cooler2)

2) The max. MDO/MGO throughput is identical to the de livery quantity of the installed booster pump.

Qc l/h

Engine output at 100 % MCR P1 kW

Specific engine fuel consumption (ISO) at 100 % MCR:

brISO g/kWh

Factor for dissipated heat

f1 = 2.01 x 10–5

f1 kWh/g

Factor for MDO/MGO flow

f2 = 2.80 x 10–3

f2 l/g

Note!

In case more than one engine is connected to the same fuel system, the cooler capacity has to be increased accordingly.

Table 5-28 Simplified MDO-cooler dimensioning for engines without common rail (32/40,48/60B, 58/64)

Page 5 - 96 32/40, 48/60B, 58/64 J-BB



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PCV-011/Pressure limiting valve

In case two engines are operated with one fuelmodule, it has to be possible to separate one en-gine at a time from the fuel circuit for maintenancepurposes. In order to avoid a pressure increase inthe pressurised system, the fuel, which cannot cir-culate through the shut-off engine, has to be re-routed via this valve into the return pipe. This valveis to be adjusted so that rerouting is effected onlywhen the pressure, in comparison to normal oper-ation (multi-engine operation), is exceeded.

V-002/Shut-off cock

The stop cock is closed during normal operation(multi-engine operation). When one engine is sep-arated from the fuel circuit for maintenance pur-poses, this cock has to be opened manually.

T-008/Pressure peaks compensation tank

The injection nozzles cause pressure peaks in thepressurised part of the fuel system. In order to pro-tect the viscosity measuring and Control Unit,these pressure peaks have to be equalised by acompensation tank. The volume of the pressurepeaks compensation tank is 20 I.

Piping

We recommend to use pipes according to PN16for the fuel system (see "Section 5.1.1: Engine pipeconnections and dimensions, page 5-3").

Material

The casing material of pumps and filters should beEN-GJS (nodular cast iron), in accordance to therequirements of the classification societies.

J-BB 32/40, 48/60B, 58/64 Page 5 - 97



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Figure 5-29 HFO supply system – Single engine plant

Page 5 - 98 32/40, 48/60B, 58/64 J-BB



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Legend

CF-002 Heavy fuel oil separator 1,2P-003 Booster pump

CF-003 Diesel fuel oil separator 1,2P-018 HFO supply pump

CK-002 Switching between MDO and HFO PCV-009 Pressure limiting valve

CK-003 Switching to MDO cooler 1,2STR-010 Strainer

D-001 Diesel engine 1,2T-003 Diesel oil service tank

FIL-003 Fuel oil automatic filter T-006 Leak oil tank

FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank

FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank

FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank

1,2H-004 Final heater HFO T-016 HFO settling tank

HE-007 Diesel oil/gas oil cooler T-021 Sludge tank

HE-025 Cooler for circulation fuel oil feeding part 1,2T-022 HFO service tank

MOD-008 Fuel oil module VI-001 Viscosimeter

Note!

Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.

J-BB 32/40, 48/60B, 58/64 Page 5 - 99



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Figure 5-30 HFO supply system – Twin engine plant

Page 5 - 100 32/40, 48/60B, 58/64 J-BB



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Legend

CF-002 Heavy fuel oil separator 1,2 P-018 HFO supply pump

CF-003 Diesel fuel oil separator PCV-009 Pressure limiting valve

CK-002 Switching between MDO and HFO PCV-011 Spill in single engine operation

CK-003 Switching to MDO cooler 1,2 STR-010 Strainer

1,2 FBV-010 Flow balancing valve 1,2 T-003 Diesel oil service tank

FIL-003 Fuel oil automatic filter T-006 Leak oil tank

1,2 FIL-013 Fuel duplex filter T-008 Fuel oil dumper tank

FQ-003 Flowmeter fuel oil T-011 Fuel oil mixing tank

1,2 FSH-001 Leakage fuel oil monitoring tank T-015 Diesel oil storage tank

1,2 H-004 Final heater HFO T-016 HFO settling tank

HE-007 Diesel oil/gas oil cooler T-021 Sludge tank for HFO separator

HE-025 Cooler for circulation fuel oil feeding part 1,2 T-022 HFO service tank

MOD-008 Fuel oil module V-002 Shut-off cock

1,2 P-003 Booster pump VI-001 Viscosimeter

Note!

Engines 58/64 and L48/60B: FSH-001 attached on the engine, 5693 downstream of FSH-001.

J-BB 32/40, 48/60B, 58/64 Page 5 - 101


5.4.5 Fuel supply at blackout conditions

0504

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5.4.5 Fuel supply at blackout conditions

Engine operation during short blackout

Engines with conventional fuel injection system:The air pressure cushion in the mixing tank is suf-ficient to press fuel from the mixing tank in the en-gine for a short time.

Engines with common rail injection system: Thefeeder pump has to be connected to a safe elec-trical grid, or an additional air driven booster pumpis to be installed in front of the mixing tank.

Starting during blackout

Engines with conventional fuel injection system:The engine can start by use of a gravity fuel oil tank(MDO/MGO).

Engines with common rail injection system: Sup-ply and booster pump are to be connected to asave electrical grid, or both pumps are to be airdriven. As an alternative it is also possible to installin parallel to the main fuel oil system anMDO/MGO emergency pump. This pump shall beelectrically driven and connected to a save electri-cal grid, or it shall be air driven.

Note!

A fast filling of hot high pressure injectionpumps with cold MDO/MGO shortly after HFO-operation will lead to temperature shocks inthe injection system and has to be avoided un-der any circumstances.

Blackout and/or black-start procedures are tobe designed in a way, that emergency pumpswill supply cold, low viscosity fuel to the en-gines only after a sufficient blending with hotHFO, e.g. in the mixing tank.

Page 5 - 102 32/40, 48/60B, 58/64 J-BB


5.5.1 Starting air system

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0MA

2.fm

5.5 Compressed air system


Marine main engines

The compressed air supply to the engine plant re-quires air vessels and air compressors of a capac-ity and air delivery rating which will meet therequirements of the relevant classification society(see "Section: Compressed air system – Starting air ves-sels, compressors").

1 C-001, 2 C-001, 3 C-001/Air compressor

1 service compressor . . . . . . . . . . . . . 1 C-0011 auxiliary compressor . . . . . . . . . . . . 2 C-0011 Jet Assist compressor . . . . . . . . . . . 3 C-001

These are multi-stage compressor sets with safetyvalves, cooler for compressed air and condensatetraps.

The operational compressor is switched on by thepressure control at low pressure, respectivelyswitched off at max. service pressure.

A max. service pressure of 30 bar is required. Thestandard design pressure of the starting air ves-sels is 30 bar and the design temperature is50 °C.

The service compressor is electrically driven, theauxiliary compressor may also be driven by a die-sel engine. The capacity of both compressors (1C-001 and 2 C-001) is identical.

The total capacity of the compressors has to beincreased if the engine is equipped with Jet Assist.This can be met either by providing a larger servicecompressor, or by an additional compressor(3 C-001).

For special operating conditions such as, e. g.,dredging service, the capacity of the compressorshas to be adjusted to the respective requirementsof operation.

1 T-007, 2 T-007/Starting air vessels

The installation situation of the air vessels must en-sure a good drainage of condensed water. Air ves-sels must be installed with a downward slopesufficiently to ensure a good drainage of accumu-lated condensate water.

The installation situation also has to ensure thatduring emergency discharging of the safety valveno persons can be compromised.

It is not allowed to weld supports (or other) on theair vessels. The original design must not be al-tered. Air vessels are to be bedded and fixed byuse of external supporting structures.

T-018/Air vessel for Jet Assist

Technical notes identical to 1 T-007, 2 T-007/starting air vessels.

As an alternative it is possible to omit the separateair vessel for Jet Assist (T-018). In this case, thevolume of the starting air vessels (1 T-007,2 T-007) must be increased accordingly.

Piping

The main starting pipe (engine connection 7171),connected to both air vessels, leads to the mainstarting valve (MSV- 001) of the engine.

A second 30 bar pressure line (engine connection7172) with separate connections to both air ves-sels supplies the engine with control air. This doesnot require larger air vessels.

A line branches off the aforementioned control airpipe to supply other air-consuming engine acces-sories (e. g. lube oil automatic filter, fuel oil filter)with compressed air through a separate 30/8 barpressure reducing station.

A third 30 bar pipe is required for engines with JetAssist (engine connection 7177). Depending onthe air vessel arrangement, this pipe can bebranched off from the starting air pipe near engine

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or must be connected separately to the air vesselfor Jet Assist.

Additional connections on the air vessels are pro-vided for air requirements of the ship and for thehorn. The pipes to be connected by the shipyardhave to be supported immediately behind theirconnection to the engine. Further supports are re-quired at sufficiently short distance.

Other air consumers for low pressure, auxiliary ap-plication (e.g. filter cleaning, TC cleaning, pneu-matic drives) can be connected to the start airsystem after a pressure reduction unit.

Galvanised steel pipe must not be used for thepiping of the system.

General requirements of classification societies

The equipment provided for starting the enginesmust enable the engines to be started from theoperating condition 'zero' with shipboard facilities,i. e. without outside assistance.

Compressors

Two or more starting air compressors must beprovided. At least one of the air compressors mustbe driven independently of the main engine andmust supply at least 50 % of the required total ca-pacity.

The total capacity of the starting air compressorsis to be calculated so that the air volume neces-sary for the required number of starts is topped upfrom atmospheric pressure within one hour.

The compressor capacities are calculated as fol-lows:

As a rule, compressors of identical ratings shouldbe provided. An emergency compressor, if provid-ed, is to be disregarded in this respect.

Starting air vessels

The starting air supply is to be split up into not lessthan two starting air vessels of about the samesize, which can be used independently of each an-other.

For the sizes of the starting air vessels for the re-spective engines see "Section: Compressed airsystem – Starting air vessels, compressors".

Diesel-mechanical main engine:

For each non-reversible main engine driving aC.P.-propeller, or where starting without countertorque is possible, the stored starting air must besufficient for a certain number of starting manoeu-vres, normally 6 per engine. The exact number ofrequired starting manoeuvres depends on the ar-rangement of the system and on the special re-quirements of the classification society.

Diesel-electric auxiliary engine:

For auxiliary marine engines, separate air tanksshall only be installed in case of turbine-driven ves-sels, or if the auxiliary sets in engine-driven vesselsare installed far away from the main plant.

Diesel-electric main engine:

For each diesel-electric main engine the storedstarting air must be sufficient for a certain numberof starting manoeuvres, normally 6 per engine.The exact number of required starting manoeuvresdepends on the number of engines and on thespecial requirements of the classification society.

P Total volumetric capacity of the compressors

m³/h

V Total volume of the starting air ves-sels at 30 bar or 40 bar service pressure

litres

V 30P

1000

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Calculation formula for starting air vessels see below

If other consumers (i. e. auxiliary engines, ship airetc.) which are not listed in the formula are con-nected to the starting air vessel, the capacity ofstarting air vessel must be increased accordingly,or an additional separate air vessel has to be in-stalled.

Jetst Drive st Safe Jet Jet sl sl Drive max min

sec

VV V f z z z t V z f p p

5

V Required vessel capacity litre

Vst Air consumption per nominal start1)

1) Tabulated values see "Section: Compressed air system –Starting air vessels, compressors".

litre

fDrive Factor for drive type

(1.0 = Diesel-mechanic,

1.5 = alternator drive)

-

zst Number of starts required by the classification society

-

zSafe Number of starts as safety margi -

VJet Assist air consumption per Jet Assist1)

litre

zJet Number of Jet Assist procedures1) -

tJet Duration of Jet Assist procedures sec.

Vsl Air consumption per slow turnlitre -

zsl Number of slow turn manoeuvres -

pmax Maximum starting air pressure bar

pmin Minimum starting air pressure bar

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Figure 5-35 Starting air system

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Legend

1 C-001 Starting air compressor (service) T-018 Vessel for Jet Assist only

2 C-001 Starting air compressor (stand-by) TR-005 Water trap

3 C-001 Compressor for Jet Assist 1, 2, 3 TR-006 Automatic condensate trap

FIL-001 Lube-oil automatic filter 7171 Engine inlet (main starting valve)

FIL-003 Fuel automatic filter 7172 Control air and emergency stop

M-019 Valve for interlocking device 7177 Jet Assist (optional)

MSV-001 Main starting valve 7451 Control air from turning gear

2 T-007 Starting air vessel 7461 Control air to turning gear

TY-001 Typhon 9771 Turbocharger dry cleaning (optional)

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Page 5 - 110 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 E-BB


5.5.2 Starting air vessels, compressors

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General

The engine requires compressed air for starting,start-turning, for the Jet Assist function as well asseveral pneumatic controls. The design of thepressure air vessel directly depends on the airconsumption and the requirements of the classifi-cation societies.

For air consumption see "Table 2-20: Starting air con-sumption 48/60B" in "Section 2.7.3: Starting air/controlair consumption, page 2-72".

• The air consumption per starting manoeuvredepends on the inertia moment of the unit. Foralternator plants, 1.5 times the air consumptionper starting manoeuvre has to be expected.

• The above-mentioned air consumption per JetAssist activation is valid for a jet duration of 5seconds. The jet duration may vary between3 sec and 10 sec, depending on the loading(average jet duration 5 sec). The air consump-tion is substantially determined by the respec-tive turbocharger design.For more information concerning Jet Assist see"Section 5.5.3: Jet Assist, page 5-113".

• The air consumption per slow-turn activationdepends on the inertia moment of the unit.

Starting air vessels:

Service pressure . . . . . . . . . . . . . . max. 30 bar

Minimum starting air pressure . . . . .min. 10 bar

Starting air compressors:

The total capacity of the starting air compressorshas to be capable to charge the air receivers fromthe atmospheric pressure to full pressure of 30 barwithin one hour.

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Propulsion plant with 1 main engine

1. General drive

2. Diesel-mechanical drive without shifting clutch

3. Diesel-mechanical drive with shifting clutch

Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)

Engine 48/60B 6L 7L 8L 9L 12V 14V 16V 18V

Min. required vessel capacity litre 980 1,120 1,225 1,330 1,680 1,925 2,100 2,345

Required vessels litre 2x 500 2x 710 2x 710 2x 710 2x1,000 2x1,000 2x1,250 2x1,250

Min. required compressor capacity

m³/h 30 43 43 43 60 60 75 75

Table 5-29 Starting air vessels, compressors-single-shaft vessel

Starting air vessels and compressor capacities (6 starts + 1 safety start, 0 Jet Assist, 0 slow turn)


Min. required vessel capacity litre 980 1,120 1,225 1,330 1,680 1,925 2,100 2,345

Required vessels litre 2x 500 2x 710 2x 710 2x 710 2x1,000 2x1,000 2x1,250 2x1,250


m³/h 30 43 43 43 60 60 75 75

Table 5-30 Starting air vessels, compressors-single shaft vessel’

Starting air vessels and compressor capacities (6 starts + 1 safety start, 3 x 5 sec. Jet Assist, 0 slow turn)


Min. required vessel capacity litre 1,580 1,720 2,050 2,160 2,870 3,110 3,290 4,040

Required vessels litre 2x 1,000

2x 1,000

2x 1,000

2x 1,250

2x1,500 2x1,750 2x1,750 2x2,000


m³/h 60 60 60 75 90 105 105 120

Table 5-31 Starting air vessels, compressors-single shaft vessel

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4. Diesel-mechanical drive with shaft-driven alternator (> 50 % Prated)

5. Diesel-electrical drive

6. Diesel-electrical drive with frequent load changes e.g. ferries etc.



Min. required vessel capacity litre 1, 980 2,120 2,600 2,710 3,660 3,900 4,080 5,170

Required vessels litre 2x1,000 2x1,250 2x1,500 2x1,500 2x2,000 2x2,000 2x2,250 2x2,500


m³/h 60 75 90 90 120 120 135 160





Required vessels litre 2x2,000 2x2,250 2x2,750 2x 2,750

2x3,750 2x4,000 2x4,000 2x5,250


m³/h 120 135 165 165 225 240 240 315







m³/h 90 120 135 150 200 200 225 275


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7. Diesel-mechanical drive with frequent load changes e.g. ferries etc.

8. Dredger and high torque applications

Multiple engine plants

In case of multi-engine plants, the required volumeof the starting air supply is to be fixed in agreementwith the respective classification society. In this connection, the number of starts requiredfor each engine is generally reduced.






m³/h 90 105 120 135 180 180 180 240







m³/h 90 90 105 105 150 165 165 210


Page 5 - 112 48/60B I-BB


5.5.3 Jet Assist

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5.5.3 Jet Assist

General

Jet Assist is a system for acceleration of the turbo-charger. By means of nozzles in the turbocharger,compressed air is directed to accelerate the com-pressor wheel. This causes the turbocharger toadapt more rapidly to a new load condition andimproves the response of the engine.

Air consumption

The air consumption for Jet Assist is, to a great ex-tent, dependent on the load profile of the ship. Incase of frequently and quickly changing loadsteps, Jet Assist will be actuated more often thanthis will be the case during long routes at largelyconstant load.

For air consumption (litre) see "Section: Compressedair system – Starting air vessels, compressors".

General data

Jet Assist air pressure (overpressure) ........ 4 bar

At the engine connection the pressure is max.30 bar. The air pressure will reduced on the engineby an orifice to max. 4 bar (overpressure).

Jet Assist activating time:

3 sec to 10 sec (5 sec in average)

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5.5.3 Jet Assist

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Consider temporal distribution of events

For the design of the Jet Assist air supply the tem-poral distribution of events needs to be consid-ered, if there might be an accumulation of events.

Following figure shows exemplary for an applica-tion with 10 manoeuvres per hour five Jet Assistmanoeuvers in rapid succession and five remain-ing Jet Assist manoeuvres in standard activation.

Figure 5-28 Example: Application diesel-electric marine drive

In this case for the design of the starting air vesselsand compressors it has to be considered that afterfinishing of the five Jet Assist manoeuvres withinshort time the next Jet Assist manoeuvre (marked)must be executable.

Dynamic positioning for drilling vessels, cable-layingvessels, off-shore applications

When applying dynamic positioning, pulsatingload application of > 25 % may occur frequently,up to 30 times per hour. In these cases, the possi-bility of a specially adapted, separate compressedair system has always to be checked.

Air supply

Generally, larger air bottles are to be provided forthe air supply of the Jet Assist.

If the planned load profile is expecting a high re-quirement of Jet Assist, it should be checkedwhether an air supply from the working air circuit,a separate air bottle or a specially adapted, sepa-rate compressed air system is necessary or rea-sonable.

In each case the delivery capacity of the compres-sors is to be adapted to the expected Jet Assistrequirement per unit of time.

Page 5 - 114 32/40, 32/44K, 32/44CR, 35/44DF, 48/60B, 48/60CR D-BD


5.6 Engine room ventilation and combustion air

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General information

Engine room ventilation system

Its purpose is:

• Supplying the engines and auxiliary boilers withcombustion air.

• Carrying off the radiant heat from all installedengines and auxiliaries.

Combustion air

The combustion air must be free from spray water,snow, dust and oil mist.

This is achieved by:

• Louvres, protected against the head wind, withbaffles in the back and optimally dimensionedsuction space so as to reduce the air flow ve-locity to 1 – 1.5 m/s.

• Self-cleaning air filter in the suction space (re-quired for dust-laden air, e. g. cement, ore orgrain carrier), with a medium degree of separa-tion, at least G4 according to DIN EN 779.

• Sufficient space between the intake point andthe openings of exhaust air ducts from the en-gine and separator room as well as vent pipesfrom lube oil and fuel oil tanks and the air intakelouvres. (The influence of winds must be takeninto consideration).

• Positioning of engine room doors on the ship'sdeck so that no oil-laden air and warm engineroom air will be drawn in when the doors areopen.

• Arranging the separator station at a sufficientlylarge distance from the turbochargers.

The combustion air is normally drawn in from theengine room.

The MAN Diesel & Turbo turbochargers are fittedwith an air intake silencer and can additionally beequipped with an air filter to meet with special cir-cumstances, in which case the cleaning intervalsfor the compressor impeller of the turbochargerand for the charge air cooler can be extended.This additional air intake filter will retain 95 % of theparticles larger than 10 μm.

In tropical service a sufficient volume of air must besupplied to the turbocharger(s) at outside air tem-perature. For this purpose there must be an airduct installed for each turbocharger, with the out-let of the duct facing the respective intake air si-lencer, separated from the latter by a space of1.5 m. No water of condensation from the air ductmust be allowed to be drawn in by the turbocharg-er.The air stream must not be directed onto the ex-haust manifold.

In intermittently or permanently arctic service (de-fined as: air intake temperature of the engine be-low +5° C) special measures are necessarydepending on the possible minimum air intaketemperature. For further information see "Section2.3: Engine operation under arctic conditions, page 2-27".If necessary, steam heated air preheaters must beprovided.

For the required combustion air quantity, see "Sec-tion: Planning data for emission standard IMO Tier II".Cross-sections of air supply ducts are to be de-signed to obtain the following air flow velocities:

• Main ducts 8 – 12 m/s

• Secondary ducts max. 8 m/s

Air fans are to be designed so as to maintain apositive air pressure of 50 Pa (5 mm WC) in theengine room.

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Radiant heat

The heat radiated from the main and auxiliary en-gines, from the exhaust manifolds, waste heatboilers, silencers, alternators, compressors, elec-trical equipment, steam and condensate pipes,heated tanks and other auxiliaries is absorbed bythe engine room air.

The amount of air V required to carry off this radi-ant heat can be calculated as follows:

Ventilator capacity

The capacity of the air ventilators (without separa-tor room) must be large enough to cover:

• The combustion air requirements of all con-sumers.

• The air required for carrying off the radiant heat.

A rule-of-thumb applicable to plants operating onheavy fuel oil is 20 – 24 m3/kWh.

V Air required m³/h

Q Heat to be dissipated kJ/h

t Air temperature rise in engine room(10 – 12.5)

°C

cp Specific heat capacity of air (1.01) kJ/kg*k

t Air density at 35 °C (1.15) kg/m³

QV

t cp t

Page 5 - 116 I-BB


5.7.1 General information

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5.7 Exhaust gas system


Layout

As the flow resistance in the exhaust system has avery large influence on the fuel consumption andthe thermal load of the engine, the total resistanceof the exhaust gas system must not exceed30 mbar.

Permissible values for special cases please con-tact MAN Diesel & Turbo.

The pipe diameter to be selected depends on theengine output, the exhaust gas volume, the lengthand arrangement of the piping as well as thenumber of bends. Sharp bends result in very highflow resistance and should therefore be avoided. Ifnecessary, pipe bends must be provided with cas-cades.We recommend a guideline for the exhaust gasvelocity in the pipe of 40 m/s.

Installation

When installing the exhaust system, the followingpoints must be observed:

• The exhaust pipes of two or more engines mustnot be joined.

• The exhaust pipes must be able to expand. Theexpansion joints to be provided for this purposeare to be mounted between fixed-point pipesupports installed in suitable positions. Onesturdy fixed-point support must be provided forthe expansion joint on the turbocharger. Itshould be positioned, if possible, immediatelyabove the expansion joint in order to preventthe transmission of forces to the turbocharger,resulting from the weight, thermal expansion orlateral displacement of the exhaust piping.

• The exhaust piping should be elastically hungor supported by means of dampers in order tokeep the transmission of sound to other partsof the ship to a minimum.

• The exhaust piping is to be provided with waterdrains, which are to be kept constantly openedfor draining the condensation water or possibleleak water from boilers.

• During commissioning and maintenance work,checking of the exhaust gas counter pressureby means of a temporarily connected measur-ing device may become necessary. For thispurpose, a measuring socket is to be providedapprox. 1 – 2 m after the exhaust gas outlet ofthe turbocharger at an easily acceptanceplace. Usual pressure measuring devices re-quire a measuring socket size of 1/2". Thismeasuring socket is to be provided as to en-sure utilisation without any damage to the ex-haust gas pipe insulation.

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5.7.2 Components and assemblies

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Mode of operation

The silencer operates on the absorption principlewhich means that it is effective in a wide frequencyband. The flow path, which runs through the si-lencer in a straight line, ensures optimum noise re-duction with minimum flow resistance.

Installation

If possible, the silencer should be installed to-wards the end of the exhaust line; the exact posi-tion can be adapted to the space available (fromvertical to horizontal). In case of silencers withspark arrester, it must be ensured that the cleaningports are accessible.

Insulation

The exhaust gas pipe system has to be insulatedto reduce the maximum surface temperature tothe required level and to avoid temperatures belowthe dew point. So the complete exhaust gas sys-tem (from outlet of turbocharger, silencer, boiler tooutlet stack) should be sufficiently insulated, par-ticularly when burning fuels with high sulphur con-tent.

Also to avoid temperatures below the dew point,the exhaust gas piping to the outside, includingboiler and silencer, should be insulated to avoid in-tensified corrosion and soot deposits on the inte-rior surface of the exhaust gas pipe. In case of fastload changes, such deposits might flake off andbe entrained by exhaust in the form of soot flakes.

The rectangular flange connection on the turbo-charger outlet, as well as the adjacent round flang-es of the adaptor, must also be covered withinsulating collars, for reasons of safety.

Insulation and covering of the compensator maynot restrict its freedom of movement.

The relevant provisions concerning accident pre-vention and those of the classification societiesmust be observed.

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5.8.1 SCR – Selective catalytic reduction

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5.8 Exhaust gas aftertreatment – Selective catalytic reduction

5.8.1 SCR – Selective catalytic reduction

The selective catalytic reduction SCR uses ammo-nia (NH3) to convert nitrogen oxides in the exhaustgas to harmless nitrogen and water within a cata-lyst. However, ammonia is a hazardous substancewhich has to be handled carefully to avoid anydangers for crews, passengers and the environ-ment. Therefore urea as a possible ammoniasource came into consideration. Urea is harmlessand, solved in water, it is easy to transport and tohandle. Today, aqueous urea solutions of 32.5 %or 40 % are the choice for SCR operation in mo-bile applications on land and at sea.

Using urea, the reaction within the exhaust gaspipe and the catalyst consists of two steps. In thebeginning, the urea decomposes in the hot ex-haust gas to ammonia and carbon dioxide usingthe available water in the injected solution and theheat of the exhaust gas:

(NH2) 2CO + H2O -> 2NH3 + CO2 . . . . . . . . [1]

The literal NOx-reduction takes place supportedby the catalyst, where ammonia reduces nitrogenoxides to nitrogen and water.

4NO + 4NH3 + O2 -> 4N2 + 6H2O . . . . . . . . [2]

6H2O + 8NH3 -> 7N2 + 12H2O. . . . . . . . . . . [3]

5.8.2 System overview

The MAN SCR system is available in twelve differ-ent sizes to cover the whole engine portfolio.

Over a pump system urea reaches the dosing unitfrom the storage tank. The dosing unit controls theflow of urea to the injection system based on theoperation of the engine and it furthermore regu-lates the compressed air flow to the injector.

The reducing agent is sprayed into the exhaustgas duct by the urea injector. After the injection ofthe reducing agent, the exhaust gas flows throughthe mixing pipe to the reactor, where the catalyticreduction takes place. Each reactor is equippedwith a soot blowing system to keep the catalystclean of soot.

Scope of supply per system:

• 1 x SCR-reactor with SCR catalyst

• 1 x Dosing unit

• 1 x Mixing device with injection nozzle

• 1 set of soot blowers

• 1 x Control Unit and instrumentation

• 1 x Pump station

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Figure 5-33 P&ID SCR-System

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SCR Reactor

Each engine is equipped with its own SCR reactorand it is fitted in the exhaust gas piping.

The material of the reactor casing is carbon steel(S235JR). The SCR-reactor consists of three lay-ers of honeycombs, an inlet and an outlet flangeand the soot blowing system.

Each catalyst layer is connected to compressedair for the soot blowing.

The reactor is equipped with a differential pressuretransmitter to control the condition of the catalystelements and a temperature transmitter to controlthe exhaust gas outlet temperature.

For maintenance reasons the reactor has differentmanholes.

Figure 5-34 SCR Reactor

The back pressure of the SCR Catalyst is≤ 15 mbar and the volume flow at 100 % engineload is 8,640 Nm3/h for a L58/64 engine, per cyl-inder at IMO conditions.

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Exhaust gas temperature

The fuel sulphur content impacts the working tem-perature of the SCR system. The "Figure 5-35: Re-quired temperatures at SCR relating to sulphur content infuel oil" shows the tradeoff between the minimumrecommended exhaust gas temperature and theSulphur content of the fuel to reach a good effi-ciency and durability. Exhaust gas temperature iscontrolled by charge air blow-off, as shown in "Fig-ure 2-5: Cold charge air blow-off for selective catalyst op-eration". The recommended temperatures for anoperation of the SCR system are between 300and 450 degrees C. During emergency operationexhaust gas temperature above 500 °C can oc-cur, therefore Urea injection must be stopped asAmmonia rather burns than reducing NOx.

Engine Cyl. A [mm] B [mm] L [mm] Weight [kg]

48/60B 6 2,400 2,300 3,900 7,000

48/60B 7 2,400 2,300 3,900 7,000

48/60B 8 2,700 2,600 4,200 8,000

48/60B 9 2,700 2,600 4,200 8,000

48/60B 12 3,000 2,900 4,200 10,000

48/60B 14 3,300 3,300 4,500 13,000

48/60B 16 3,300 3,600 4,800 18,000

48/60B 18 3,300 3,600 4,800 18,000

Table 5-38 SCR Reactor sizes and dimensions

Engine Cyl. Flange outlet [DN] Engine Cyl. Flange outlet [DN]

48/60B 6 900 48/60B 12 1,300

48/60B 7 1,000 48/60B 14 1,400

48/60B 8 1,100 48/60B 16 1,500

48/60B 9 1,100 48/60B 18 1,600

Table 5-39 SCR Reactor flange outlet

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Figure 5-35 Required temperatures at SCR relating to sulphur content in fuel oil

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5.8.3 System design data

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NOx-Limits according to IMO

Urea consumption

With the following equation the urea solution con-sumption is calculated. The following informationis for indication only.

nn [1/min] NOx [gNOx/kWh]

IMO Tier I, from 01.01.2000

< 130 17.0

130 – 2,000 45 * nn(–0,2)

>2,000 9.8

IMO Tier II, from 01.01.2011

< 130 14.4

130 – 2,000 45 * nn(–0,23)

>2,000 7.7

IMO Tier III, from 01.01.2016

< 130 3.4

130 – 2,000 9 * nn(–0,2)

>2,000 2.0

Table 5-40 Cycle values for the calculation of the needed NOx reduction

nn [1/min] Δ cycle value of NOx [gNOx/kWh]

From IMO Tier I to Tier II

< 130 2.6

130 – 2,000 45 * nn(–0,2) – 44*nn

(–0,23)

>2,000 2.1

From IMO Tier II to Tier III

< 130 11

130 – 2,000 44 * nn(–0,23) – 9 * nn

(–0,2)

>2,000 5.7

Table 5-41 Cycle values to reduce NOx from IMO Tier I to Tier II and from IMO Tier II to Tier III

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As a rough rule of thumb a consumption of 1.7 gUrea per reduced g NO2 can be used. This re-quires a 40 weight % aqueous urea solution. Thisincludes no reduction safety margin.

Urea consumption:

Δ cycle value of NOx [gNOx/kWh] * 1.7 gUrea/gNOx = be[gUrea/kWh]

Urea consumption per day per engine:

P [kW] * avg. load * t * be

Urea solution quality

A 40 % urea solution is the best compromise be-tween storage requirements and storage capacity.The urea quality is specified in Table below.

PENGINE Engine power output kW

be Specific urea consumption gUrea/kWh

t Time h

Unit Limits

Urea concentration % mass 40 +/–1 %

Density at 20 °C kg/m3 1,121

Alkalinity as NH3 % mass < 0.3

Biuret % mass < 0.5

Phosphate as PO4 mg/kg < 1.5

Calcium (Ca) mg/kg < 0.8

Iron (Fe) mg/kg < 0.8

Magnesium (Mg) mg/kg < 0.8

Table 5-42 Urea solution quality (DIN 7007 diesel engines – Nox-reduction agent AUS 32 – Quality requirements)

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Pressurized air

Soot blowing and urea injection requires pressu-rized air. Depending on the SCR reactor size thefollowing amounts are needed:

Engine Cyl. Approx. working air [m³/h] at 6 bar

48/60 6 90

48/60 7 100

48/60 8 115

48/60 9 130

48/60 12 170

48/60 14 200

48/60 16 220

48/60 18 250

Table 5-43 Pressurized air

Page 5 - 128 48/60B JJ__

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6 Engine room planning

Page 6 - 1

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Page 6 - 2

Engine room planning

6.1.1 General details

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6.1 Installation and arrangement


Apart from a functional arrangement of the com-ponents, the shipyard is to provide for an engineroom layout ensuring good accessibility of thecomponents for servicing.

The cleaning of the cooler tube bundle, the emp-tying of filter chambers and subsequent cleaningof the strainer elements, and the emptying andcleaning of tanks must be possible without anyproblem whenever required.

All of the openings for cleaning on the entire unit,including those of the exhaust silencers, must beaccessible.

There should be sufficient free space for tempo-rary storage of pistons, camshafts, exhaust gasturbochargers etc. dismounted from the engine.Additional space is required for the maintenancepersonnel. The panels in the engine sides for in-spection of the bearings and removal of compo-nents must be accessible without taking up floorplates or disconnecting supply lines and piping.Free space for installation of a torsional vibrationmeter should be provided at the crankshaft end.

A very important point is that there should beenough room for storing and handling vital spareparts so that replacements can be made withoutloss of time.

In planning marine installations with two or moreengines driving one propeller shaft through a multi-engine transmission gear, provision must be madefor a minimum clearance between the engines be-cause the crankcase panels of each must be ac-cessible. Moreover, there must be free space onboth sides of each engine for removing pistons orcylinder liners.

Note!

MAN Diesel & Turbo supplied scope is to bearranged and fixed by proven technical experi-ences as per state of the art. Therefore thetechnical requirements have to be taken inconsideration as described in the followingdocuments subsequential:

• Order related engineering documents

• Installation documents of our sub-suppliers forvendor specified equipment

• Operating manuals for diesel engines and auxilia-ries

• Project Guides of MAN Diesel & Turbo

Any deviations from the principles specified inthe a. m. documents provides a previous ap-proval by us.

Arrangements for fixation and/or supporting ofplant related equipment attached to the scopesupplied by us, not described in the a. m. doc-uments and not agreed with us are not al-lowed.

For damages due to such arrangements wewill not take over any responsibility.

H-AJ Page 6 - 3



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Page 6 - 4 H-AJ


6.1.2 Installation drawings

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Engine 6+7L48/60B

Figure 6-1 Installation drawing 6+7L48/60B – Turbocharger on coupling side

L-BA 48/60B Page 6 - 5



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Engine 6+7L48/60B

Figure 6-2 Installation drawing 6+7L48/60B – Turbocharger on counter coupling side

Page 6 - 6 48/60B L-BA



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Engine 8+9L48/60B

Figure 6-3 Installation drawing 8+9L48/60B – Turbocharger on coupling side

L-BA 48/60B Page 6 - 7



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Engine 8+9L48/60B

Figure 6-4 Installation drawing 8+9L48/60B – Turbocharger on counter coupling side

Page 6 - 8 48/60B L-BA



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Engine 12V, 14V, 16V48/60B

Figure 6-5 Installation drawing 12V, 14V, 16V48/60B – Turbocharger on coupling side

L-BA 48/60B Page 6 - 9



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Engine 12V, 14V, 16V48/60B

Figure 6-6 Installation drawing 12V, 14V, 16V48/60B – Turbocharger on counter coupling side

Page 6 - 10 48/60B L-BA



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Engine 18V48/60B

Figure 6-7 Installation drawing 18V48/60B – Turbocharger on coupling side

L-BA 48/60B Page 6 - 11



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Engine 18V48/60B

Figure 6-8 Installation drawing 18V48/60B – Turbocharger on counter coupling side

Page 6 - 12 48/60B L-BA


6.1.3 Removal dimensions of piston and cylinder liner

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Figure 6-9 Piston removal L48/60B, L51/60DF

K-BA 48/60B, 51/60DF Page 6 - 13



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Figure 6-10 Cylinder liner removal L48/60B, L51/60DF

Page 6 - 14 48/60B, 51/60DF K-BA



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Figure 6-11 Piston removal V48/60B, V51/60DF

K-BA 48/60B, 51/60DF Page 6 - 15



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Figure 6-12 Cylinder liner removal V48/60B, V51/60DF

Page 6 - 16 48/60B, 51/60DF K-BA


6.1.4 3D Engine Viewer– A support programme to configure the engine room

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6.1.4 3D Engine Viewer–A support programme to configure the engine room

MAN Diesel & Turbo offers a free-of-charge onlineprogramme for the configuration and provision ofinstallation data required for installation examina-tions and engine room planning: The 3D EngineViewer and the 3D GenSet Viewer.

Easy-to-handle selection and navigation maskspermit configuration of the required engine type,as necessary for virtual installation in your engineroom.

In order to be able to use the 3D Engine, respec-tively GenSet Viewer, please register on our web-site under:

https://dieselport.mandiesel.com/_layouts/Request-Forms/Open/CreateUser.aspx

After successful registration, the 3D Engine andGenSet Viewer is available under

http://dieselport/ProjectTools/3DViewer/display.aspx

by clicking onto the requested application.

In only three steps, you will obtain professional en-gine room data for your further planning:

• Selection

Select the requested output, respectively therequested type.

• Configuration

Drop-down menus permit individual design ofyour engine according to your requirements.Each of your configurations will be presentedon the basis of isometric models.

• View

The models of the 3D Engine Viewer and the3D GenSet Viewer include all essential geomet-ric and planning-relevant attributes (e. g. con-nection points, interfering edges, exhaust gasoutlets, etc.) required for the integration of themodel into your project.

The configuration with the selected engines cannow be easily downloaded. For 2D representationas .pdf or .dxf, for 3D as .dgn, .sat, .igs or 3D-dxf.

J-BB 48/60B Page 6 - 17

https://dieselport.mandiesel.com/_layouts/RequestForms/Open/CreateUser.aspx

https://dieselport.mandiesel.com/_layouts/RequestForms/Open/CreateUser.aspx



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Figure 6-13 Selection of engine

Figure 6-14 Preselected standard configuration for a 14 V48/60 B

Page 6 - 18 48/60B J-BB



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Figure 6-15 Isometric view for the turbocharger arrangement on the coupling side

Figure 6-16 Dismantling areas

J-BB 48/60B Page 6 - 19



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Figure 6-17 Connection points / nozzle ports

Page 6 - 20 48/60B J-BB


6.1.5 Comparison of engine arrangements

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Figure 6-18 Charge air cooler removal sidewards - upwards; L48/60B

D-BB 48/60B Page 6 - 21



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Figure 6-19 Charge air cooler removal sidewards - upwards; V48/60

Page 6 - 22 48/60B D-BB


6.1.6 Lifting appliance

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Lifting gear with varying lifting capacities are to beprovided for servicing and repair work on the en-gine, turbocharger and charge-air cooler.

Engine

Lifting capacity

An overhead travelling crane is required which hasa lifting power equal to the heaviest componentthat has to be lifted during servicing of the engine.To choose the recommended crane capacity see"Table 6-1: Lifting capacity"

Crane arrangement

The rails for the crane are to be arranged in sucha way that the crane can cover the whole of theengine beginning at the exhaust pipe. The hookposition must reach along the engine axis, pastthe centreline of the first and the last cylinder, sothat valves can be dismantled and installed with-out pulling at an angle. Similarly, the crane must beable to reach the tie rod at the ends of the engine.In cramped conditions, eyelets must be weldedunder the deck above, to accommodate a liftingpulley.

The required crane capacity is to be determinedby the crane supplier.

Crane design

It is necessary that:

• there is an arresting device for securing thecrane while hoisting if there is a seaway

• there is a two-stage lifting speedPrecision hoisting = 0.5 m/minNormal hoisting = 2 – 4 m/min

Places of storage

In planning the arrangement of the crane, a stor-age space must be provided in the engine roomfor the dismantled engine components which canbe reached by the crane. It should be capable ofholding two rocker arm casings, two cylinder cov-ers and two pistons. If the cleaning and servicework is to be carried out here, additional space forcleaning troughs and work surfaces should beplanned for.

Engine type 32/44CR 32/40 48/60B48/60CR51/60DF

58/64

Cylinder head with valves kg 568 566 1,124 2,200

Piston with connecting shaft/head 238 230 707 954

Cylinder liner 205 205 663 1,178

Recommended lifting capacity of travelling crane

1,000 1,000 L = 2,000V = 2,500

3,000

Table 6-1 Lifting capacity

D-BB Page 6 - 21



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Transport to the workshop

Grinding of valve cones and valve seats is carriedout in the workshop or in a neighbouring room.

Transport rails and appropriate lifting tackle are tobe provided for the further transport of the com-plete cylinder cover from the storage space to theworkshop. For the necessary deck openings, seeturbocharger casing.

Turbocharger

Hoisting rail

A hoisting rail with a mobile trolley is to be providedover the centre of the turbocharger running parallelto its axis, into which a lifting tackle is suspendedwith the relevant lifting power for lifting the parts,which are mentioned in the tables (see "Paragraph:Lifting capacity, page 6-21"), to carry out the opera-tions according to the maintenance schedule.

Withdrawal space dimensions

The withdrawal space dimensions shown in ourdimensioned sketch (see "Section: Installation and ar-rangement – Removal dimensions of piston and cylinderliner" ) and the tables (see "Paragraph: Hoisting rail,page 6-22" ) are needed in order to be able to sep-arate the silencer from the turbocharger. The si-lencer must be shifted axially by this distancebefore it can be moved laterally.

In addition to this measure, another 100 mm arerequired for assembly clearance.

This is the minimum distance that the silencermust be from a bulkhead or a tween-deck. Werecommend that a further 300 – 400 mm beplanned for as working space.

Turbocharger NR 29/S NR 34/S NA 34/S NA 40/S NA 48/S NA 57/T9

Silencer kg 85 300 300 480 750 1,015

Compressor casing 105 340 340 460 685 720

Rotor plus bearing casing 190 245 270 485 780 1,040

Space for removal of silencer mm 110 + 100 230 + 100 200 + 100 50 + 100 50 + 100 250 + 100

Table 6-2 Hoisting rail for NR/NA turbocharger

Turbocharger TCA 55 TCA 66 TCA 77 TCA 88

Silencer kg 430 800 1,770 2,010

Compressor casing 550 830 1,450 2,500

Space for removal of silencer mm 110 + 100 120 + 100 150 + 100 200 + 100

Table 6-3 Hoisting rail for TCA turbocharger

Turbocharger TCR 20 TCR 22

Silencer kg 76 156

Compressor casing 132 277

Rotor plus bearing casing 152 337

Space for removal of silencer mm 130 + 100 150 + 100

Table 6-4 Hoisting rail for TCR turbocharger

Page 6 - 22 D-BB



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Make sure that the silencer can be removed eitherdownwards or upwards or laterally and set aside,to make the turbocharger accessible for furtherservicing. Pipes must not be laid in these freespaces.

Fan shafts

The engine combustion air is to be supplied to-wards the intake silencer in a duct ending at apoint 1.5 m away from the silencer inlet. If this ductimpedes the maintenance operations, for instancethe removal of the silencer, the end section of theduct must be removable. Suitable suspension lugsare to be provided on the deck and duct.

Gallery

If possible the ship deck should reach up to bothsides of the turbocharger (clearance 50 mm) toobtain easy access for the maintenance person-nel. Where deck levels are unfavourable, suspend-ed galleries are to be provided.

Charge-air cooler

For cleaning of the charge air cooler bundle, itmust be possible to lift it vertically out of the coolercasing and lay it in a cleaning bath.

Exception 32/40: The cooler bundle of this engineis drawn out at the end. Similarly, transport ontoland must be possible.

For lifting and transportation of the bundle, a liftingrail is to be provided which runs in transverse orlongitudinal direction to the engine (according tothe available storage place), over the centreline ofthe charge air cooler, from which a trolley withhoisting tackle can be suspended

Figure 6-17 Air direction

Engine type Weight Length (L) Width (B) Height (H)

kg mm mm mm

L32/40 650 430 1,705 830

L32/44CR 450 520 712 1,014

L48/60 950 730 1,052 1,874

L48/60B, L48/60CR 527 360 1,040 1,959

L51/60DF 1,000 730 1,052 1,904

L58/64 1,250 785 1,116 1,862

Table 6-5 Weights and dimensions of charge air cooler bundle

D-BB Page 6 - 23



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Page 6 - 24 D-BB


6.1.7 Major spare parts

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Fire band 106 kg; cylinder liner 663 kg Piston 347 kg; piston pin 102 kg

Connecting rod 637 kg Cylinder head 1,016 kg

K-BA 48/60B Page 6 - 27



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Major spare parts

Page 6 - 28 48/60B K-BA



0601

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Major spare parts

K-BA 48/60B Page 6 - 29



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Major spare parts

Page 6 - 30 48/60B K-BA


6.1.8 Arrangement of diesel-electric propulsion plants

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Figure 6-21 Example: arrangement with engines V48/60B, V48/60CR

K-BA 48/60B, 48/60CR Page 6 - 31



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Figure 6-22 Example: arrangement with engines L/V 48/60B, 48/60CR

Page 6 - 32 48/60B, 48/60CR K-BA



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Figure 6-23 Example: arrangement with engines L/V 48/60B, 48/60CR

K-BA 48/60B, 48/60CR Page 6 - 33



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Page 6 - 34 48/60B, 48/60CR K-BA


6.2.1 Example: Ducting arrangement

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6.2 Exhaust gas ducting


Figure 6-19 Example: Exhaust gas ducting arrangement

D-AD Page 6 - 37



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Page 6 - 38 D-AD


6.2.2 Position of the outlet casing of the turbocharger

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Rigidly mounted engine

Design at low engine room height

Figure 6-25 Design at low engine room height and standard design



A mm 704 704 832 832

B 302 302 302 302

C 372 387 432 432

D 914 1,016 1,120 1,120

E 1,332 1,433 1,535 1,535

F 800 850 900 900

Table 6-6 Position of exhaust outlet casing L48/60B

L-BA 48/60B Page 6 - 37



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Resiliently mounted engine

Exhaust gas pipe routing

Figure 6-26 Exhaust gas pipe routing



A mm 704 704 832 832

B 302 302 302 302

C 760 847 795 795

D 914 1,016 1,120 1,120

E 2,020 2,200 2,260 2,260

F 762 802 842 842

Table 6-7 Position of exhaust outlet casing L48/60B

Page 6 - 38 48/60B L-BA



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Standard design

Figure 6-27 Standard design V-engine

Number of cylinders 12V 14V 16V 18V


A mm 960 960 960 1,140

B 802 902 1,002 1,002

C*) 372 387 432 432

C**) 1,627 1,702 1,776 1,849

D 1,320 1,420 1,520 1,620

*) For rigidly mounted engines. **) For resiliently mounted engines.

Table 6-8 Position of exhaust gas outlet casing V48/60B

L-BA 48/60B Page 6 - 39



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Rigidly mounted engine


Figure 6-28 Design at low engine room height - rigidly mounted engine



A mm 960 960 960 1,140

B 1,332 1,433 1,585 1,485

C 372 387 432 432

D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120

E 1,300 1,400 1,500 1,500

F 720 750 750 800

Table 6-9 Position of exhaust outlet casing V48/60B

Page 6 - 40 48/60B L-BA



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Resiliently mounted engine


Figure 6-29 Design at low engine room height - resiliently mounted engine



A mm 960 960 960 1,140

B 2,060 2,240 2,320 2,270

C 760 847 795 795

D 2 x 914 2 x 1,016 2 x 1,120 2 x 1,120

E 1,300 1,400 1,500 1,500

F 802 852 902 852

Table 6-10 Position of exhaust outlet casing V48/60B

L-BA 48/60B Page 6 - 41



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Page 6 - 42 48/60B L-BA

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7 Propulsion packages

Page 7 - 1

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Page 7 - 2

Propulsion packages

7.1 General

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7.1 General

MAN Diesel & Turbo standard propulsion packages

The MAN Diesel & Turbo standard propulsionpackages are optimised at 90 % MCR, 100 %rpm and 96.5 % of the ship speed. The propelleris calculated with the class notation "No Ice" andhigh skew propeller blade design. These propul-sion packages are examples of different combina-tions of engines, gearboxes, propellers and shaftlines according to the design parameters above.

Due to different and individual aft ship body de-signs and operational profiles your inquiry and or-der will be carefully reviewed and all givenparameters will be considered in an individual cal-culation. The result of this calculation can differfrom the standard propulsion packages by the as-sumption of e.g. a higher Ice Class or different de-sign parameters.

Figure 7-1 MAN Diesel & Turbo standard propulsion package with engine 8L48/60B

K-BA 48/60B Page 7 - 3

Propulsion packages

7.1 General

0701

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Page 7 - 4 48/60B K-BA

Propulsion packages

7.2 Dimensions

0702

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7.2 Dimensions

Figure 7-2 Propulsion package L48/60B

K-BA 48/60B Page 7 - 5

Propulsion packages

7.2 Dimensions

0702

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2.fm

Figure 7-3 MAN Diesel & Turbo four-stroke standard propulsion program L48/60B (1,200 kW/Cyl) single screw

Hub

type

Spe

ed

rpm

Dia

m.

mm

AB

CG

HI

JK

MN

OQ

RV

W -

min

OD

F/O

DG

Eng

ine*

Gea

rbox

**S

hafti

ng**

*

RS

V-8

50V

BS

118

018

042

5010

084

7734

8869

1582

3426

2850

1530

2350

1000

850

1990

885

972

674

1629

112,

710

,519

,9

RS

V-9

00V

BS

128

014

048

0010

244

7734

8869

1582

3426

2850

1600

2510

1060

900

2110

957

1025

802

1698

112,

712

,824

,9

RS

V-1

120

VB

S 1

380

100

5600

1066

477

3488

6915

8234

2628

5020

2029

3013

2011

2025

6010

3010

8180

217

3811

2,7

23,2

30,2

RS

V-9

00V

BS

128

018

044

0011

067

8557

9692

1582

3426

2850

1600

2510

1060

900

2110

957

1025

802

1650

125,

712

,224

,3

RS

V-9

50V

BS

138

014

050

0011

167

8557

9692

1582

3426

2850

1700

2610

1120

950

2220

1030

1081

802

1698

125,

715

,229

,3

RS

V-1

180

VB

S 1

460

100

5850

1151

785

5796

9215

8234

2628

5020

5029

6013

6011

8027

2011

0011

3680

217

7812

5,7

26,3

34,7

RS

V-9

00V

BS

128

018

045

5011

885

9375

1071

917

1035

5530

5916

0025

1010

6090

021

1095

710

2580

216

9814

2,8

12,6

25,5

RS

V-1

000

VB

S 1

380

140

5150

1208

593

7510

719

1710

3555

3059

1800

2710

1180

1000

2320

1030

1081

802

1738

142,

817

,030

,6

RS

V-1

250

VB

S 1

560

100

6000

1252

593

7510

719

1710

3555

3059

2150

3150

1400

1250

2880

1175

1197

796

1778

142,

829

,738

,3

RS

V-9

50V

BS

138

018

047

0012

805

1019

511

539

1710

3555

3059

1700

2610

1120

950

2220

1030

1081

802

1698

156,

214

,724

,8

RS

V-1

000

VB

S 1

460

140

5300

1290

510

195

1153

917

1035

5530

5918

0027

1011

8010

0023

2011

0011

3680

217

7815

6,2

17,4

34,6

RS

V-1

250

VB

S 1

560

100

6200

1334

510

195

1153

917

1035

5530

5921

5031

5014

0012

5028

8011

7511

9779

618

3115

6,2

30,7

42,4

* ** ***

Eng

ine,

Fly

wee

l, C

oupl

ing

Gea

rbox

Pro

pelle

r, O

DF,

300

0mm

Ste

rn

Tube

, 600

0mm

Pro

pelle

r Sha

ft

The

prop

elle

r dia

met

er is

opt

imis

ed a

t 90%

MC

R, 1

00%

rpm

and

17.

4 Th

e st

reng

th c

alcu

atio

n is

mad

e at

100

% M

CR

, 100

% rp

m a

nd 1

8.0

knTh

e pr

opel

ler i

s ca

lcul

ated

acc

ordi

ng to

GL,

No

Ice

with

hig

h sk

ew

6L 4

8/60

B

7200

kW

7L 4

8/60

B

8400

kW

8L 4

8/60

B

9600

kW

9L 4

8/60

B

1080

0 kW

Eng

ine

Out

put

MC

R a

t 514

rp

m

Red

uctio

n ge

ar ty

pe

Pro

pelle

r

MA

N f

ou

r-s

tro

ke

sta

nd

ard

pro

pu

lsio

n p

rog

ram

L4

8/6

0B

(1

20

0k

W/C

yl)

sin

gle

sc

rew

Mas

s in

tons

Dim

ensi

ons

in m

m

Page 7 - 6 48/60B K-BA

Propulsion packages

7.2 Dimensions

0702

-000

0MD

2.fm
Figure 7-4 Propulsion package V48/60B
K-BA 48/60B Page 7 - 7

Propulsion packages

7.2 Dimensions

0702

-000

0MD

2.fm

Figure 7-5 MAN Diesel & Turbo four-stroke standard propulsion program V48/60B (1,200 kW/Cyl) single screw

Hub

type

Spe

ed

rpm

Dia

m.

mm

AB

CI

JK

MN

OQ

RV

W -

min

OD

F/O

DG

Eng

ine*

Gea

rbox

**S

hafti

ng**

*

RS

V-1

060

VB

S 1

460

180

4950

1219

593

8510

590

3650

1900

2810

1250

1060

2460

1100

1136

802

1778

197,

319

,934

,4

RS

V-1

180

VB

S 1

560

140

5600

1243

593

8510

590

3650

2050

3050

1360

1180

2720

1175

1197

796

1778

197,

327

,040

,2

RS

V-1

400

VB

S 1

680

100

6600

1280

593

8510

590

3650

2420

3420

1500

1400

3140

1278

1279

796

1881

197,

342

,949

,3

RS

V-1

120

VB

S 1

560

180

5100

1340

510

385

1159

036

5020

2030

2013

2011

2025

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Page 7 - 8 48/60B K-BA

Propulsion packages

7.3 Propeller layout data

0703

-000

0MA

2.fm


For propeller design please fill in the form "Propel-ler layout data see "Section 9.8.2: Propeller layout data,page 9-35" and return it to your sales representa-tive.

K-BA Page 7 - 9

Propulsion packages


0703

-000

0MA

2.fm

Page 7 - 10 K-BA

Propulsion packages

7.4 Propeller clearance

0704

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0MA

2.fm


To reduce the emitted pressure impulses and vi-brations from the propeller to the hull, MANDiesel & Turbo recommend a minimum tip clear-ance see "Section: Foundation – Recommended config-uration of foundation".

For ships with slender aft body and favourable in-flow conditions the lower values can be usedwhereas full after body and large variations inwake field causes the upper values to be used.

In twin-screw ships the blade tip may protrude be-low the base line.

Figure 7-6 Recommended tip clearance

Legend

Hub Dismantling of cap

X mm

High skew propeller

Y mm

Non-skew propeller

Y mm

Baseline clearance

Z mm

VBS 1180 365 15 – 20 % of D 20 – 25 % of D Minimum 50 – 100

VBS 1280 395

VBS 1380 420

VBS 1460 450

VBS 1560 480

VBS 1680 515

VBS 1800 555

VBS 1940 590

K-BA Page 7 - 11

Propulsion packages


0704

-000

0MA

2.fm

Page 7 - 12 K-BA

Kap

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tel 8

DEP

P M

2.fm

======

8 Diesel-electric propulsion plants

Page 8 - 1

Kap

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tel 8

DEP

P M

2.fm

Page 8 - 2

Diesel-electric propulsion plants

8.1 Advantages of diesel-electric propulsion

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Due to different and individual types, purposesand operational profiles of diesel-electric drivenvessels the design of a diesel-electric propulsionplant differs a lot and has to be evaluated case bycase. All the following is for information purposeonly and without obligation.

In general the advantages of diesel-electric pro-pulsion can be summarized as follows:

• Lower fuel consumption and emissions due tothe possibility to optimise the loading of dieselengines/GenSets. The GenSets in operationcan run on high loads with high efficiency. Thisapplies especially to vessels which have a largevariation in load demand, for example for anoffshore supply vessel, which divides its timebetween transit and station-keeping (DP) oper-ation.

• High reliability, due to multiple engine redun-dancy. Even if an engine/GenSet malfunctions,there will be sufficient power to operate thevessel safely. Reduced vulnerability to singlepoint of failure providing the basis to fulfil highredundancy requirements.

• Reduced life cycle cost, resulting from loweroperational and maintenance costs.

• Improved manoeuvrability and station-keepingability, by deploying special propulsors such asazimuth thrusters or pods. Precise control ofthe electrical propulsion motors controlled byfrequency converters.

• Increased payload, as diesel-electric propul-sion plants take less space.

• More flexibility in location of diesel en-gine/GenSets and propulsors. The propulsorsare supplied with electric power through ca-bles. They do not need to be adjacent to thediesel engines/GenSets.

• Low propulsion noise and reduced vibrations.For example a slow speed E-motors allows toavoid gearboxes and propulsors like pods keepmost of the structure bore noise outside of thehull.

• Efficient performance and high motor torques,as the system can provide maximum torquealso at slow speeds, which gives advantagesfor example in icy conditions.

C-BB 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 Page 8 - 3



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2.fm

Page 8 - 4 28/33D, 32/40, 32/44CR, 48/60B, 48/60CR, 51/60DF, 58/64 C-BB


8.2 Efficiencies in diesel-electric plants

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A diesel-electric propulsion plant consists ofstandard electrical components. The following ef-ficiencies are typical:

Figure 8-1 Typical efficiencies of diesel-electric plants

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8.3 Components of a diesel-electric propulsion plant

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Figure 8-2 Example: Diesel-electric propulsion plant

Legend

1 GenSets: Diesel engines + alternators

2 Main switchboards

3 Supply transformers (optional): Dependent on the type of the converter. Not needed in case of the use of frequency converters with an Active Front End/Sinusoidal Drive

4 Frequency converters/drives

5 Electric propulsion motors

6 Gearboxes (optional): Dependent on the speed of the E-propulsion motor

7 Propellers/propulsors




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8.4 Diesel-electric plant design

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Generic workflow how to design a diesel-electric propulsion plant

:

Start

� Type of vessel

� Propulsion type: Shaft line, thruster, pod, …

� Propeller type: FPP, CPP

� Operational profile

� Class notation: Propulsion redundancy, ice class, …

� Ship design points

� Propulsion power: At sea, maneuvering, at port, …

� Sea margin

� Electrical power: At sea, maneuvering, at port, …

� Efficiency of DE plant: Typically = 91%

� Efficiency of alternators: Typically = 96% - 97%

� Number and type of engines / gensets: Installed power

� Max. allowed loading of engines: % of MCR

� Maintenance of engines: At sea operation, at port, …

� Frequency choice: 50 / 60 Hz

� Voltage choice: Low voltage, medium voltage

� Number of switchboard sections

� Alternator parameters: cos �, xd”

� Selection of converter type: PWM, LCI, Sinusoidal, …

� Selection of pulse number: 6p, 12p, 24p

� Selection of supply transformer: Investigate transformer less

configuration (Active Front End)

� Selection of E-propulsion motor type and no. of windings

� THD mitigation method

� Check Isc” : Increase voltage, optimize xd”, …

� Check availability of reactive power: Change number/type of alternators,

cos �, …

� Check THD limits: Increase pulse number, add filters, …

End

Ship basic data

Speed – power estimation

Electrical load analysis

Switchboard layout

Drive & propulsion motor

layout

Engine selection

Countercheck DE

plant




0840

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2.fm

The requirements of a project will be considered inan application specific design, taking into accountthe technical and economical feasibility and lateroperation of the vessel. In order to provide youwith appropriate data, please fill the form "diesel-electric plant layout data" see "Section 9.8.1: Diesel-electric plant layout data, page 9-29" or http://www.mandieselturbo.com/0000855/Products/Marine-Engines-and-Systems/GenSet-and-Diesel-Electric-Drives/Diesel-Electric--Plant.html and return it to yoursales representative.


http://www.mandieselturbo.com/0000855/Products/Marine-Engines-and-Systems/GenSet-and-Diesel-Electric-Drives/Diesel-Electric-Propulsion-Plant.html

http://www.mandieselturbo.com/0000855/Products/Marine-Engines-and-Systems/GenSet-and-Diesel-Electric-Drives/Diesel-Electric-Propulsion-Plant.html


8.5 Engine selection

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The engines for a diesel-electric propulsion planthave do be selected accordingly to the maximumpower demand at the design point. For a conceptevaluation the rating, the capability and the loadingof engines can be calculated like this:

Example: Offshore Construction Vessel (at designpoint)

• Propulsion power demand (at E-motor shaft)7,200 kW (incl. sea margin)

• Max. electrical consumer load . . . 1,800 kW

For the detailed selection of the type and numberof engines furthermore the operational profile ofthe vessel, the maintenance strategy of the en-gines and the boundary conditions given by thegeneral arrangement have to be considered. Forthe optimal cylinder configuration of the enginesoften the power conditions in port is decisive.

No. Item Unit

1.1 Shaft power on propulsion motors

Electrical transmission efficiency

PS [kW] 7,2000.91

1.2 Engine power for propulsion PB1 [kW] 7,912

2.1 Electric power for ship (E-Load)

Alternator efficiency

[kW] 1,8000.96

2.2 Engine power for electric consumers PB2 [kW] 1,875

2.3 Total engine power demand (= 1.2 + 2.2) [kW] 9,787

3.1 Diesel engine selection Type 9L27/38

3.2 Rated power (MCR) [kW] 2,970

3.3 Number of engines - 4

3.4 Total engine power installed PB [kW] 11,880

4.1 Loading of engines (= 2.3/3.4) % of MCR 82.4

5.1 Check: Max. allowed loading of engines 90.0

Table 8-1 Evaluation of the engines for a diesel-electric propulsion plant




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8.6 E-plant, switchboard and alternator design

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The configuration and layout of an electrical pro-pulsion plant, the main switchboard and the alter-nators follows some basic design principles. For aconcept evaluation the following items should beconsidered:

• A main switchboard which is divided in sym-metrical sections is reliable and redundancy re-quirements are easy to be met.

• An even number of GenSets/alternators en-sures the symmetrical loading of the bus barsections.

• Electrical consumers should be arranged sym-metrically on the bus bar sections.

• The switchboard design is mainly determinedby the level of the short circuit currents whichhave to be withstand and by the breaking ca-pacity of the circuit breakers (CB).

• The voltage choice for the main switchboarddepends on several factors. On board of a ves-sel it is usually handier to use low voltage. As arule of thumb the following table can be used:

Total installed alternator power [MWe] Voltage [V] Breaking capacity of CB [kA]

< 10 – 12

(and: Single propulsion motor < 3.5 MW)

440 100

< 13 – 15

(and: Single propulsion motor < 4.5 MW)

690 100

< 48 6,600 30

< 130 11,000 50

Table 8-2 Rule of thumb for the voltage choice




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• The design of the alternators and the electricplant always has to be balanced between volt-age choice, availability of reactive power, shortcircuit level and allowed total harmonic distor-tion (THD).

• On the one hand side a small xd” of the alter-nators increases the short circuit current Isc”,which also increase the forces the switchboardhas to withstand (F ~ Isc” ^ 2). This may lead tothe need of a higher voltage. On the other sidea small xd” gives a lower THD. As a rule ofthumb a xd”=16 % is a good figure for low volt-age applications and a xd”=14 % is good formedium voltage applications.

• For a rough estimation of the short circuit cur-rents the following formulas can be used:

• The dimensioning of the panels in the mainswitchboard is usually done accordingly to therated current for each incoming and outgoingpanel. For a concept evaluation the followingformulas can be used:

Short circuit level [kA] (rough) Legend

Alternators n * Pr //(√3 * Ur * xd” * cos Grid) n: No. of alternators connected

Pr: Power of alternator [kWe]

Ur: Rated voltage [V]

xd”: Subtransient reactance [%]

cos : Power factor of the network

(typically = 0.9)

Motors n * 6 * Pr / (√3 * Ur * xd” * cos Motor) N: No. of motors (directly) connected

Pr: Power of motor [kWe]


xd”: Subtransient reactance [%]

cos : Power factor of the motor

(typically = 0.85 … 0.90 for an induction motor)

Converters Frequency converters do not contribute to the Isc”

-

Table 8-3 Fomulas for a rough estimation of the short circuit curents




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2.fm

• The choice of the type of the E-motor dependson the application. Usually induction motors areused up to a power of 7 MW (nMotor: typically =0.96). If it comes to power applications above7 MW per E-motor often synchronous ma-chines are used. Also in applications with slowspeed E-motors (without a reduction gearbox),for ice going or pod-driven vessels often syn-chronous E-motors (nMotor: typically = 0.97) areused.

• In plants with frequency converters based onVSI-technology (PWM type) the converterthemselves can deliver reactive power to theE-motor. So often a power factor cos = 0.9is a good figure to design the alternator rating.Nevertheless there has to be sufficient reactivepower for the ship consumers, so that a lack inreactive power does not lead to unnecessarystarts of (standby) alternators.

• The harmonics can be improved (if necessary)by using supply transformers for the frequencyconverters with a 30° phase shift between thetwo secondary windings, which cancel thedominant 5th and 7th harmonic currents. Alsoan increase in the pulse number leads to lowerTHD. Using a 12-pulse configuration with aPWM type of converter the resulting harmonicdistortion will normally be below the limits de-fined by the classification societies. When usinga transformer less solution with a converterwith an Active Front End (Sinusoidal input rec-tifier) or in a 6-pulse configuration usually THD-filters are necessary to mitigate the THD on thesub-distributions.

The final layout of the electrical plant and the com-ponents has always to be based on a detailedanalysis and a calculations of the short circuit lev-els, the load flows and the THD levels as well as onan economical evaluation.

Type of switchboard panel Rated current [kA] Legend

Alternator incoming Pr / (√3 * Ur * cos Grid) Pr: Power of alternator [kWe]


cos : Power factor of the network

(typically = 0.9)

Transformer outgoing Sr / (√3 * Ur) Sr: Apparent power of transformer [kVA]


Motor outgoing (Induction motor controlled by a PWM-converter)

Pr / (√3 * Ur * cos Converter * nMotor * nConverter) Pr: Power of motor [kWe]


cos : Power factor converter

(typically = 0.95)

nMotor: typically = 0.96

nConverter: typically = 0.97

Motor outgoing (Induction motor started: DoL, Y/, Soft-Starter)

Pr / (√3 * Ur * cos Motor * nMotor) Pr: Power of motor [kWe]


cos : Power factor motor

(typically = 0.85...0.90)

nMotor: typically = 0.96

Table 8-4 Formulas for a concept evaluation




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8.7 Over-torque capability

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In diesel-electric propulsion plants, which are run-ning with a fix pitch propeller, the dimensioning ofthe electric propulsion motor has to be done accu-rately, in order to have sufficient propulsion poweravailable. As an electric motor produces torque,which directly defines the cost (amount of copper),weight and space of the motor, it has to be inves-tigated what amount of over-torque is required tooperate the vessel with sufficient power also in sit-uations, where additional power is needed (for ex-ample because of heavy weather or icyconditions).

Usually a constant power range of 5 – 10 % is ap-plied on the propulsion (Field weakening range),where constant E-motor power is available.

Figure 8-3 Example: Over-torque capability of a E-propulsion train for a FPP-driven vessel

0%

20%

40%

60%

80%

100%

120%

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

rpm rpm

E- Motor available torque

Power

Propeller power

E-Motor power

Nominal conditionsRequest for additional power / torque

Field weakening range

Over-torque capability




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8.8 Protection of the electric plant

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In an electric propulsion plant protection devicesand relays are used to protect human life from in-jury from faults in the electric system and toavoid/reduce damage of the electric equipment.The protection system and its parameters alwaysdepend on the plant configuration and the opera-tional requirements. During the detailed engineer-ing phase calculations like a short circuit and anearth fault calculation and a selectivity and protec-tion device coordination study have to be made, inorder to get the correct parameter settings and todecide, which event/fault should alarm only or tripthe circuit breaker.

A typical protection scheme may include the fol-lowing functions (Example):

• Main switchboard:

- Over– and under-voltage

- Earth fault

• Alternator:

- Short circuit

- Over-current

- Stator earth fault

- Reverse power

- Phase unbalance, Negative phase se-quence

- Differential protection

- Over- and under-frequency

- Over- and under-voltage

- Alternator windings and bearings over-tem-perature

- Alternator cooling air/water temperature

- Synchronizing check

- Over- and under-excitation (Loss of excita-tion)

• Bus tie feeder:

- Short circuit

- Earth fault

- Synchronizing check

- Differential protection (in ring networks)

• Transformer feeder:

- Short circuit

- Over-current

- Earth fault

- Thermal overload/image

- Under-voltage

- Differential protection (for large transform-ers)

• Motor feeder:

- Short circuit

- Over-current

- Earth fault

- Under-voltage

- Thermal overload/image

- Motor start: Stalling I2 t, number of starts

- Motor windings and bearings over-tempera-ture

- Motor cooling air/water temperature




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8.9 Drive control

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8.9 Drive control

The drive control system is a computer controlledsystem for the speed converters/drives, providingnetwork stability in case of sudden/dynamical loadchanges. It ensures safe operation of the convert-ers with constant and stable power supply to theE-propulsion motors and avoids the loss of powerunder all operational conditions. Usually the pro-pulsion is speed controlled. So the system keepsthe reference speed constant as far as possiblewithin the speed and torque limitations and dy-namic capability.

The drive control system normally interfaces withthe propulsion control system, the power man-agement system, the dynamic position systemand several other ship control and automationsystems. The functionality of the drive control sys-tem depends on the plant configuration and theoperational requirements.

The main tasks of the drive control system can besummarized as follows:

• Control of the converters/drives, including thespeed reference calculation

• Control of drive/propeller speed according tothe alternator capability, including anti-overloadprevention

• Control of power and torque. It takes care ofthe limits

• Control of the converter cooling

For some applications (e.g. for ice going vessels,for rough sea conditions, etc, where load torquevaries much and fast) often a power control modeis applied, which reduces the disturbances on thenetwork and smoothens the load application onthe diesel engines.



8.9 Drive control

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8.10 Power management

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Power reservation

The main function of a power management sys-tem is to start and stop GenSets/alternators ac-cording to the current network load and the onlinealternator capacity. The power management sys-tem takes care that the next alternator will be start-ed, if the available power (= Installed power of allconnected alternators – current load) becomeslower than a preset limit. This triggers a timer andif the available power stays bellow the limit for acertain time period the next GenSet/alternator insequence is started. It also blocks heavy consum-ers to be started or sheds (unnecessary) consum-ers, if there is not enough power available, in orderto avoid unstable situations.

Class rules require from GenSets/alternators 45seconds for starting, synchronizing and beginningof sharing load. So it is always a challenge for thepower management system to anticipate the situ-

ation in advance and to start GenSets/alternatorsbefore consumers draw the network and overloadthe engines. Overloading an engine will soon de-crease the speed/frequency with the danger ofmotoring the engine, as the flow of power will bealtered from network to alternator (Reverse pow-er). The electric protection system must discon-nect such alternator from the network. Anoverload situation is always a critical situation forthe vessel and a blackout has to be avoided.

The detailed power management functionality al-ways depends on the plant configuration, theoperational requirements but also on general phi-losophy and preferred solution of the owner. Theparameters when to stat or to stop a GenSet/alternator have always to be evaluated individually.The following figure shows that in principle:

Figure 8-4 PMS Start/stop

Load start (n+1)

Number Alternators connected

2Load start (n=3)

3

4

Load start (n=4)

Load stop (n=4)

Load stop (n=3)




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For example the load depending start/stop ofGenSets/alternators is shown in the next table. Itcan be seen that the available power depends onthe status of the GenSets/alternators when theyget their starting command. As an example a plantwith 4 GenSets/alternators is shown:

The available power for this example could looklike this:

Figure 8-5 PMS Power Start-in-time

No. of alternatorsconnected

Alternator load

Available power (Power reserve) via load pick-up by the running GenSets

Time to accept load

2 85 % 2 x 15 % = 30 % 0...10 sec

3 87 % 3 x 13 % = 39 % 0...10 sec

4 90 % 4 x 10 % = 40 % 0...10 sec

Table 8-5 Load depending start/stop of GenSets/alternators

No. of alternatorsconnected

Alternator load

Available power (Power reserve) by starting a standby1) GenSet

1) Preheated, prelubricated, etc. see "Section 2.5.2: Starting conditions and load application for diesel-electric plants, page 2-35".

Time to accept load

2 70 % 2 x 30 % = 60 % < 1 min

3 75 % 3 x 25 % = 75 % < 1 min

4 80 % 4 x 20 % = 80 % < 1 min

Table 8-6 Load depending start/stop of GenSets/alternators

Available power(Power reserve)

Time

0 sec10 sec

> 1 min

0% 30% 40% 60% 80%




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Power management system

Derived from the above mentioned main tasks of apower management system the following func-tions are typical:

• Automatic load dependent start/stop ofGenSets/alternators

• Manual starting/stopping of GenSets/alterna-tors

• Fault dependent start/stop of standbyGenSets/alternators in cases of under-frequen-cy and/or under-voltage.

• Start of GenSets/alternators in case of a black-out (black-start capability)

• Determining and selection of the starting/stop-ping sequence of GenSets/alternators

• Start and supervise the automatic synchroniza-tion of alternators and bus tie breakers

• Balanced and unbalanced load application andsharing between GenSets/alternators. Often anemergency program for quickest possible loadacceptance is necessary.

• Regulation of the network frequency (with staticdroop or constant frequency)

• Distribution of active load between alternators

• Distribution of reactive load between alterna-tors

• Handling and blocking of heavy consumers

• Automatic load shedding

• Tripping of non-essential consumers

• Bus tie and breaker monitoring and control

All questions regarding the functionality of thepower management system have to be clarifiedwith MAN Diesel & Turbo at an early project stage.




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8.11 Example configurations of diesel-electric propulsion plants

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Offshore Support Vessels

The term “Offshore Service & Supply Vessel” in-cludes a large class of vessel types, such as Plat-form Supply Vessels (PSV), AnchorHandling/Tug/Supply (AHTS), Offshore Construc-tion Vessel (OCV), Diving Support Vessel (DSV),Multipurpose Vessel, etc.

Electric propulsion is the norm in ships which fre-quently require dynamic positioning and stationkeeping capability. Initially these vessels mainlyused variable speed motor drives and fixed pitchpropellers. Now they mostly deploy variable speedthrusters and they are increasingly being equippedwith hybrid diesel-mechanical and diesel-electricpropulsion.

Figure 8-6 Example: Diesel-electric configuration of a PSV

In modern applications often frequency converterswith an Active Front End are used, which give spe-cific benefits in the space consumption of the elec-tric plant, as it is possible to get rid of the heavyand bulky supply transformers.

Type of converter/drive Supply transformer Type of E-motor Pros & cons

Active Front End - Induction + Transformer less solution

+ Less space and weight

– THD filter required

Table 8-7 Pros & cons of Active Front End




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LNG Carriers

A propulsion configuration with two high speedE-motors (e.g. 600 RPM or 720 RPM) and a re-duction gearbox (Twin-in-single-out) is a typicalconfiguration, which is used at LNG carriers wherethe installed alternator power is in the range ofabout 40 MW. The electrical plant fulfils high re-dundancy requirements. Due to the high propul-sion power which is required and higherefficiencies synchronous E-motors are used.

Figure 8-7 Example: Diesel-electric configuration (redundant) of a LNG carrier with geared transmission, single screw and FP propeller

For ice going carriers and tankers also poddedpropulsion is a robust solution, which has beenapplied in several vessels.


VSI with PWM 24 pulse Synchronous + High propulsion power

+ High drive & motor efficiency

+ Low harmonics

– Heavy E-plant configuration

Table 8-8 Pros & cons of VSI with PWM




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Cruise and ferries

Passenger vessels – cruise ships and ferries – arean important application field for diesel-electricpropulsion. Safety and comfort are paramount.New regulations, as “Safe Return to Port”, requirea high reliable and redundant electric propulsionplant and also onboard comfort is a high priority,allowing only low levels of noise and vibration fromthe ship´s machinery.

A typical electric propulsion plant is shown in theexample below.

Figure 8-8 Example: Diesel-electric configuration (redundant) of a cruise liner, twin screw, gear less

For cruise liners often also geared transmission isapplied as well as pods.


VSI with PWM 24 pulse Synchronous

(slow speed 150 RPM)

+ Highly redundant & reliable

+ High drive & motor efficiency

+ Low noise & vibration

– Complex E-plant configuration

Table 8-9 Pros & cons of VSI with PWM and slow speed




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For a RoPax ferry almost the same requirementsare valid as for a cruise liner.

The figure below shows an electric propulsionplant with a “classical” configuration, consisting ofhigh speed E-motors (900 RPM or 1,200 RPM),geared transmission, frequency converters andsupply transformers.

Figure 8-9 Example: Diesel-electric configuration (redundant) of a RoPax ferry, twin screw, geared transmission


VSI-type

(with PWM technology)

12 pulse,

two secondary windings, 30° phase shift

Induction + Robust & reliable technology

+ No THD filters

– More space & weight (compared to transformer less solution)

Table 8-10 Pros & cons of VSI-type (with PWM technology)




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Advanced applications

As MAN Diesel & Turbo works together with differ-ent suppliers for diesel-electric propulsion plantsan optimal matched solution can be designed foreach application, using the most applicable com-ponents from the market (Freedom of choice). Thefollowing example shows a smart solution, patent-ed by STADT AS (Norway).

In many cases a combination of an E-propulsionmotor, running on two constants speeds (Medium,high) and a pitch controllable propeller (CPP) givesa high reliable and compact solution with low elec-trical plant losses.

Figure 8-10 Example: Diesel-electric configuration (redundant) of a RoRo, twin screw, geared transmission


Sinusoidal drive

(Patented by STADT AS)

- Induction + Highly reliable & compact

+ Low losses

+ Transformer less solution

+ Low THD (No THD filters

needed)

– Only applicable with a CP

propeller

Table 8-11 Pros & cons of Sinusoidal drive (Patented by STADT AS)




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9 Annex

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Page 9 - 2

Annex

9.1.1 General

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9.1 Safety instructions and necessary safety measures

The following list of basic safety instructions inconnection with further engine documentation likeuser manual and working instructions should en-sure a safe handling of the engine. Due to varia-tions between specific plants this list does notclaim to be exhaustive and may vary regarding tothe real existing requirements.

9.1.1 General

There are risks at the interfaces of the engine,which have to be eliminated or minimized in thecontext of integration the engine into the plant sys-tem. Responsible for this is the legal person whichis responsible for the integration of the engine.

Following prerequisites need to be fulfilled:

• Layout, calculation, design and execution ofthe plant according to the latest state of the art.

• All relevant classification rules, rules, regula-tions and laws are considered, evaluated andare included in the system planning.

• The project-specific requirements of MANDiesel & Turbo regarding the engine and itsconnection to the plant will be implemented.

• In principle always apply the more stringent re-quirements of a specific document, if its rele-vance is given for the plant.

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Annex

9.1.2 Safety equipment/measures provided by plant-side

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Following safety equipment respectively safety measures must be provided by plant-side

• Securing of the engine´s turning gear.

The turning gear has to be equipped with anoptical and acoustic warning device with de-layed start of the transmission in case of firstactuation. The turning gear´s gear wheel has tobe covered. The turning gear should beequipped with a remote control, allowing opti-mal positioning of the operator, overlooking theentire hazard area (a cable of approx. 20 mlength is recommended).

It has to be prescribed in the form of a workinginstruction, that:

- the turning gear has to be operated by atleast two persons

- the work area must be secured against un-authorized entry

- only trained personnel is allowed to operatethe turning gear

• Protection of the starting air pipe

To protect against unintentional restarting of theengine while maintenance work a disconnec-tion and depressurization of the engine´s start-ing air system must be possible. A lockablestarting air stop valve must be provided in thestarting air pipe to the engine.

• To protect against unintentional turning of theturbocharger rotor while maintenance work itmust be possible to prevent draught in the ex-haust gas duct and, if necessary to secure therotor against rotation.

• Safeguarding of the surrounding area of the fly-wheel

The entire area of the flywheel has to be safe-guarded by plant-side.

Special care must be taken, inter alia, to pre-vent from: ejection of parts, contact with mov-ing machine parts and falling into the flywheelarea.

• Consideration of the blow-off zone of thecrankcase cover´s relief valves

While crankcase explosions the resulting hotgases will be blown out of the crankcasethrough the relief valves.

This must be considered in the overall planning.

• Setting up storage areas

Throughout the plant suitable storage areashas to be determined for stabling of compo-nents and tools.

Thereby it is important to ensure stability, carry-ing capacity, accessibility. The quality structureof the ground has to be considered (slip resist-ance, resistance against residual liquids of thestored components, consideration of the trans-port and traffic routes).

• Proper execution of the work

Generally it is necessary to ensure that all workis properly done by according to the tasktrained and qualified personnel. Special atten-tion deserves the execution of the electricalequipment. Due to selection of suitable special-ized companies and personnel it has to be en-sured that a faulty feeding of media, electricvoltage and electric currents will be avoided.

• Connection exhaust port turbocharger at theengine to the exhaust gas system of the plant

The connection between exhaust port turbo-charger and exhaust gas system of the planthas to be executed gas tight and must beequipped with a fire proof insulation.

The surface temperature of the fire insulationmust remain at least below 220 °C.

In workspaces and traffic areas a suitable con-tact protection has to be provided which sur-face temperature must remain at least below60 °C.

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The connection has to be equipped with com-pensators for longitudinal expansion and axisdisplacement in consideration of the occurringvibrations.

(The flange of the turbocharger reaches tem-peratures of up to 450 °C).

• Generally any ignition sources, smoking, openfire in the maintenance and protection area ofthe engine is prohibited

• Smoke detection systems and fire alarm sys-tems have to be provided

• Signs

a) Following figure shows exemplary the de-clared risks in the area of a combustion engine.This may vary slightly for the specific engine.

Figure 9-1 Warning sign E11.48991-1108

This warning sign has to be clearly visiblemounted at the engine as well as at all entranc-es to the engine room or to the power house.

b) Prohibited area signs

Dependent on the application it is possible thatspecific operating ranges of the engine must beprohibited.

In these cases the signs will be delivered to-gether with the engine, which have to bemounted clearly visible on places at the enginewhich allow intervention to the engine opera-tion.

• Optical and acoustic warning device

Due to impaired voice communication by noisein the engine room/power house it is necessaryto check, where at plant additionally to acousticwarning signals optical warning signals (e.g.flash lamp) should be provided.

In any case this is necessary while using theturning gear and while starting/stopping the en-gine.

• Engine room ventilation

An effective ventilation system has to be pro-vided in the engine room to avoid endangeringby contact or by inhalation of fluids, gases, va-pours and dusts which could have harmful,toxic, corrosive and/or acid effects.

• Venting of crankcase and turbocharger

The gases/vapours out of crankcase and tur-bocharger are ignitable. It must be ensured thatthe gases/vapours will not be ignited by exter-nal sources. For multi-engine plants each en-gine has to be ventilated separately. The engineventilation of different engines must not be con-nected together.

In case of an installed suction system it has tobe ensured that it will be not stopped before atleast 20 minutes after engine shutdown.

• Drainable supplies and excipients

Supply system and excipient system must bedrainable and must be secured against unin-tentional recommissioning (EN 1037).

Sufficient ventilation at the filling, emptying andventilation points must be ensured.

The residual quantities which must be emptiedhave to be collected and disposed proper.

• Spray guard has to be ensured for possiblyleaking liquids from the flanges of the plant´spiping system. The emerging media must bedrained off and collected safely.

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• Composition of the ground

Accordingly to the physical and chemical char-acteristics of in the plant used excipients andsupplies, the ground, workspace, trans-port/traffic routes and storage areas have to bedesigned.

Safe work for maintenance and operationalstaff must always be possible.

• Adequate lighting

Light sources for an adequate and sufficientlighting must be provided by plant-side. There-by the current guidelines should be followed.

(100 Lux is recommended, see also DIN EN1679-1)

• Working platforms/scaffolds

For work on the engine working platforms/scaf-folds must be provided and further safety pre-cautions must be planned. Among otherthings, it must be possible to work secured bysafety belts. Corresponding lifting points/devic-es has to be provided.

• Fail-safe 24 V power supply

Due to engine control, alarm system and safetysystem are connected to a 24 V power supplythis part of the plant has to be designed fail-safe to ensure a regular engine operation.

• In case of air intake is realized through pipingand not by means of the turbocharger´s intakesilencer, appropriate measures for air filteringmust be provided. It must be ensured that par-ticles exceeding 5 μm will be restrained by anair filtration system.

• Quality of the intake air

It has to be ensured that combustible media willnot be sucked in by the engine.

Intake air quality according to the relevant sec-tion of the project guide has to be guaranteed.

• Emergency stop system

The emergency stop system requires specialcare during planning, realization, commission-ing and testing at site to avoid dangerous oper-ating conditions. The assessment of the effectson other system components caused by anemergency stop of the engine must be carriedout by plant-side.

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Annex

9.2 Programme for Factory Acceptance Test (FAT)

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The following table shows the operating points to be considered during acceptance test run.

Operating points ABS1)

1) ABS = American Bureau of Shipping

BV2)

2) BV = Bureau Veritas

DNV3)

3) DNV = Det Norske Veritas

GL4)

4) GL = Germanischer Lloyd

LR5)

5) LR = Lloyd’s Register of Shipping

RINa6)

JG7) (NK)

8)

IACS9)

MAN Diesel & Turbo pro-

gramme with acceptance by classification

society

All

engi

nes

Starting attempts

Governor test

Operational test ofthe attachedsafety devices

X

X

X

X

X

X

-

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

X

Mar

ine

mai

n en

gine

s

Maximum contin-uous rating (MCR)

Speed: According to propeller curve or constant

100 %10)

110 %

90 %

85 %

75 %

50 %

25 %

Low speed and/or idling

60’

30’

M

-

M

M

M

M

60’

30’

M

-

M

M

M

M

30’

30’

M11)

M12)

M11)

M

-

-

60’

30’

M

-

M

M

M

M

60’

30’

M

-

M

M

M

M

60’

30’

M

-

M

M

M

M

20’ (60‘)

20’ (30‘)

-

-

20’ (30‘)

20’ (30‘)

20’ (30‘)

-

60’

30–45’

M

-

M

M

M

M

60’

30’

30’11)

30’12)

30’

30‘

30‘

30’

Mar

ine

aux.

eng

ines

Maximum contin-uous rating (MCR)

Constant speed

100 %10)

110 %

75 %

50 %

25 %

idling = 0 %

60’

30’

M

M

M

M

60’

30’

M

M

M

M

30’

30’

M

M

-

-

60’

30’

M

M

M

M

60’

30’

M

M

M

M

60’

30’

M

M

M

M

20‘(60’)

20‘(30’)

20‘(30’)

20‘(30’)

20‘(-)

-

60’

30’

M

M

M

M

60’

30’

30’

30’

30’

30’

Table 9-1 Test conditions of four-stroke marine engines

M = Measurement at a steady state

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The selection of the measuring points and themeasuring method are fixed in accordance withISO Standard 3046-1 and the specifications of theclassification societies.

The execution of the test run according to thisguideline will be confirmed in writing by the cus-tomer or his representative, by the authorised rep-resentative of the classification society and by theperson in charge of the tests.

After the test run, the components will be inspect-ed, as far as this is possible without disassembly.Only in exceptional cases (e. g. if required by thecustomer/the classification society), will compo-nents be dismantled.

The works test will be accomplished with MGO orMDO. Heavy fuel oil is not available at the serialtest beds.

6) RINa = Registro Italiano Navale7) JG =Japanese government8) NK =Nippon Kaiji Kyoka9) ACS =International Association of

Classification Societies10) Two service recordings at an interval of 30 min.11) Could be replaced by MCR load point 85 %.12) Replacement for 11).

Page 9 - 8 F-BA

Annex

9.3 Engine running-in

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Prerequisites

Engines require a run-in period:

• When put into operation on-site, if after test runthe pistons or bearings were dismantled for in-spection or if the engine was partially or fullydismantled for transport.

• After fitting new drive train components, suchas cylinder liners, pistons, piston rings, crank-shaft bearings, big-end bearings and piston pinbearings.

• After the fitting of used bearing shells.

• After long-term low load operation (> 500 oper-ating hours).

Supplementary information

Operating Instructions

During the run-in procedure the unevenness of thepiston-ring surfaces and cylinder contact surfacesis removed. The run-in period is completed oncethe first piston ring perfectly seals the combustionchamber. I.e. the first piston ring should show anevenly worn contact surface. If the engine is sub-jected to higher loads, prior to having been run-in,then the hot exhaust gases will pass between thepiston rings and the contact surfaces of the cylin-der. The oil film will be destroyed in such locations.The result is material damage (e.g. burn marks) onthe contact surface of the piston rings and the cyl-inder liner. Later, this may result in increased en-gine wear and high oil consumption.

The time until the run-in procedure is completed isdetermined by the properties and quality of thesurfaces of the cylinder liner, the quality of the fueland lube oil, as well as by the load of the engineand speed. The run-in periods indicated in follow-ing figures may therefore only be regarded as ap-proximate values.

Operating media

The run-in period may be carried out preferablyusing diesel fuel or gas oil. The fuel used mustmeet the quality standards see "Section: Specifica-tion for engine supplies" – "Specification for lubricating oil(SAE 40) for operation with marine gas oil, diesel oil(MGO/MDO) and biofuels" or – "Specification for lubricat-ing oil used for pure gas operation" and the design ofthe fuel system.

For the run-in of gas four-stroke engines it is bestto use the gas which is to be used later in opera-tion.

Diesel-gas engines are run in using diesel opera-tion with the fuel intended as the ignition oil.

Lube oil

The run-in lube oil must match the quality stand-ards, with regard to the fuel quality.

Engine run-in

Cylinder lubrication (optional)

The cylinder lubrication must be switched to "Run-ning In" mode during completion of the run-in pro-cedure. This is done at the control cabinet or at thecontrol panel (under "Manual Operation"). This en-sures that the cylinder lubrication is already acti-vated over the whole load range when the enginestarts. The run-in process of the piston rings andpistons benefits from the increased supply of oil.Cylinder lubrication must be returned to "NormalMode" once the run-in period has been complet-ed.

Checks

Inspections of the bearing temperature and crank-case must be conducted during the run-in period:

• The first inspection must take place after 10minutes of operation at minimum speed.

• An inspection must take place after operationat full load respectively after operational outputlevel has been reached.

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The bearing temperatures (camshaft bearings,big-end and main bearings) must be determined incomparison with adjoining bearing. For this pur-pose an electrical sensor thermometer may beused as a measuring device.

At 85 % load and on reaching operational outputlevel, the operating data (ignition pressures, ex-haust gas temperatures, charge pressure, etc.)must be tested and compared with the accept-ance report.

Standard running-in programme

Dependent on the application the run-in pro-gramme can be derived from the figures in "Para-graph: Diagrams of standard running-in, page 9-11".During the entire run-in period, the engine outputhas to be within the marked output range. Criticalspeed ranges are thus avoided.

Running-in during commissioning on site

Barring exceptions, four-stroke engines are al-ways subjected to a test run in the manufacturer´spremises. As such, the engine has usually beenrun in. Nonetheless, after installation in the final lo-cation, another run-in period is required if the pis-tons or bearings were disassembled for inspectionafter the test run, or if the engine was partially orfully disassembled for transport.

Running-in after fitting new drive train components

If during revision work the cylinder liners, pistons,or piston rings are replaced, then a new run-in pe-riod is required. A run-in period is also required ifthe piston rings are replaced in only one piston.The run-in period must be conducted according tofollowing figures or according to the associatedexplanations.

The cylinder liner may be re-honed according toWork Card 050.05, if it is not replaced. A trans-portable honing machine may be requested fromone of our Service and Support Locations.

Running-in after refitting used or new bearing liners (crankshaft, connecting rod and piston pin bearings)

When used bearing shells are reused, or whennew bearing shells are installed, these bearingshave to be run in. The run-in period should be 3 to5 hours under progressive loads, applied in stag-es. The instructions in the preceding text seg-ments, particularly the ones regarding the"Inspections", and following figures must be ob-served.

Idling at higher speeds for long periods of opera-tion should be avoided if at all possible.

Running-in after low load operation

Continuous operation in the low load range mayresult in substantial internal pollution of the engine.Residue from fuel and lube oil combustion maycause deposits on the top-land ring of the pistonexposed to combustion, in the piston ring chan-nels as well as in the inlet channels. Moreover, it ispossible that the charge air and exhaust pipe, thecharge air cooler, the turbocharger and the ex-haust gas tank may be polluted with oil.

Since the piston rings have adapted themselves tothe cylinder liner according to the running load, in-creased wear resulting from quick accelerationand possibly with other engine trouble (leaking pis-ton rings, piston wear) should be expected.

Therefore, after a longer period of low load opera-tion ( 500 hours of operation) a run-in periodshould be performed again, depending on thepower, according to following figures.

Also for instruction see "Section 2.4: Low load opera-tion, page 2-31".

Note!

For further information, you may contact theMAN Diesel & Turbo customer service or thecustomer service of the licensee.

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Diagrams of standard running-in

Figure 9-2 Standard running-in programme for engines operated with constant speed of the types: 32/40, 32/40G, 32/44CR, 35/44DF, 35/44G

Figure 9-3 Standard running-in programme for engines operated with constant speed of the types: 40/54, 48/60B, 48/60CR, 51/60DF, 51/60G, 58/64

0102030405060708090100

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5Running in period [h]

Speed [%] Output [%]

Engine output(specified range)

Engine speed

0102030405060708090100

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8Running in period [h]

Speed [%] Output [%]

Engine speed


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Figure 9-4 Standard running-in programme for marine engines (variable speed) of the types: 28/33D, 32/40, 32/44CR

Figure 9-5 Standard running-in programme for marine engines (variable speed) of the types: 40/54, 48/60B, 48/60CR, 58/64

0102030405060708090100

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5

Speed [%]

Running in period [h]

Output [%]

A B

Engine speed rangeA Controllable-pitch propellerB Fixed-pitch propeller


0102030405060708090100

0 0,5 1 1,5 2 2,5 3 3,5 4 4,5 5 5,5 6 6,5 7 7,5 8

Speed [%]

Running in period [h]

Output [%]

A B

Engine speed rangeA Controllable-pitch propellerB Fixed-pitch propeller


Page 9 - 12 dJ__

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9.4 Definitions

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9.4 Definitions

Blackout – Dead ship condition

The classification societies define blackout onboard ships as a loss of electrical power, but stillall necessary alternative energies (e.g. start air,battery electricity) for starting the engines are avail-able.

Contrary to blackout dead ship condition is a lossof electrical power on board a ship. The main andall other auxiliary GenSets are not in operation,also all necessary alternative energies for startingthe engines are not available. But still it is assumedthat the necessary energy for starting the engines(e.g. emergency alternator) could be restored atany time.

Controllable pitch propeller (CPP) application

A propeller with adjustable blades is driven by theengine.

The CPP´s pitch can be adjusted to absorb all thepower that the engine is capable of producing atnearly any rotational speed.

Thereby the mean output range of the engine isbetween 80 to 95 % and the fuel consumption isoptimised at 85 % load.

Designation

• Designation of engine sides

- Coupling side, CS (KS)

The coupling side is the main engine outputside and is the side to which the propeller,the alternator or other working machine iscoupled.

- Free engine end/counter coupling side,CCS (KGS)

The free engine end is the front face of theengine opposite the coupling side.

- Left side

On a left-hand engine, the left side is the ex-haust side and on a V-engine it is cylinderbank A.

- Right side

On a right-hand engine, the right side is theexhaust side and on a V-engine it is cylinderbank B.

• Designation of cylinders

The cylinders are numbered in sequence, fromthe coupling side, 1, 2, 3 etc. In V-engines,looking from the coupling side, the left handrow of cylinders is designated A, and the righthand row is designated B. Accordingly, the cyl-inders are referred to as A1-A2-A3 or B1-B2-B3, etc.

Figure 9-6 Designation of cylinders

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9.4 Definitions

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• Direction of rotation

Figure 9-7 Designation: Direction of rotation

Diesel-electric

Engine and electrical alternator mounted togetherto supply electrical power to drive an electric mo-tor. The power of the electric motor is used to drivea propeller.

Thereby the mean output range of the engine isbetween 80 to 95 % and the fuel consumption isoptimised at 85 % load.

Fixed pitch propeller (FPP) application

A fixed pitch propeller is driven by the engine. TheFPP is always working very close to the theoreticalpropeller curve (power input ~ n3). A higher torquein comparison to the CPP even at low rotationalspeed is present.

To protect the engine against overloading its ratedoutput is reduced up to 90 %. The turbo chargingsystem is adapted. Engine speed reduction of upto 10 % at maximum torque is allowed.

The mean output range of the engine is between80 to 95 % of its available output and the fuel con-sumption is optimised at 85 % load.

GenSet application (also applies to auxiliary engineson board ships)

Engine and electrical alternator mounted togetherform a single piece of equipment to supply electri-cal power in places where electrical power (centralpower) is not available, or where power is neededonly temporarily. Standby GenSets are kept readyto supply power during temporary interruptions ofthe main supply.

The mean output range of the engine is between40 to 80 %.

Loads beyond 100 % up to 110 % of the ratedoutput are permissible only for a short time to pro-vide additional power for governing purpose only.

Gross calorific value (GCV)

This value suppose that the water of combustionis entirely condensed and that the heat containedin the water vapor is recovered.

Net calorific value (NCV)

This value suppose that the products of combus-tion contains the water vapor and that the heat inthe water vapor is not recovered.

Off-shore application

Offshore construction and offshore drilling placeshigh requirements regarding the engine´s acceler-ation and load application behaviour. Higher re-quirements exist also regarding the permissibleengine´s inclination.

The mean output range of the engine is between15 to 60 %. Acceleration from engine start up to100 % load must be possible within a specifiedtime.

Page 9 - 14 dJ__

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9.4 Definitions

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Output

• ISO-standard-output (as specified in DIN ISO3046-1)

Maximum continuous rating of the engine atnominal speed under ISO-conditions, providedthat maintenance is carried out as specified.

• Operating-standard-output (as specified in DINISO 3046-1)

Maximum continuous rating of the engine atnominal speed taking in account the kind of ap-plication and the local ambient conditions, pro-vided that maintenance is carried out asspecified. For marine applications this is statedon the type plate of the engine.

• Fuel stop power (as specified in DIN ISO 3046-1)

Fuel stop power defines the maximum rating ofthe engine theoretical possible, if the maximumpossible fuel amount is used (blocking limit).

• Rated power (in accordance to rules of Germa-nischer Lloyd)

Maximum possible continuous power at ratedspeed and at defined ambient conditions, pro-vided that maintenances carried out as speci-fied.

• Overload power (in accordance to rules of Ger-manischer Lloyd)

110 % of rated power, that can be demonstrat-ed for marine engines for an uninterrupted pe-riod of one hour.

• Output explanation

Power of the engine at distinct speed and dis-tinct torque.

• 100 % Output

100 % Output is equal to the rated power onlyat rated speed. 100 % Output of the enginecan be reached at lower speed also if thetorque is increased.

• Nominal Output

= rated power

• MCR

Maximum continuous rating = rated power

• ECR

Economic continuous rating = output of the en-gine with the lowest fuel consumption

Suction dredge application (mechanical drive ofpumps)

For direct drive of the suction dredge pump by theengine via gear box the engine speed is directly in-fluenced by the load on the suction pump.

To protect the engine against overloading its ratedoutput is reduced up to 90 %. The turbo chargingsystem is adapted. Engine speed reduction of upto 20 % at maximum torque is released.

Possibly the permissible engine operating curvehas to be adapted to the pump characteristics bymeans of a power output adaption respectivelythe power demand of the pump has to be opti-mised particularly while start-up operation.

The mean output range of the engine is between80 to 100 % of its available output and the fuelconsumption is optimised at 85 % load.

Water-jet application

A marine system that creates a jet of water thatpropels the vessel. Also the water-jet is alwaysworking close to the theoretical propeller curve(power input ~ n3).

To protect the engine against overloading its ratedoutput is reduced up to 90 %. The turbo chargingsystem is adapted. Engine speed reduction of upto 10 % at maximum torque is allowed.

The mean output range of the engine is between80 to 95 % of its available output and the fuel con-sumption is optimised at 85 % load.

dJ__ Page 9 - 15

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9.4 Definitions

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Page 9 - 16 dJ__

Annex

9.5 Symbols

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9.5 Symbols

Note!

The symbols shown should only be seen as ex-amples and can differ from the symbols in thediagrams.

Figure 9-8 Symbols used in functional and pipeline diagrams 1

hJ^g Page 9 - 17

Annex

9.5 Symbols

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Page 9 - 18 hJ^g

Annex

9.5 Symbols

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9.5 Symbols

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9.6 Preservation, packaging, storage


Introduction

Engines are internally and externally treated withpreservation agent before delivery. The type of preservation and packaging must beadjusted to the means of transport and to the typeand period of storage.Improper storage may cause severe damage tothe product.

Packaging and preservation of engine

The type of packaging depends on the require-ments imposed by means of transport and stor-age period, climatic and environmental effectsduring transport and storage conditions as well ason the preservative agent used.

As standard, engines are preserved for a storageperiod of 12 months and for sea transport.

Note!

The packaging must be protected againstdamage. It must only be removed when a fol-low-up preservation is required or when thepackaged material is to be used.

Preservation and packaging of assemblies and engineparts

Unless stated otherwise in the order text, the pres-ervation and packaging of assemblies and engineparts must be performed in such a way that theparts will not be damaged during transport andthat the corrosion protection remains fully intact fora period of at least 12 months when stored in aroofed dry room.

Transport

Transport and packaging of the engine, assem-blies and engine parts must be coordinated.

After transportation, any damage to the corrosionprotection and packaging must be rectified,and/or MAN Diesel & Turbo must be notified im-mediately.

bJ_^ Page 9 - 21

Annex

9.6.2 Storage location and duration

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9.6.2 Storage location and duration

Storage location

Storage location of engine

As standard, the engine is packaged and pre-served for outdoor storage.

The storage location must meet the following re-quirements:

• Engine is stored on firm and dry ground.

• Packaging material does not absorb any mois-ture from the ground.

• Engine is accessible for visual checks.

Storage location of assemblies and engine parts

Assemblies and engine parts must always bestored in a roofed dry room.

The storage location must meet the following re-quirements:

• Parts are protected against environmental ef-fects and the elements.

• The room must be well ventilated.

• Parts are stored on firm and dry ground.

• Packaging material does not absorb any mois-ture from the ground.

• Parts are accessible.

• Parts cannot be damaged.

• Parts are accessible for visual inspection.

• An allocation of assemblies and engine parts tothe order or requisition must be possible at alltimes.

Note!

Packaging made of or including VCI paper orVCI film must not be opened or must be closedimmediately after opening.

Storage conditions

In general the following requirements must be met:

• Minimum ambient temperature. . . . . .–10 °C

• Maximum ambient temperature . . . . +60 °C

• Relative humidity . . . . . . . . . . . . . . . . < 96%

In case these conditions cannot be met, pleasecontact MAN Diesel & Turbo for clarification.

Storage period

The permissible storage period of 12 months mustnot be exceeded.

Before the maximum storage period isreached:

• Check the condition of the stored engine, as-semblies and parts.

• Renew the preservation or install the engine orcomponents at their intended location.

Page 9 - 22 bJ_^

Annex

9.6.3 Follow-up preservation when preservation period is exceeded

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9.6.3 Follow-up preservation when preservation period is exceeded

A follow-up preservation must be performed be-fore the maximum storage period has elapsed, i.e.generally after 12 months.

Please request assistance by authorised person-nel of MAN Diesel & Turbo.

9.6.4 Removal of corrosion protection

Packaging and corrosion protection must only beremoved from the engine immediately before com-missioning the engine in its installation location.

Remove outer protective layers, any foreign bodyfrom engine or component (VCI packs, blankingcovers, etc.), check engine and components fordamage and corrosion, perform corrective meas-ures, if required.

The preservation agents sprayed inside the enginedo not require any special attention. They will bewashed off by engine oil during subsequent en-gine operation.

Please contact MAN Diesel & Turbo if you haveany questions.

bJ_^ Page 9 - 23

Annex

9.6.4 Removal of corrosion protection

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9.7 Engine colour

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9.7 Engine colour

There are three different colour groups for colouring the engine:

Note!

This colour tables are only for overview, thereare no payables in regard to the colour shade.

For the accurate colour shades please seeRAL colour table.

RAL colour group 1 (standard colour)

RAL 9006

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RAL colour group 2 (special request)R

AL

3007

RA

L 50

00

RA

L 50

01

RA

L 50

02

RA

L 50

03

RA

L 50

04

RA

L 50

05

RA

L 50

07

RA

L 50

08

RA

L 50

09

RA

L 50

10

RA

L 50

11

RA

L 50

12

RA

L 50

13

RA

L 50

14

RA

L 50

15

RA

L 50

17

RA

L 50

18

RA

L 50

19

RA

L 50

20

RA

L 50

21

RA

L 50

22

RA

L 50

23

RA

L 50

24

RA

L 60

00

RA

L 60

01

RA

L 60

02

RA

L 60

03

RA

L 60

04

RA

L 60

05

RA

L 60

06

RA

L 60

07

RA

L 60

08

RA

L 60

09

RA

L 60

10

RA

L 60

11

RA

L 60

12

RA

L 60

13

RA

L 60

14

RA

L 60

15

RA

L 60

16

RA

L 60

17 7206 L

AR

6206 LA

R 5206 L

AR

4206 LA

R 2206 L

AR

1206 LA

R 0206 L

AR

8106 LA

R RA

L 60

28

RA

L 60

29

RA

L 60

32

RA

L 60

33

RA

L 60

34

RA

L 70

00

RA

L 70

01

RA

L 70

02

RA

L 70

03

RA

L 70

04

RA

L 70

05

RA

L 70

06

RA

L 70

08

RA

L 70

09

RA

L 70

10

RA

L 70

11

RA

L 70

12

RA

L 70

13

RA

L 70

15

RA

L 70

16

RA

L 70

21

RA

L 70

22

RA

L 70

23 6307 L

AR

4307 LA

R 3307 L

AR

2307 LA

R 1307 L

AR

0307 LA

R 6207 L

AR

4207 LA

R RA

L 70

37

RA

L 70

38

RA

L 70

39

RA

L 70

40

RA

L 70

42

RA

L 70

43

RA

L 70

44

RA

L 70

45

RA

L 70

46

RA

L 80

00

RA

L 80

01

RA

L 80

02

RA

L 80

03

RA

L 80

04

RA

L 80

07

RA

L 80

08

RA

L 80

11

RA

L 80

12

RA

L 80

14

RA

L 80

15

RA

L 80

16

RA

L 80

17

RA

L 80

19

RA

L 80

22

RA

L 80

23

RA

L 80

24

RA

L 80

25

RA

L 60

19

Page 9 - 26 _J^g

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9.7 Engine colour

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RAL colour group 3 (special lacquering)R

AL

1000

R

AL

1001

R

AL

1002

R

AL

1003

R

AL

1004

R

AL

1005

R

AL

1006

R

AL

1007

RA

L 10

12

RA

L 10

13

RA

L 10

14

RA

L 10

15

RA

L 10

16

RA

L 10

17

RA

L 10

18

RA

L 10

19

RA

L 10

21

RA

L 10

23

RA

L 10

24

RA

L 10

27

RA

L 10

28

RA

L 10

32

RA

L 10

33

RA

L 10

34

RA

L 20

00

RA

L 20

01

RA

L 20

02

RA

L 20

03

RA

L 20

04

RA

L 20

08

RA

L 20

09

RA

L 20

10

RA

L 20

12

9003 LA

R 5003 L

AR

4003 LA

R 3003 L

AR

2003 LA

R 1003 L

AR

0003 LA

R RA

L 30

12

RA

L 30

13

RA

L 30

14

RA

L 30

15

RA

L 30

16

RA

L 30

17

RA

L 30

18

RA

L 30

20

RA

L 30

27

RA

L 30

31

RA

L 40

01

RA

L 40

02

RA

L 40

03

RA

L 40

04

RA

L 40

05

RA

L 40

06

RA

L 40

07

RA

L 40

08

RA

L 40

10

RA

L 70

35

RA

L 70

47

RA

L 90

01

RA

L 90

02

RA

L 90

03

RA

L 90

04

RA

L 90

05

RA

L 90

07

RA

L 90

10

RA

L 90

16

RA

L 90

17

RA

L 90

18

_J^g Page 9 - 27

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Page 9 - 28 _J^g

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9.8.1 Diesel-electric plant layout data

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9.8 Form


In order to provide you with appropriate project material and to carry out proposals promptly and accu-rately, we would kindly request you to fill in as many of the following details as possible and return it witha complete set of arrangement drawings to your sales representative.

General data

Name: ________________________________________________________________________________

Address:_______________________________________________________________________________

Phone: ________________________________________________________________________________

E-mail: ________________________________________________________________________________

Project:________________________________________________________________________________

Type of vessel:__________________________________________________________________________

principle:

Diesel-electric set CODLAD CODLAG _________________________

Main particulars: ____________________________________________________________

Length, overall [m]: ____________________________________________________________

Length, pp [m]: ____________________________________________________________

Breadth, moulded [m]: ____________________________________________________________

Depth, moulded [m]: ____________________________________________________________

Draught, design [m]: ____________________________________________________________

Draught, scantling [m]: ____________________________________________________________

DWT, at sct draught [t]: ____________________________________________________________

Gross tonnage [GRT]: ____________________________________________________________

Crew + Passengers: ________________+ ___________________________________________

Classification society: _________________Class notation: _____________________________

Additional class notations: Redundancy: ____________________________

Ice Class: ____________________________

Ambient conditions:

Max. machinery room temperature [°C]:__________________________________________________

Max. sea water temperature [°C]: _____________________________________________________

Max. freshwater temperature [°C]: _____________________________________________________

I-BA V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 Page 9 - 29

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Speed and margins

Speed:

Ship design speed [kn]: _________________(at maximum shaft power)_____________________

Sea margin [%]: ____________________________________________________________

Max. allowed load of engines [%]: ______________% MCR

System and power demand

Main:

Shaft: Single screw: Single in – Single out

Tandem

Twin in – Single out

Twin screw: Two shaft lines

2 x Twin in – Single out Steerable rudder propellers (=Azimuth thrusters)

Pods

_________________________________________________________________________________

Data for main:

FPP: Number: _______________

Max. shaft power on E-motor (per propeller; including sea margin)[kW]: __________________________________________________________

Propeller revolution [RPM]: __________________________________________

Input speed (= E-motor RPM): _______________________________________

Reduction gearbox: yes no

CPP Number. _______________

Max. shaft power on E-motor (per propeller; including sea margin)[kW]: __________________________________________________________




Page 9 - 30 V28/33D, 32/40, 32/44CR, 40/54, 48/60B, 48/60CR, 51/60DF, 58/64 I-BA

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Azi. thruster: Number: _______________

Max. shaft power on E-motor(per thruster; including sea margin)[kW]: __________________________________________________________


Propeller type: FPP ___ CPP

Pod: Number: _______________

Max. shaft power on E-motor(per pod; including sea margin)[kW]: __________________________________________________________

E-motor speed [RPM]: ______________________________________________

_______________ Number: _______________

Max. shaft power on E-motor(each; including sea margin)[kW]: __________________________________________________________




Data for manoeuvring propulsors:

Bow thruster: Number: _______________




Stern thruster: Number: _______________




_______________ Number: _______________Max. shaft power on E-motor(each; including sea margin[kW]: __________________________________________________________





Annex


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Electrical load balance

Max. total electrical power demand at sea:

for main [kWel]: _______________________________________________________________________

for consumers of vessel [kWel]: ______________ __________________________________________

Max. total electrical power demand at manoeuvring:

for main [kWel]: _______________________________________________________________________

for manoeuvring propulsors [kWel]: ______________________________________________________

for consumers of vessel [kWel]: _________________________________________________________

Max. total electrical power demand at port:

for consumers of vessel [kWel]: _________________________________________________________

The five biggest electrical consumers of the vessel

(apart from main and manoeuvring propulsors):

Name: __________________________________________ kWel:_______________________________

Name: __________________________________________ kWel:_______________________________

Name: __________________________________________ kWel:_______________________________

Name: __________________________________________ kWel:_______________________________

Name: __________________________________________ kWel:_______________________________

Please provide us with a complete E-Load-Balance of the vessel.


Annex


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Electrical system and motors

Number of alternators: __________________________________________________________________

Capacity per alternator [kW]: _____________________________________________________________

Power factor: __________________________________________________________________________

Revolution of alternators [RPM]: __________________________________________________________

Frequency [Hz]: ________________________________________________________________________

Voltage level of alternator and MSB [V]: ____________________________________________________

Voltage levels of sub-switchboards [V]: _____________________________________________________

System grounding of MSB: 3-phase, 3-wire, isolated from hull

3-phase, 3-wire, isolated via high-resistive resistor

__________________________________________________________

Main E-motors:

Number of winding systems: 1 2

Speed control: variable speed via frequency converter

_______________________________________

Manoeuvring E-motors (i. e. bow thrusters): variable speed via frequency converter

constant speed (start via Y/-unit)

constant speed (start via Softstarter)

_______________________________________


Annex


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Dimensioning of frequency converter and E-motor

The design of the frequency converters and the torque capability of the E-motors is usually rated to aconstant power range of 90% …100% of the propeller revolution (i. e. for a FPP-driven vessel).

Figure 9-12 Power range

Torque capability Standard: Constant power from 90%...100% of propeller RPM

Individual: Constant power form ________% to 100% of propeller RPM

Individual: Max. over-torque capability of the E-motor: ______________%

Single line diagram

Please provide us with a complete single line diagram of the vessel.


Annex

9.8.2 Propeller layout data

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In order to provide you with appropriate project material and to carry out proposals promptly and accu-rately, we would kindly request you to fill in as many of the following details as possible and return it toyour sales representative.

Identification:________________________________________________________________________

Type of vessel:________________________________________________________________________

Figure 9-13 Propeller data sheet

1. S:________________mm W:_______________mm l:_______________mm (as shown above)D:_________________mm

2. Stern tube and shafting arrangement layout

3. Propeller aperture drawing

4. Complete set of reports from model tank (resistance test, self- test and wake measurement). In case model test is not available the next page should be filled in.

5. Drawing of lines plan

6. Classification society:_______________Ice Class notation:_______________

7. Maximum rated power of shaft alternator:_______________

8. Optimisation condition for the propeller:To obtain the highest propeller efficiency please identify the most common service condition for the vessel.Ship speed:_______________knEngine service load :________________%

Service/sea margin:_______________%Shaft gen service load:________________kWDraft:_______________m

9. Comments:_________________________________________________________________________

10.Vessel main dimensions (Please fill-in if model test is not available).

D-BA Page 9 - 35

Annex


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11.Comments: _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________ _____________________________________________________________________

Date: ____________________ Signature: ___________________________

Symbol Unit Ballast Loaded

Length between perpendiculars Lpp m

Length of load water line LwL m

Breadth B m

Draft at forward perpendicular TF m

Draft at aft perpendicular TA m

Displacement s m3

Block coefficient (Lpp) CB -

Midship coefficient CM -

Waterplane area coefficient CWL -

Wetted surface with appendages S m2

Centre of buoyancy forward pf Lpp/2 LCB m

Propeller centre height above baseline H m

Bulb section area at forward perpendicular AB m2

Table 9-2 Vessel main dimensions

Page 9 - 36 D-BA

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Index

AAcceleration times . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41

Aging (Increase of S.F.O.C.) . . . . . . . . . . . . . . . . . . . . . 2-75

AirConsumption (Jet Assist) . . . . . . . . . . . . . . . . . . 5-113Flow rates, temperature . . . . . . . . . . . . . . . . 2-80I 2-84Starting air consumption. . . . . . . . . . . . . . . . . . . . 2-72Starting air vessels, compressors . . . . . . . . . . . . 5-109

Air vesselCondensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11

Air vesselsCapacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110

AlignmentEngine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157

AlternatorReverse power protection. . . . . . . . . . . . . . . . . . . 2-65

Ambient conditions causes de-rating . . . . . . . . . . . . . . 2-21

Angle of inclination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

Arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

ArrangementAttached pumps. . . . . . . . . . . . . . . . . . . . . . . . . 2-127Engine arrangements . . . . . . . . . . . . . . . . . . . . . . 1-11Flywheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123

Attached pumpsArrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-127Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78

Available outputsPermissible frequency deviations . . . . . . . . . . . . . 2-59Related reference conditions . . . . . . . . . . . . . . . . 2-19

BBalancing of masses . . . . . . . . . . . . . . . . . . . . . . . . . 2-115

Bearing, permissible loads . . . . . . . . . . . . . . . . . . . . . 2-111

BlackoutDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13

Black-start capability . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Blowing-off the exhaust gasWaste gate . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13

By-pass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

CCapacities

Air vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-110Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82

Charge airBlow-off device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12By-pass device . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-12Control of charge air temperature (CHATCO) 2-11I 2-13Preheating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12Temperature control . . . . . . . . . . . . . . . . . . . . . . . 2-13

Charge air coolerCondensate amount . . . . . . . . . . . . . . . . . . . . . . . 5-11Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78Heat to be dissipated . . . . . . . . . . . . . . . . . . . . . . 2-78

ClearancePropeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11

Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-115Flow rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49

Common rail injection system . . . . . . . . . . . . . . . . . . . . 5-91

Composition of exhaust gas . . . . . . . . . . . . . . . . . . . . . 2-99

Compressed air system . . . . . . . . . . . . . . . . . . . . . . . 5-103

Condensate amountAir vessel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11Charge air cooler. . . . . . . . . . . . . . . . . . . . . . . . . . 5-11

ConsumptionFuel oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71Starting air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72

Controllable pitch propellerDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33

CoolerFlow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80

Cooler specificationNominal values . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82

Cooling waterInspecting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37Specification for cleaning. . . . . . . . . . . . . . . . . . . . 4-47System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45Sytem description . . . . . . . . . . . . . . . . . . . . . . . . . 5-50

48/60B Index - I

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IX.fm

Crankcase vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-43

Cylinder liner, removal of . . . . . . . . . . . . . . . . . . . . . . . 6-13

DDamper

Moments of inertia – Engine, flywheel . . . . . . . . . 2-113

Dead ship conditionDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13

De-rating, due to ambient conditions . . . . . . . . . . . . . . 2-21

Diesel fuel see Fuel oil

Diesel-electric operation. . . . . . . . . . . . . . . . . . . . . . . . 2-55Engine running-in . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9Operating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45

Diesel-electric propulsionDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14Drive control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21Example of configuration . . . . . . . . . . . . . . . . . . . 8-27Form for plant layout. . . . . . . . . . . . . . . . . . . . . . . 9-29Plant design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9Power management . . . . . . . . . . . . . . . . . . . . . . . 8-23

Dredge pumpsOperating range . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39

EEarthing

Bearing insulation . . . . . . . . . . . . . . . . . . . . . . . . . 2-67Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-67Use of welding equipment . . . . . . . . . . . . . . . . . . 2-68

ECRDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

EmissionsExhaust gas - IMO standard . . . . . . . . . . . . . . . . . 2-97Static torque fluctuation . . . . . . . . . . . . . . . . . . . 2-119Torsional vibrations. . . . . . . . . . . . . . . . . . . . . . . 2-107

Engine3D Engine Viewer . . . . . . . . . . . . . . . . . . . . . . . . . 6-17Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-157Definition of engine rating . . . . . . . . . . . . . . . . . . . 2-18Designation . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5I 9-13Equipment for various applicatons. . . . . . . . . . . . . 2-11Moments of inertia – Damper, flywheel . . . . . . . . 2-113Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101Operation under arctic conditions . . . . . . . . . . . . . 2-27Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17Ratings for different applications . . . . . . . . . . . . . . 2-19Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3Room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . 5-115Running-in

Diesel-electric operation 9-9Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

Engine atutomationOperation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

Engine automationFunctionality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13Installation requirements . . . . . . . . . . . . . . . . . . . . 3-21Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17Measuring and control devices . . . . . . . . . . . . . . . 3-23Supply and distribution . . . . . . . . . . . . . . . . . . . . . . 3-9System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

Exhaust gasComposition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84Noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105System description . . . . . . . . . . . . . . . . . . . . . . . 5-117Temperature . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84

Explanatory notes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3

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FFactory Acceptance Test (FAT) . . . . . . . . . . . . . . . . . . . 9-7

Failure of one engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-63

Filling volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90

Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-116

Fixed pitch propellerDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

Flexible pipe connectionsInstallation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5

Flow rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84L.O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77

Flow resistances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-90

FlywheelArrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-123Moments of inertia – Engine, damper . . . . . . . . . 2-113

FoundationChocking with synthetic resin . . . . . . . . . . . . . . . 2-139Conical mountings . . . . . . . . . . . . . . . . . . . . . . . 2-152General requirements . . . . . . . . . . . . . . . . . . . . . 2-129Inclined sandwich elements . . . . . . . . . . . . . . . . 2-147Resilient seating . . . . . . . . . . . . . . . . . . . . . . . . . 2-145Rigid seating. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-131

Fuel oilCalculation of consumption . . . . . . . . . . . . . . . . . 2-73Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-69Diagram of HFO supply system . . . . . . . . . . . . . . 5-98Diagram of HFO treatment system . . . . . . . . . . . . 5-87Diagram of MDO supply system . . . . . . . . . . . . . . 5-81Diagram of MDO treatment system. . . . . . . . . . . . 5-79HFO system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89HFO treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-85MDO treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . 5-79Specification (biofuel) . . . . . . . . . . . . . . . . . . . . . . 4-19Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-23Specification (MDO) . . . . . . . . . . . . . . . . . . . . . . . 4-21Specification of gas oil (MGO) . . . . . . . . . . . . . . . . 4-17Viscosity-diagram (VT) . . . . . . . . . . . . . . . . . . . . . 4-35

Fuel stop powerDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

GGas oil

Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17

General requirements for pitch control . . . . . . . . . . . . . 2-35

GenSet applicationDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

Grid parallel operationDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

Gross calorific value (GCV)Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

HHeat radiation . . . . . . . . . . . . . . . . . . 2-78I 2-80I 2-84I 2-86

Heat to be dissipated . . . . . . . . . . . . . . . . . 2-78I 2-82I 2-86

Heavy fuel oil see Fuel oil

HFO see Fuel oil

HT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

IIMO Tier II

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-70Exhaust gas emission . . . . . . . . . . . . . . . . . . . . . . 2-97

InstallationFlexible pipe connections . . . . . . . . . . . . . . . . . . . . 5-5

Installation drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5

Intake noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103

ISOReference Conditions . . . . . . . . . . . . . . . . . . . . . . 2-18Standard output . . . . . . . . . . . . . . . . . . . . . 2-17I 9-15

JJet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13

Air consumption . . . . . . . . . . . . . . . . . . . . . . . . . 5-113

LLayout of pipes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23

List for measuring and control devices . . . . . . . . . . . . . 3-23

LoadLow load operation . . . . . . . . . . . . . . . . . . . . . . . . 2-31Reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61

Load applicationChange of load steps . . . . . . . . . . . . . . . . . . . . . . 2-36Cold engine (only emergency case) . . . . . . . . . . . . 2-54Diesel-electric plants . . . . . . . . . . . . . . . . . . . . . . . 2-47Preheated engine . . . . . . . . . . . . . . . . . . . . . . . . . 2-51Ship electrical systems . . . . . . . . . . . . . . . . . . . . . 2-55

Low load operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

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LT switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

Lube oilConsumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71Specification (HFO) . . . . . . . . . . . . . . . . . . . . . . . . 4-11Specification (MGO/MDO) . . . . . . . . . . . . . . . . . . . 4-5System description . . . . . . . . . . . . . . . . . . . . . . . . 5-19System diagram . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16

MMarine diesel oil see Fuel oil

Marine gas oil see Fuel oil

MARPOL Regulation . . . . . . . . . . . . . . . . . . . . . . 2-69I 2-97

MCRDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

MDODiagram of treatment system . . . . . . . . . . . . . . . . 5-79see Fuel oil

MGO see Fuel oil

MGO/MDO see Lube oil

Moments of inertia . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-113

NNet calorific value (NCV)

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

NoiseEngine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-101Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-105Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-103

Nominal OutputDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

NOxIMO Tier II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-97

Nozzle cooling system . . . . . . . . . . . . . . . . . . . . . . . . . 5-69

OOff-shore application

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14

Oil mist detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

OperatingPressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91I 2-92Range (CPP). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33Range (Diesel-electric) . . . . . . . . . . . . . . . . . . . . . 2-45Standard-output (definition) . . . . . . . . . . . . . . . . . 9-15Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91

Operating rangeDredge pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-39

OperationAcceleration times . . . . . . . . . . . . . . . . . . . . . . . . . 2-41Load application for ship electrical systems . . . . . . 2-55Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61Low load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33Running-in of engine (diesel-electric operation) . . . . 9-9Vessels (Failure of one engine). . . . . . . . . . . . . . . . 2-63

OutputAvailable outputs, related reference conditions . . . 2-19Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15Engine ratings, power, speeds . . . . . . . . . . . . . . . 2-17ISO Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17Permissible frequency deviations. . . . . . . . . . . . . . 2-59

Overload powerDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

PPart load operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

Permissible frequency deviationsAvailable outputs . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59

Pipe dimensioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3

PipingPropeller layout . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35

Piston, removal of. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

Pitch controlGeneral requirements . . . . . . . . . . . . . . . . . . . . . . 2-35

Planning data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-77Flow rates of cooler . . . . . . . . . . . . . . . . . . . 2-78I 2-82Heat to be dissipated . . . . . . . . . . . . . 2-78I 2-82I 2-86Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80

Postlubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

PowerEngine ratings, outputs, speeds . . . . . . . . . . . . . . 2-17

Power drive connection . . . . . . . . . . . . . . . . . 2-111I 2-113

Preheated engineLoad application . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51

PreheatingAt starting condition . . . . . . . . . . . . . . . . . . . . . . . 2-47Charge air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35

Prelubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-29

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PropellerClearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11General requirements for pitch control . . . . . . . . . 2-35Layout data . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9I 9-35Operating range CPP . . . . . . . . . . . . . . . . . . . . . . 2-33Operation, suction dredge (pump drive) . . . . . . . . 2-33

PumpsCapacities . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78I 2-82

RRated power

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

Reduction of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61

Reference Conditions (ISO) . . . . . . . . . . . . . . . . . . . . . 2-18

RemovalCylinder liner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13

Reverse power protectionAlternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65

Room layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3

Running-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9

SSacos one

Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4System overview . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3

SafetyInstructions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3

Selective catalytic reduction . . . . . . . . . . . . . . . . . . . . 5-121

Slow turn . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11I 2-13I 2-48

Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27

SpecificationBiofuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19Cleaning agents for cooling water . . . . . . . . . . . . . 4-47Combustion air . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49Cooling water inspecting . . . . . . . . . . . . . . . . . . . . 4-45Cooling water system cleaning . . . . . . . . . . . . . . . 4-47Diesel oil (MDO). . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21Engine cooling water . . . . . . . . . . . . . . . . . . . . . . . 4-37Fuel oil (HFO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23Fuel oil (MDO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21Fuel oil (MGO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17Gas oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17Heavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23Lube oil (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11Lube oil (MGO/MDO). . . . . . . . . . . . . . . . . . . . . . . . 4-5Viscosity-diagram . . . . . . . . . . . . . . . . . . . . . . . . . 4-35

SpeedAdjusting range . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25Droop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25Engine ratings, power, outputs . . . . . . . . . . . . . . . 2-17

Splash oil monitoring system . . . . . . . . . . . . . . . . . . . . 2-13

Stand-by operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Starting airCompressors . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109Consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72Jet Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-113System description . . . . . . . . . . . . . . . . . . . . . . . 5-103System diagram . . . . . . . . . . . . . . . . . . . . . . . . . 5-106Vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-109

Starting conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47

Static torque fluctuation . . . . . . . . . . . . . . . . . . . . . . . 2-119

Stopping the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61

Suction Dredger applicationDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

Sudden load shedding . . . . . . . . . . . . . . . . . . . . . . . . . 2-61

Supply systemBlackout conditions. . . . . . . . . . . . . . . . . . . . . . . 5-102MDO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81

Supply system (HFO) . . . . . . . . . . . . . . . . . . . . . . . . . . 5-89

Switching HT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

Switching LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

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TTable of ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17

TemperatureAir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84Cooling water . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80Exhaust gas . . . . . . . . . . . . . . . . . . . . . . . . . 2-80I 2-84Lube oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-80

Temperature controlCharge air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

Time limits for low load operation . . . . . . . . . . . . . . . . . 2-32

Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107

Two-stage charge air cooler . . . . . . . . . . . . . . . . . . . . 2-12

UUnloading the engine . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61

VVariable Injection Timing (VIT). . . . . . . . . . . . . . . . . . . . 2-13

VentingCrankcase, turbocharger . . . . . . . . . . . . . . . . . . . 2-95

Vibration, torsional . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-107

Viscosity-temperature-diagram . . . . . . . . . . . . . . . . . . 4-35

WWaste gate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

WaterSpecification for engine cooling water. . . . . . . . . . 4-37

Water systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-45Cooling water collecting and supply system . . . . . 5-61Nozzle cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-69Turbine washing device . . . . . . . . . . . . . . . . . . . . 5-67

Waterjet applicationDefinition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15

WeightsEngine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7Lifting appliance . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23

Windmilling protection . . . . . . . . . . . . . . . . . . . . . . . . . 2-37

Works test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7

Index - VI 48/60B


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