Professional Documents
Culture Documents
the Danish
Project Guide
IMO Tier II
MAN B&W S60MC-C8.2
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0222-00ppr May 2014
Introduction Contents
MAN Diesel & Turbo
This Project Guide is intended to provide the information necessary for the layout of a marine propulsion
plant.
The information is to be considered as preliminary. It is intended for the project stage only and subject to
modification in the interest of technical progress. The Project Guide provides the general technical data
available at the date of issue.
It should be noted that all figures, values, measurements or information about performance stated in this
project guide are for guidance only and should not be used for detailed design purposes or as a substi-
tute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may be made
available at a later date, however, for a specific project the data can be requested. Pages and table entries
marked ‘Not applicable’ represent an option, function or selection which is not valid.
The latest, most current version of the individual Project Guide sections are available on the Internet at:
www.marine.man.eu → ’Two-Stroke’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker, see Chap-
ter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of ‘Extent of
Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on the Internet at:
www.marine.man.eu → ’Two-Stroke’, where they can be downloaded.
Edition 0.5
May 2014
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English text shall prevail.
Copyright 2014 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0222-00ppr May 2014
Introduction
Dear reader, this manual provides you with a number of convenient navigation features:
See also:
Technical papers
CEAS application MAN Diesel & Turbo has a long tradition of
Calculates basic data essential for the design producing technical papers on engine design
and dimensioning of a ship’s engine room and applications for licensees, shipyards and
based on engine specification. engine operators.
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ery for marine and stationary applications.
MAN Diesel
MAN B&W Contents
MAN Diesel
MAN B&W Contents
Chapter Section
1 Engine Design
The fuel optimised MC-C Tier II engine 1.01 1990265-8.0
Tier II fuel optimisation 1.01 1990267-1.0
Engine type designation 1.02 1983824-3.9
Power, speed, SFOC 1.03 1988213-5.1
Engine power range and fuel oil consumption 1.04 1984634-3.5
Performance curves 1.05 1985331-6.2
MC-C Engine Description 1.06 1990198-7.0
Engine cross section 1.07 1985606-2.0
4 Electricity Production
Electricity production 4.01 1984155-0.5
Designation of PTO 4.01 1986634-2.1
PTO/RCF 4.01 1984300-0.3
Space requirements for side mounted PTO/RCF 4.02 1984321-5.5
Engine preparations for PTO 4.03 1984315-6.3
PTO/BW GCR 4.04 1984316-8.8
Waste Heat Recovery Systems (WHRS) 4.05 1985797-7.5
WHRS generator output 4.05 1988924-1.0
WHR element and safety valve 4.05 1988288-9.1
L16/24-TII GenSet data 4.06 1988280-4.0
L21/31TII GenSet data 4.07 1988281-6.0
L23/30H-TII GenSet data 4.08 1988282-8.0
L27/38-TII GenSet data 4.09 1988284-1.0
L28/32H-TII GenSet data 4.10 1988285-3.0
Chapter Section
5 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.7
Space requirement 5.02 1989176-8.0
Crane beam for overhaul of turbochargers 5.03 1988743-1.2
Crane beam for turbochargers 5.03 1984848-8.3
Engine room crane 5.04 1986156-1.0
Overhaul with Double-Jib crane 5.04 1984534-8.4
Double-Jib crane 5.04 1984541-9.2
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1986608-0.0
Centre of gravity 5.07 1985703-2.1
Water and oil in engine 5.08 1985675-5.1
Counterflanges, Connection D 5.10 1986670-0.6
Counterflanges, Connection E 5.10 1987027-3.4
Engine seating and holding down bolts 5.11 1984176-5.11
Epoxy chocks arrangement 5.12 1988800-6.0
Engine seating profile 5.12 1984201-7.2
Engine top bracing 5.13 1984672-5.8
Mechanical top bracing 5.14 1986004-0.1
Hydraulic top bracing arrangement 5.15 1986024-3.1
Components for Engine Control System 5.16 1986030-2.0
Shaftline earthing device 5.17 1984929-2.4
MAN Alpha Controllable Pitch (CP) propeller 5.18 1984695-3.6
Hydraulic Power Unit for MAN Alpha CP propeller 5.18 1985320-8.3
MAN Alphatronic 2000 Propulsion Control System 5.18 1985322-1.5
7 Fuel
Fuel oil system 7.01 1985639-7.3
Fuel considerations 7.01 1986778-0.3
Fuel oils 7.02 1983880-4.7
Fuel oil pipes and drain pipes 7.03 1985905-7.0
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipe heat tracing 7.04 1986768-4.2
Components for fuel oil system 7.05 1983951-2.8
Components for fuel oil system, venting box 7.05 1984735-0.3
Water in fuel emulsification 7.06 1983882-8.5
Chapter Section
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985636-1.2
Lubricating and cooling oil pipes 8.01 1986731-2.0
Hydraulic Power Supply unit 8.02 1985637-3.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.5
Lubricating oil consumption, centrifuges and list of lubricating oils 8.04 1983886-5.10
Components for lube oil system 8.05 1984240-0.5
Flushing of lubricating oil components and piping system 8.05 1988027-8.0
Lubricating oil outlet 8.05 1987034-4.1
Lubricating oil tank 8.06 1984254-4.3
Crankcase venting and bedplate drain pipes 8.07 1985926-1.1
Engine and tank venting to the outside air 8.07 1989181-5.0
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1989183-9.0
List of cylinder oils 9.01 1988566-9.1
MAN B&W Alpha cylinder lubrication system 9.02 1985632-4.3
Alpha Adaptive Cylinder Oil Control (Alpha ACC) 9.02 1987614-4.1
Small heating box with filter, suggestion for 9.02 1987937-9.1
Mechanical cylinder lubricators 9.03 1985968-0.1
Cylinder lubricating oil supply system 9.03 1986598-2.0
12 Seawater Cooling
Seawater systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.5
Cooling water pipes 12.03 1988305-8.1
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1988576-5.3
Jacket cooling water pipes 12.06 1983984-7.7
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984063-8.3
Temperature at start of engine 12.08 1988346-5.0
Chapter Section
14 Scavenge Air
Scavenge air system 14.01 1984005-3.3
Auxiliary blowers 14.02 1986586-2.3
Operation panel for auxiliary blowers 14.02 1986587-4.0
Scavenge air pipes 14.03 1984013-6.5
Electric motor for auxiliary blower 14.04 1986214-8.3
Scavenge air cooler cleaning system 14.05 1987684-9.1
Air cooler cleaning unit 14.05 1984019-7.4
Scavenge air box drain system 14.06 1984032-7.5
Fire extinguishing system for scavenge air space 14.07 1984042-3.6
Fire extinguishing pipes in scavenge air space 14.07 1988314-2.2
15 Exhaust Gas
Exhaust gas pipes 15.02 1984070-9.4
Cleaning systems, water 15.02 1984071-0.8
Soft blast cleaning systems 15.02 1984073-4.8
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.7
Exhaust gas silencer 15.04 1984090-1.1
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1984153-7.3
Diameter of exhaust gas pipe 15.07 1986501-2.0
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.3
2nd order moments on 4, 5 and 6-cylinder engines 17.02 1986976-8.2
1st order moments on 4-cylinder engines 17.02 1983925-0.5
Electrically driven moment compensator 17.03 1984222-1.6
Power Related Unbalance (PRU) 17.04 1985869-7.4
Guide force moments 17.05 1984223-3.5
Guide force moments, data 17.05 1985904-5.4
Vibration limits valid for single order harmonics 17.05 1988264-9.0
Axial vibrations 17.06 1984224-5.4
Critical running 17.06 1984226-9.3
External forces and moments in layout point 17.07 1990219-3.0
Chapter Section
18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1986233-9.1
PMI system 18.02 1986234-0.2
CoCoS-EDS system 18.03 1986235-2.2
Alarm - slow down and shut down system 18.04 1987040-3.4
Class and MAN Diesel & Turbo requirements 18.04 1986236-4.5
Local instruments 18.05 1986237-6.4
Other alarm functions 18.06 1984587-5.13
Bearing monitoring systems 18.06 1986238-8.6
Identification of instruments 18.07 1984585-1.6
A Appendix
Symbols for piping A 1983866-2.3
Engine Design
1
MAN Diesel
MAN B&W 1.01
Page 1 of 2
Whether the freight rates rise or fall, an attrac- The cam controlled exhaust valve is opened hy-
tive payback time for newbuildings starts with draulically and closed by means of an air spring.
low investment cost. Once in operation, the ease
and flexibility in assigning engineers to operate Lubrication is either by means of a uni-lube oil
the engine plant are together with low consump- system serving both crankshaft, chain drive, pis-
tion rates of fuels, lubes, parts and service among ton cooling and camshaft or a combination of a
the important functional issues which contribute main lubricating oil system and a separate cam-
to the cost benefit. The MAN B&W MC-C engine shaft lube oil system.
meets both requirements.
Cylinder lubrication is accomplished by electroni-
The world market-leading two-stroke MC/MC-C cally controlled Alpha lubricators, securing a low
engine programme from MAN Diesel has evolved lube oil consumption, or timed mechanical lubri-
since the early 1980s to embrace bore sizes from cators alternatively.
260 mm to 980 mm for propelling ocean-going
ships of all types and sizes. Also land-based ap- The starting valves are opened pneumatically by
plications (power plants mainly) have found the control air from the starting air distributor(s) and
MC/MC-C engine types attractive. closed by a spring.
The engine concept is based on a mechanical For engines built to comply with IMO Tier I emis-
camshaft system for activation of the fuel injec- sion regulations, please refer to the Marine Engine
tion and the exhaust valves. The engine is pro- IMO Tier I Project Guide.
vided with a pneumatic/electric manoeuvring sys-
tem and the engine speed is controlled by an The main features of the MC engine are described
electronic/hydraulic type governor. in the following pages.
NOx regulations place a limit on the SFOC on For further information about the application of
two-stroke engines. In general, NOx emissions will MC-C engines based on ship particulars and
increase if SFOC is decreased and vice versa. In power demand, please refer to our publications
the standard configuration, MAN B&W engines are titled:
optimised close to the IMO NOx limit and, there-
fore, NOx emissions may not be further increased. Propulsion Trends in Container Vessels
The IMO NOx limit is given as a weighted average Propulsion Trends in Bulk Carriers
of the NOx emission at 25, 50, 75 and 100% load.
This relationship can be utilised to tilt the SFOC Propulsion Trends in Small Tankers
profile over the load range. This means that SFOC
can be reduced at part load or low load at the The publications are available at www.marine.
expense of a higher SFOC in the high-load range man.eu → ’Two-Stroke’ → ’Technical Papers’.
without exceeding the IMO NOx limit.
6 S 90 M E C 9 .2 -GI -TII
Version number
Mark number
Engine programme
Diameter of piston in cm
Number of cylinders
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The following tables contain data regarding the The figures given in this folder represent the val-
power, speed and specific fuel oil consumption of ues obtained when the engine and turbocharger
the engine. are matched with a view to obtaining the lowest
possible SFOC values while also fulfilling the IMO
Engine power is specified in kW for each cylinder NOX Tier II emission limitations.
number and layout points L1, L2, L3 and L4.
Stricter emission limits can be met on request, us-
Discrepancies between kW and metric horsepow- ing proven technologies.
er (1 BHP = 75 kpm/s = 0.7355 kW) are a conse-
quence of the rounding off of the BHP values. The SFOC figures are given in g/kWh with a tol-
erance of 5% (at 100% SMCR) and are based
L1 designates nominal maximum continuous rating on the use of fuel with a lower calorific value of
(nominal MCR), at 100% engine power and 100% 42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions:
engine speed.
Ambient air pressure .............................1,000 mbar
L2, L3 and L4 designate layout points at the other Ambient air temperature ................................ 25 °C
three corners of the layout area, chosen for easy Cooling water temperature ............................ 25 °C
reference.
Although the engine will develop the power speci-
0OWER , fied up to tropical ambient conditions, specific
fuel oil consumption varies with ambient condi-
tions and fuel oil lower calorific value. For calcula-
, tion of these changes, see Chapter 2.
,
Lubricating oil data
,
3PEED The cylinder oil consumption figures stated in the
tables are valid under normal conditions.
178 51 489.0
Performance Curves
Please note that engines built by our licensees are Frame Box
in accordance with MAN Diesel & Turbo drawings
and standards but, in certain cases, some lo- The frame box is of triangular plate welded or rib
cal standards may be applied; however, all spare design. On the exhaust side, it is provided with
parts are interchangeable with MAN Diesel & relief valves for each cylinder while, on the ma-
Turbo designed parts. noeuvring side, it is provided with a large hinged
door for each cylinder. The crosshead guides are
Some components may differ from MAN Diesel & welded onto the frame box.
Turbo’s design because of local production facili-
ties or the application of local standard compo- The frame box is bolted to the bedplate. The bed-
nents. plate, frame box and cylinder frame are tightened
together by stay bolts.
In the following, reference is made to the item
numbers specified in the ‘Extent of Delivery’ (EoD)
forms, both for the ‘Basic’ delivery extent and for Cylinder Frame and Stuffing Box
some ‘Options’.
The cylinder frame is either welded or cast and
is provided with access covers for cleaning the
Bedplate and Main Bearing scavenge air space, if required, and for inspection
of scavenge ports and piston rings from the ma-
The bedplate is made with the thrust bearing in noeuvring side. Together with the cylinder liner, it
the aft end of the engine. The bedplate consists forms the scavenge air space.
of high, welded, longitudinal girders and welded
cross girders with cast steel bearing supports. The cylinder frame is fitted with pipes for the pis-
ton cooling oil inlet. The scavenge air receiver,
For fitting to the engine seating in the ship, long, turbocharger, air cooler box, lubricators and gal-
elastic holdingdown bolts, and hydraulic tighten- lery brackets are located on the cylinder frame. At
ing tools are used. the bottom of the cylinder frame there is a piston
rod stuffing box, provided with sealing rings for
The bedplate is made without taper for engines scavenge air. Oil scraper rings in the stuffing box
mounted on epoxy chocks. prevent crankcase oil from coming up into the
scavenge air space.
The oil pan, which is made of steel plate and is
welded to the bedplate, collects the return oil from Drains from the scavenge air space and the piston
the forced lubricating and cooling oil system. The rod stuffing box are located at the bottom of the
oil outlets from the oil pan are vertical as standard cylinder frame.
and provided with gratings.
Cylinder liners prepared for installation of temper- The thrust bearing is located in the aft end of the
ature sensors is basic execution on engines type engine. The thrust bearing is of the B&WMichell
90 while an option on all other engines. type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments
of steel lined with white metal.
Cylinder Cover
Engines type 60 and larger with 9 cylinders or
The cylinder cover is of forged steel, made in one more will be specified with the 360º degree type
piece, and has bores for cooling water. It has a thrust bearing, while the 240º degree type is used
central bore for the exhaust valve, and bores for in all other engines. MAN Diesel & Turbo’s flexible
the fuel valves, a starting valve and an indicator thrust cam design is used for the thrust collar on a
valve. range of engine types.
The cylinder cover is attached to the cylinder The thrust shaft is an integrated part of the crank-
frame with studs and nuts tightened with hydraulic shaft and lubricated by the engine’s lubricating oil
jacks. system.
The crankshaft is mainly of the semibuilt type, The turning wheel is fitted to the thrust shaft and
made from forged or cast steel throws. In engines driven by a pinion on the terminal shaft of the
with 9 cylinders or more the crankshaft is supplied turning gear, which is mounted on the bedplate.
in two parts. The turning gear is driven by an electric motor
with builtin gear with brake.
At the aft end, the crankshaft is provided with the
collar for the thrust bearing, and the flange for the A blocking device prevents the main engine from
turning wheel and for the coupling bolts to an in- starting when the turning gear is engaged. Engage-
termediate shaft. ment and disengagement of the turning gear is ef-
fected manually by an axial movement of the pinion.
At the front end, the crankshaft is fitted with the
collar for the axial vibration damper and a flange The control device for the turning gear, consisting
for the fitting of a tuning wheel. The flange can of starter and manual control box, can be ordered
also be used for a Power Take Off, if so desired. as an option.
The engine is provided with electricallydriven The camshaft consists of a number of sections
scavenge air blowers. The suction side of the each having a shaft piece with exhaust cams, fuel
blowers is connected to the scavenge air space cams, coupling parts and indicator drive cams.
after the air cooler.
The exhaust cams and fuel cams are made of
Between the air cooler and the scavenge air receiv- steel, with a hardened roller race, and are shrunk
er, nonreturn valves are fitted which automatically onto the shaft. They can be adjusted and disman-
close when the auxiliary blowers supply the air. tled hydraulically.
The auxiliary blowers will start operating con- The cam for the indicator drive can be adjusted
secutively before the engine is started in order to mechanically. The coupling parts are shrunk onto
ensure sufficient scavenge air pressure to obtain a the shaft and can be adjusted and dismantled hy-
safe start. draulically.
Further information is given in Chapter 14. The camshaft bearings consist of one lower half-
shell fitted in a bearing support. The camshaft is
lubricated by the main lubricating oil system.
Exhaust Gas System
From the exhaust valves, exhaust gas is led to the Chain Drive
exhaust gas receiver where the fluctuating pres-
sure from the individual cylinders is equalised, The camshaft is driven from the crankshaft by a
and the total volume of gas is led further on to the chain drive, which is kept running tight by a manu-
turbocharger(s). After the turbocharger(s), the gas ally adjusted chain tightener. The long free lengths
is led to the external exhaust pipe system. of chain are supported by rubber-clad guidebars
and the chain is lubricated through oil spray pipes
Compensators are fitted between the exhaust fitted at the chain wheels and guidebars.
valves and the receiver, and between the receiver
and the turbocharger(s). The mechanical cylinder lubricators, if fitted, are
driven from the camshaft by a separate chain.
The exhaust gas receiver and exhaust pipes are
provided with insulation, covered by galvanised
steel plating. Indicator Drive
A protective grating is installed between the ex- As separate options, the engine can be supplied
haust gas receiver and the turbocharger. with either an indicator drive, a mechanical indica-
tor system, or the so-called PMI system, a pres-
sure analyser system, described in section 18.02.
Exhaust Turbocharger
The indicator drive consists of a cam fitted on the
The engines can be fitted with either MAN, ABB or camshaft and a springloaded spindle with a roller
MHI turbochargers. As an option, MAN TCA tur- which moves up and down in accordance with the
bochargers can be delivered with variable nozzle movement of the piston within the engine cylinder.
technology that reduces the fuel consumption at At the top, the spindle has an eye to which the
part load by controlling the scavenge air pressure. indicator cord is fastened after the indicator has
been installed on the indicator valve.
The turbocharger selection is described in Chap-
ter 3, and the exhaust gas system in Chapter 15.
The speed setting of the actuator is determined by Each cylinder cover is equipped with two or three
an electronic signal from the electronic governor fuel valves, starting air valve (SAV), and indicator
based on the position of the main engine regulat- valve.
ing handle. The actuator is connected to the fuel
regulating shaft by means of a mechanical linkage. The opening of the fuel valves is controlled by the
Alternatively for engines type 46 without PTO, high fuel oil pressure created by the fuel oil pump,
a mechanical/hydraulic Woodward governor for and the valves are closed by a spring. The fuel
pneumatic speed setting could be provided. valves are cooled by the fuel.
Gallery Arrangement
Cylinder Lubrication
The engine is provided with gallery brackets, stan-
The cylinder lubrication system can be of either chions, railings, platforms (exclusive of ladders).
the electronic MAN B&W Alpha cylinder lubrica- The brackets are placed at such a height as to
tion system or a mechanical type. provide the best possible overhauling and inspec-
tion conditions.
The cylinder lubrication systems are described in
detail in Chapter 9. The engine is prepared for top bracings on the ex-
haust side, or on the manoeuvring side.
Manoeuvring System
Piping Arrangements
• Fuel oil
• Heating of fuel oil pipes
• Lubricating oil, piston cooling oil and
camshaft lubrication
• Cylinder lubricating oil
• Cooling water to scavenge air cooler
• Jacket and turbocharger cooling water
• Cleaning of scavenge air cooler
• Cleaning of turbocharger
• Fire extinguishing in scavenge air space
• Starting air
• Control air
• Safety air
• Oil mist detector (required only for make
Schaller Automation)
• Various drain pipes.
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MAN Diesel
MAN B&W 2.01
Page 1 of 2
P = c × pe × n
i=2
so, for constant mep, the power is proportional to
the speed:
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c × ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i × log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c × n3, in which:
a
Propeller design point
1
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L1 speed that considers the influence of a heavy run-
100%
= 0,20
= 0,15 L1 ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (15% of PD) propeller.
PD
In general, the larger the propeller diameter D, Once an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the figure is an 80,000 dwt diameter:
crude oil tanker with a design draught of 12.2 m
and a design speed of 14.5 knots. going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in Section 2.02, page 2). curves’ are ∝ =+0.1 and ∝ =0.1, respectively, so
there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
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0ROPELLER
SPEED
RMIN
178 47 032.0
Constant ship speed lines area and parallel to one of the ∝lines, another
specified propulsion MCR point ‘MP2’ upon this
The constant ship speed lines ∝, are shown at line can be chosen to give the ship the same
the very top of Fig. 2.02.02. These lines indicate speed for the new combination of engine power
the power required at various propeller speeds to and speed.
keep the same ship speed provided that the op-
timum propeller diameter with an optimum pitch Fig. 2.02.02 shows an example of the required
diameter ratio is used at any given speed, taking power speed point MP1, through which a constant
into consideration the total propulsion efficiency. ship speed curve ∝= 0.25 is drawn, obtaining
point MP2 with a lower engine power and a lower
Normally, the following relation between neces- engine speed but achieving the same ship speed.
sary power and propeller speed can be assumed:
Provided the optimum pitch/diameter ratio is used
P2 = P1 × (n2 /n1)∝ for a given propeller diameter the following data
applies when changing the propeller diameter:
where:
P = Propulsion power for general cargo, bulk carriers and tankers
n = Propeller speed, and ∝= 0.25 0.30
∝= the constant ship speed coefficient.
and for reefers and container vessels
For any combination of power and speed, each ∝= 0.15 0.25
point on lines parallel to the ship speed lines gives
the same ship speed. When changing the propeller speed by changing
the pitch diameter ratio, the ∝ constant will be dif-
When such a constant ship speed line is drawn ferent, see above.
into the layout diagram through a specified pro-
pulsion MCR point ‘MP1’, selected in the layout
Power
110%
=0,15
speed lines
=0,20
=0,25 Constant ship 100%
=0,30 1
90%
MP1
=0,25 80%
MP2
3
me p
% 70%
100
95%
90%
2
85% 60%
80%
75%
70% 50%
40%
178 05 667.0
Speed Speed
Speed Speed
Power 100 - 80% power and Power 100 - 80% power and
L1 100 - 84% speed range L1 100 - 90% speed range
L3
valid for the types: valid for the types:
L3
L2 L70MC-C/ME-C8.2 L2 K80ME-C9.2
L4
L4
Speed Speed
Power 100 - 80% power and Power 100 - 80% power and
L1 100 - 85% speed range L3
L1 100 - 92% speed range
L3 valid for the types: valid for the types:
L2 G80ME-C9.2-Basic L4
L2 S80ME-C9.2/4
L4 S70/65MC-C/ME-C8.2 S90ME-C8.2
S60MC-C/ME-C/ME-B8.3
L60MC-C/ME-C8.2
G/S50ME-B9.3
Speed Speed
S50MC-C/ME-C8.2/ME-B8.3
S46MC-C/ME-B8.3 Power 100 - 80% power and
G45ME-B9.3 L1 100 - 93% speed range
L3
G/S40ME-B9.3, S40MC-C valid for the types:
S35MC-C/ME-B9.3 L2 K98ME/ME-C7.1
L4
S30ME-B9.3
Speed
An engine’s layout diagram is limited by two con- For a standard high-load optimised engine,
stant mean effective pressure (mep) lines L1– L3 the lowest specific fuel oil consumption for
and L2– L4, and by two constant engine speed the ME and ME-C engines is optained at 70%
lines L1– L2 and L3 – L4. The L1 point refers to the and for MC/MC-C/ME-B engines at 80% of the
engine’s nominal maximum continuous rating, see SMCR point (M).
Fig. 2.04.01.
For ME-C-GI engines operating on LNG, a further
Within the layout area there is full freedom to se- SFOC reduction can be obtained.
lect the engine’s specified SMCR point M which
suits the demand for propeller power and speed
for the ship. Continuous service rating (S)
On the horizontal axis the engine speed and on The continuous service rating is the power need-
the vertical axis the engine power are shown on ed in service – including the specified sea margin
percentage scales. The scales are logarithmic and heavy/light running factor of the propeller
which means that, in this diagram, power function – at which the engine is to operate, and point S
curves like propeller curves (3rd power), constant is identical to the service propulsion point (SP)
mean effective pressure curves (1st power) and unless a main engine driven shaft generator is in-
constant ship speed curves (0.15 to 0.30 power) stalled.
are straight lines.
Power
L1
Specified maximum continuous rating (M)
M
110
The engine’s load diagram, see Fig. 2.04.02, de- 105 7
M
100 7
fines the power and speed limits for continuous as 95 5 5
The above limits may in general be extended to Running at low load above 100% of the nominal L1
105% and during trial conditions to 107% of the speed of the engine is, however, to be avoided for
nominal L1 speed of the engine, provided the tor- extended periods. Only plants with controllable
sional vibration conditions permit. pitch propellers can reach this light running area.
Line 5: Recommendation
Represents the maximum mean effective pres-
sure level (mep), which can be accepted for con- Continuous operation without limitations is al-
tinuous operation. lowed only within the area limited by lines 4, 5,
7 and 3 of the load diagram, except on low load
Line 6: operation for CP propeller plants mentioned in the
Propeller curve, clean hull and calm weather – light previous section.
running, used for propeller layout/design.
The area between lines 4 and 1 is available for
Line 7: operation in shallow waters, heavy weather and
Represents the maximum power for continuous during acceleration, i.e. for nonsteady operation
operation. without any strict time limitation.
As the fuel injection for ME engines is automati- If the specified MCR is to be increased later on,
cally controlled over the entire power range, the this may involve a change of the pump and cooler
engine is able to operate down to around 15-20% capacities, change of the fuel valve nozzles, ad-
of the nominal L1 speed, whereas for MC/MC-C justing of the cylinder liner cooling, as well as
engines it is around 20-25% (electronic governor). rematching of the turbocharger or even a change
to a larger size of turbocharger. In some cases it
can also require larger dimensions of the piping
systems.
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage when occasionally ler efficiency may be the result, due to the higher
needed to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Fig. 2.04.03: Extended load diagram for speed derated For a specific project, the layout diagram for actu-
engine with increased light running al project shown later in this chapter may be used
for construction of the actual load diagram.
L3 M=MP
7 L3 5
M
7
S=SP 5%L1
S
1 6 L2 4 1 6 L2
2 2
3 3
The specified MCR (M) and its propeller curve 1 will normally be selected on the engine service curve 2.
Once point M has been selected in the layout diagram, the load diagram can be drawn, as shown in the figure, and hence the actual
load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %figures stated.
178 05 440.9
Fig. 2.04.04: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and without a shaft generator
3.3%M 5%M
Power, % of L 1 Power, % of L 1
100% 100%
7
L1 L1
5 Engine service curve for
fouled hull and heavy
4 M M
7 weather incl. shaft 7
generator 5
1 2 6
S SG 5%L 1
L3 L3 S
SG MP MP
Engine
service 4
curve SP SP
1 2 6
L2 1 2 6
L2
3 3
L4 L4
Propulsion curve for fouled Propulsion curve for fouled
hull and heavy weather hull and heavy weather
In example 2 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft
power required for the shaft generator’s electrical power production.
In the figure, the engine service curve shown for heavy running incorporates this extra power.
The specified MCR M will then be chosen and the load diagram can be drawn as shown in the figure.
178 05 488.9
Fig. 2.04.06: Normal running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Power, % of L 1 L1 Power, % of L 1 L1
M M
100% 7 100%
M Engine service curve for fouled M
5 7 7
S hull and heavy weather S
4 incl. shaft generator
MP MP
SG SG
1 2 6
5%L 1
L3 SP
L3 4
SP
1 2 6 1 2 6 L2
L2
3 3
L4 Propulsion curve
L4 Propulsion curve
for fouled hull for fouled hull
and heavy weather and heavy weather
Also for this special case in example 3, a shaft generator is installed but, compared to example 2, this case has a specified MCR for
propulsion, MP, placed at the top of the layout diagram.
This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram.
One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the
electrical power production of the shaft generator when running in the upper propulsion power range.
In choosing the latter solution, the required specified MCR power can be reduced from point M’ to point M as shown. Therefore,
when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.
However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range.
Point M, having the highest possible power, is then found at the intersection of line L1– L3 with line 1 and the corresponding load
diagram is drawn.
178 06 351.9
Fig. 2.04.07: Special running conditions. Engine coupled to a fixed pitch propeller (FPP) and with a shaft generator
Example 4: Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
Power
7
Layout diagram with shaft generator
5
3.3%M 5%M The hatched area shows the recommended speed
4 L1 range between 100% and 96.7% of the specified
1 2 6 MCR speed for an engine with shaft generator
running at constant speed.
L3 5
M
7 The service point S can be located at any point
5%L1 within the hatched area.
S
4 1
L2 The procedure shown in examples 2 and 3 for
engines with FPP can also be applied here for en-
3
gines with CPP running with a combinator curve.
L4 Load diagram
Therefore, when the engine’s specified MCR point
Min. speed Max. speed
(M) has been chosen including engine margin, sea
Combinator curve for Recommended range for margin and the power for a shaft generator, if in-
loaded ship and incl. shaft generator operation
sea margin with constant speed stalled, point M may be used in the load diagram,
which can then be drawn.
Engine speed
M Specified MCR of engine The position of the combinator curve ensures the
S Continous service rating of engine maximum load range within the permitted speed
range for engine operation, and it still leaves a
178 39 314.5 reasonable margin to the limit indicated by curves
4 and 5.
Fig. 2.04.08: Engine with Controllable Pitch Propeller
(CPP), with or without a shaft generator
3.3%A 5%A
7 A
5 7
5
4 5
1 2 6
Power, % of L 1
110%
100%
L1
90%
5%L1
L3
80%
L2
70%
L4
60%
50%
40%
70% 75% 80% 85% 90% 95% 100% 105% 110%
Engine speed, % of L 1
178 62 34-5.0
As previously mentioned the main feature of the For the ME engine only the turbocharger matching
ME/ME-C engine is that the fuel injection and the and the compression ratio (shims under the piston
exhaust valve timing are optimised automatically rod) remain as variables to be determined by the
over the entire power range, and with a minimum engine maker / MAN Diesel & Turbo.
speed down to around 15-20% of the L1 speed,
but around 20-25% for MC/MC-C. The calculation of the expected specific fuel oil
consumption (SFOC) valid for standard high load
Comparing the specific fuel oil comsumption optimised engines can be carried out by means of
(SFOC) of the ME and the MC engines, it can be the following figures for fixed pitch propeller and
seen from the figure below that the great advan- for controllable pitch propeller, constant speed.
tage of the ME engine is a lower SFOC at part Throughout the whole load area the SFOC of the
loads. engine depends on where the specified MCR
point (M) is chosen.
It is also noted that the lowest SFOC for the ME/
ME-C engine is at 70% of M, whereas it is at 80%
of M for the MC/MC-C/ME-B engine.
Δ SFOC
g/kWh ±5%
MC
ME
30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105
Fig. 2.06.01: Example of part load SFOC curves for ME and MC with fixed pitch propeller
All engines type 50 (inclusive S46MC-C8.2 and For standard high load optimised MC/MC-C en-
S46ME-B8.2) and above are as standard fit- gines the lowest SFOC may be obtained at 80%
ted with high efficiency turbochargers, option: of the specified MCR.
4 59 104.
For more information visit:
The high efficiency turbocharger is applied to www.marine.man.eu → ’Two-Stroke’ → ’Turbo-
the engine in the basic design with the view to charger Selection’.
obtaining the lowest possible Specific Fuel Oil
Consumption (SFOC) values, see example in
Fig. 2.07.01.
Δ SFOC
g/kWh
+3
+2
+1
1
2
3
178 60 99-1.1
Fig. 2.07.01: Example of part load SFOC curves for high efficiency turbochargers
SFOC at reference conditions All engine design criteria, e.g. heat load, bearing
load and mechanical stresses on the construc-
The SFOC is given in g/kWh based on tion are defined at 100% load independent of the
the reference ambient conditions stated in guarantee point selected. This means that turbo-
ISO 3046-1:2002(E) and ISO 15550:2002(E): charger matching, engine adjustment and engine
load calibration must also be performed at 100%
• 1,000 mbar ambient air pressure independent of guarantee point. At 100% load,
• 25 °C ambient air temperature the SFOC tolerance is 5%.
• 25 °C scavenge air coolant temperature
When choosing an SFOC guarantee below 100%,
and is related to a fuel oil with a lower calorific the tolerances, which were previously compensat-
value of 42,700 kJ/kg (~10,200 kcal/kg). ed for by the matching, adjustment and calibration
at 100%, will affect engine running at the lower
Any discrepancies between g/kWh and g/BHPh SFOC guarantee load point. This includes toler-
are due to the rounding of numbers for the latter. ances on measurement equipment, engine proc-
ess control and turbocharger performance.
For lower calorific values and for ambient condi-
tions that are different from the ISO reference Consequently, SFOC guarantee tolerances are:
conditions, the SFOC will be adjusted according
to the conversion factors in the table below. • 100% – 85%: 5% tolerance
• 84% – 65%: 6% tolerance
With Without • 64% – 50%: 7% tolerance
pmax pmax
adjusted adjusted
Condition SFOC SFOC
Please note that the SFOC guarantee can only be
Parameter change change change given in one (1) load point.
Scav. air coolant
per 10 °C rise + 0.60% + 0.41%
temperature
Blower inlet tem- Recommended cooling water temperature
per 10 °C rise + 0.20% + 0.71%
perature during normal operation
Blower inlet per 10 mbar
0.02% 0.05%
pressure rise In general, it is recommended to operate the main
Fuel oil lower rise 1% engine with the lowest possible cooling water
1.00% 1.00%
calorific value (42,700 kJ/kg) temperature to the air coolers, as this will reduce
the fuel consumption of the engine, i.e. the engine
With for instance 1 °C increase of the scavenge performance will be improved.
air coolant temperature, a corresponding 1 °C in-
crease of the scavenge air temperature will occur However, shipyards often specify a constant
and involves an SFOC increase of 0.06% if pmax is (maximum) central cooling water temperature of
adjusted to the same value. 36 °C, not only for tropical ambient temperature
conditions, but also for lower ambient temperature
conditions. The purpose is probably to reduce the
SFOC guarantee electric power consumption of the cooling water
pumps and/or to reduce water condensation in
The Energy Efficiency Design Index (EEDI) has the air coolers.
increased the focus on part- load SFOC. We
therefore offer the option of selecting the SFOC Thus, when operating with 36 °C cooling water
guarantee at a load point in the range between instead of for example 10 °C (to the air coolers),
50% and 100%, EoD: 4 02 002. the specific fuel oil consumption will increase by
approx. 2 g/kWh.
1
2 170
3
4
5
6
7 165
8
9
10
11
12 160
13
14
15
16
40% 50% 60% 70% 80% 90% 100% 110%
% of SMCR
178 59 93-5.1
Fig. 2.09.01
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram b 80%
in L1
ina l
nom R mep
the SMC 10 0% 70%
tiv e to 10 0
%
5
6
h r ela 2 3
4 95%
g / kW R 0
1 9 0%
FO C in 80%
S MC
9
of S 7 8 85% 60%
uc tion 5
6
80%
Re d SMC
R
3
4
50% 2
1
0
+1
+2 50%
Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 62 71-5.0
Fig. 2.09.02
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
90%
Diagram c 80%
in L1
m ina l
e no SMC
R mep
et o th 10 0
%
5
6 10 0% 70%
re lativ 3
4 95%
/ kW h 0
1 2
in g SMC
R 9 0%
40%
75% 80% 85% 90% 95% 100% 105%
Speed, % of L1
178 62 72-7.0
Fig. 2.09.03
Power, % of L1
=0.15 lines
ship speed
=0.20 Constant 100%
=0.25 =0.30
M
90% 90%
Diagram b 80%
in L1
m ina l
e no SMC
R mep
to t h 10 0
%
5
6 10 0% 70%
i ve
hr elat 3
4 95%
2
g / kW R 0
1 9 0%
FO C in 80%
SMC
9
of S 7
8 85% 60%
uc tion 5
6
Re d SMC
R
3
4
50% 2
1
0
+1
+2 50%
Nominal propeller curve
40%
75% 80% 85% 90% 95% 100% 105%
95%
Speed, % of L1
178 62 99-2.0
+1
1
2 170
3
4
5
6
7 165
8
9
10
11
30% 40% 50% 60% 70% 80% 90% 100% 110%
% of specified MCR
178 63 46-0.0
Fig. 2.10.01: Example of SFOC for derated 6S60MC-C8.2 with fixed pitch propeller and high efficiency turbocharger
Once the specified MCR (M) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
Power, % of M
110%
7 100%
1 2
90%
S2 S1 S3
4 3
80%
I II
70%
198 95 962.2
3
MAN Diesel
MAN B&W 3.01
Page 1 of 1
Turbocharger Selection
Updated turbocharger data based on the latest The engines are, as standard, equipped with as
information from the turbocharger makers are few turbochargers as possible, see the table in
available from the Turbocharger Selection pro- Fig. 3.01.01.
gram on www.marine.man.eu → ’Two-Stroke’ →
’Turbocharger Selection’. One more turbocharger can be applied, than the
number stated in the tables, if this is desirable due
The data specified in the printed edition are valid to space requirements, or for other reasons. Ad-
at the time of publishing. ditional costs are to be expected.
The MC/ME engines are designed for the applica- However, we recommend the ‘Turbocharger se-
tion of either MAN Diesel, ABB or Mitsubishi (MHI) lection’ programme on the Internet, which can be
turbochargers. used to identify a list of applicable turbochargers
for a specific engine layout.
The turbocharger choice is made with a view to
obtaining the lowest possible Specific Fuel Oil For information about turbocharger arrangement
Consumption (SFOC) values at the nominal MCR and cleaning systems, see Section 15.01.
by applying high efficiency turbochargers.
Extreme ambient conditions plied, the turbocharger size and specification has
to be determined by other means than stated in
As mentioned in Chapter 1, the engine power this Chapter.
figures are valid for tropical conditions at sea
level: 45 °C air at 1,000 mbar and 32 °C seawater,
whereas the reference fuel consumption is given Emergency Running Condition
at ISO conditions: 25 °C air at 1,000 mbar and
25 °C charge air coolant temperature. Exhaust gas receiver with total bypass flange
and blank counterflange
Marine diesel engines are, however, exposed to Option: 4 60 119
greatly varying climatic temperatures winter and
summer in arctic as well as tropical areas. These Bypass of the total amount of exhaust gas round
variations cause changes of the scavenge air the turbocharger is only used for emergency run-
pressure, the maximum combustion pressure, the ning in the event of turbocharger failure on en-
exhaust gas amount and temperatures as well as gines, see Fig. 3.02.01.
the specific fuel oil consumption.
This enables the engine to run at a higher load
For further information about the possible coun- with only one turbocharger under emergency
termeasures, please refer to our publication titled: conditions. The engine’s exhaust gas receiver will
in this case be fitted with a bypass flange of ap-
Influence of Ambient Temperature Conditions proximately the same diameter as the inlet pipe
to the turbocharger. The emergency pipe is yard’s
The publication is available at supply.
www.marine.man.eu → ’Two-Stroke’ → ’Technical
Papers’
For air inlet temperatures below 10 °C the pre- Bypass flange
Option: 4 60 118
the engine.
Fig. 3.02.01: Total bypass of exhaust for emergency running
Please note that if an exhaust gas bypass is ap-
Emission Control
IMO Tier II NOx emission limits NOx reduction methods for IMO Tier III
All MC and MC-C engines are, as standard, fulfill- As adopted by IMO for future enforcement, the
ing the IMO Tier II NOx emission requirements, a engine must fulfil the more restrictive IMO Tier III
speed dependent NOx limit measured according NOx requirements when sailing in a NOx Emission
to ISO 8178 Test Cycles E2/E3 for Heavy Duty Control Area (NOx ECA).
Diesel Engines.
The Tier III NOx requirements can be met by Ex-
haust Gas Recirculation (EGR), a method which
030% NOx reduction directly affects the combustion process by lower-
ing the generation of NOx.
The MC and MC-C engines are as standard deliv-
ered to comply with IMO NOx emission limitations, Alternatively, the required NOx level could be met
EoD: 4 06 200 Economy mode. Engine test cycles by installing Selective Catalytic Reaction (SCR),
E2 and E3 has to be ordered as an option: 4 06 an after treatment system that reduces the emis-
201 and 202, and various conditions can be spec- sion of NOx already generated in the combustion
ified, options: 4 06 206, 207 and 208. Compliance process.
with other emission limits can be specified as an
option: 4 06 225. Details of MAN Diesel & Turbo’s NOx reduction
methods for IMO Tier III can be found in our pub-
Regardless of the emission limit specified, the en- lication:
gines are matched for best economy in service.
Emission Project Guide
Electricity Production
4
MAN Diesel
MAN B&W 4.01
Page 1 of 6
Electricity Production
Introduction
The machinery installed should be selected on the Within each PTO system, several designs are
basis of an economic evaluation of first cost, ope- available, depending on the positioning of the
rating costs, and the demand for man-hours for gear:
maintenance.
• BW I:
In the following, technical information is given re- Gear with a vertical generator mounted onto the
garding main engine driven generators (PTO), dif- fore end of the diesel engine, without any con-
ferent configurations with exhaust gas and steam nections to the ship structure.
driven turbo generators, and the auxiliary diesel
generating sets produced by MAN Diesel & Turbo. • BW II:
A freestanding gear mounted on the tank top
and connected to the fore end of the diesel en-
Power Take Off gine, with a vertical or horizontal generator.
Total
Alternative types and layouts of shaft generators Design Seating efficiency (%)
7 BW I/GCR On engine 92
(vertical generator)
PTO/GCR
9 BW III/GCR On engine 92
178 63 68-7.0
Designation of PTO
For further information, please refer to our publi-
cation titled:
178 06 490.0
50: 50 Hz
60: 60 Hz
kW on generator terminals
Mark version
178 39 556.0
PTO/RCF
The multidisc clutch, integrated into the gear in- Internal control circuits and interlocking functions
put shaft, permits the engaging and disengaging between the epicyclic gear and the electronic
of the epicyclic gear, and thus the generator, from control box provide automatic control of the func-
the main engine during operation. tions necessary for the reliable operation and
protection of the BW III/RCF unit. If any monitored
An electronic control system with a RENK control- value exceeds the normal operation limits, a warn-
ler ensures that the control signals to the main ing or an alarm is given depending upon the ori-
electrical switchboard are identical to those for gin, severity and the extent of deviation from the
the normal auxiliary generator sets. This applies to permissible values. The cause of a warning or an
ships with automatic synchronising and load shar- alarm is shown on a digital display.
ing, as well as to ships with manual switchboard
operation.
Operating panel
in switchboard
Servo valve
Hydrostatic motor
Toothed coupling
Generator
RCFController
Hydrostatic pump
Annulus ring
Multidisc clutch
Sun wheel
Crankshaft
178 23 222.2
Fig. 4.01.04: Power take off with RENK constant frequency gear: BW III/RCF, option: 4 85 253
The delivery comprises a complete unit ready to 1. Cooling water pipes to the builton lubricating
be builton to the main engine. Fig. 4.02.01 shows oil cooling system, including the valves.
the required space and the standard electrical
output range on the generator terminals. 2. Electrical power supply to the lubricating oil
standby pump built on to the RCF unit.
Standard sizes of the crankshaft gears and the
RCF units are designed for: 700, 1200, 1800 and 3. Wiring between the generator and the operator
2600 kW, while the generator sizes of make A. van control panel in the switchboard.
Kaick are:
4. An external permanent lubricating oil fillingup
440 V 60 Hz 380 V 50 Hz connection can be established in connection
Type with the RCF unit. The system is shown in Fig.
1800 r/min 1500 r/min
DSG
kVA kW kVA kW 4.03.03 ‘Lubricating oil system for RCF gear’.
62 M24 707 566 627 501 The dosage tank and the pertaining piping
62 L14 855 684 761 609
are to be delivered by the yard. The size of the
dosage tank is stated in the table for RCF gear
62 L24 1,056 845 940 752
in ‘Necessary capacities for PTO/RCF’ (Fig.
74 M14 1,271 1,017 1,137 909
4.03.02).
74 M24 1,432 1,146 1,280 1,024
74 L14 1,651 1,321 1,468 1,174 The necessary preparations to be made on
74 L24 1,924 1,539 1,709 1,368 the engine are specified in Figs. 4.03.01a and
86 K14 1,942 1,554 1,844 1,475 4.03.01b.
86 M14 2,345 1,876 2,148 1,718
86 L24 2,792 2,234 2,542 2,033
99 K14 3,222 2,578 2,989 2,391 Additional capacities required for BW III/RCF
Cyl. 1
D H G S
A J
F
Z
B
178 65 39-0.1
kW Generator
700 kW 1,200 kW 1,800 kW 2,600 kW
A 2,900 2,900 3,100 3,100
B 650 650 650 650
C 3,600 3,600 3,800 3,800
D 4,050 4,050 4,250 4,250
F 1,700 1,800 1,900 2,000
G 2,400 2,400 2,750 2,750
H 2,200 2,700 3,050 4,350
J 1,920 1,920 1,920 1,920
S 1,000 1,000 1,000 1,000
Z 500 500 500 500
The stated kW at the generator terminals is available between 70% and 100% of the engine speed at specified MCR
Space requirements have to be investigated case by case on plants with 2,600 kW generator.
Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23, frequency = 60 Hz, speed = 1,800 r/min
Fig. 4.02.01: Space requirement for side mounted generator PTO/RCF type BW lll S60C/RCF
3 4 5
2
9
2
15
19
8
13
2
14 18
11
12 10 21 6 20
17
Toothed coupling
Alternator
22
Bedframe
RCF gear
(if ordered)
16
Crankshaft gear
Fig. 4.03.01a: Engine preparations for PTO, BWIII/RCF system 178 57 15-7.1
Pos.
1 Special face on bedplate and frame box
2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing
3 Machined washers placed on frame box part of face to ensure that it is flush with the face on the bedplate
4 Rubber gasket placed on frame box part of face
5 Shim placed on frame box part of face to ensure that it is flush with the face of the bedplate
6 Distance tubes and long bolts
7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker
8 Flange of crankshaft, normally the standard execution can be used
9 Studs and nuts for crankshaft flange
10 Free flange end at lubricating oil inlet pipe (incl. blank flange)
11 Oil outlet flange welded to bedplate (incl. blank flange)
12 Face for brackets
13 Brackets
14 Studs for mounting the brackets
15 Studs, nuts and shims for mounting of RCF/generator unit on the brackets
16 Shims, studs and nuts for connection between crankshaft gear and RCF/generator unit
17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO
18 Intermediate shaft between crankshaft and PTO
19 Oil sealing for intermediate shaft
20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box
21 Plug box for electronic measuring instrument for checking condition of axial vibration damper
22 Tacho encoder for ME control system or MAN B&W Alpha lubrication system on MC engine
23 Tacho trigger ring for ME control system or MAN B&W Alpha lubrication system on MC engine
Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23
BWIII/RCF A A A A B A B A A A A A B B A A A
BWIII/CFE A A A A B A B A A A A A B B A A A
BWII/RCF A A A A A A A
BWII/CFE A A A A A A A
BWI/RCF A A A A B A B A A A
BWI/CFE A A A A B A B A A A A A
DMG/CFE A A A B C A B A A A
A: Preparations to be carried out by engine builder
B: Parts supplied by PTO maker
C: See text of pos. no.
178 89 342.0
Crankshaft gear lubricated from the main engine lubricating oil system
The figures are to be added to the main engine capacity list:
Nominal output of generator kW 700 1,200 1,800 2,600
3
Lubricating oil flow m /h 4.1 4.1 4.9 6.2
Heat dissipation kW 12.1 20.8 31.1 45.0
Deck
Filling pipe
The dimensions
of dosage tank
depend on actual
type of gear Engine
oil
To main engine
Main
engine DR
DS
S S The letters refer to the list of ‘Counterflanges’,
C/D C/D which will be extended by the engine builder,
when PTO systems are installed on the main engine
From purifier
To purifier
Lube oil
bottom tank
178 25 235.0
DMG/CFE Generators
Option: 4 85 259
Fig. 4.01.01 alternative 5, shows the DMG/CFE For generators in the normal output range, the
(Direct Mounted Generator/Constant Frequency mass of the rotor can normally be carried by the
Electrical) which is a low speed generator with foremost main bearing without exceeding the per-
its rotor mounted directly on the crankshaft and missible bearing load (see Fig. 4.03.05), but this
its stator bolted on to the frame box as shown in must be checked by the engine manufacturer in
Figs. 4.03.04 and 4.03.05. each case.
The DMG/CFE is separated from the crankcase If the permissible load on the foremost main bear-
by a plate and a labyrinth stuffing box. ing is exceeded, e.g. because a tuning wheel
is needed, this does not preclude the use of a
The DMG/CFE system has been developed in co- DMG/CFE.
operation with the German generator manufactur-
ers Siemens and AEG, but similar types of gene-
rator can be supplied by others, e.g. Fuji, Taiyo
and Nishishiba in Japan.
Cubicles:
Distributor
Synchronous To switchboard
condenser Converter
Excitation
Control
Cooler
Stator housing
178 06 733.1
Crankshaft Crankshaft
Support
bearing
Pole wheel
Pole wheel
Tuning wheel
178 06 637.1
Fig. 4.03.05: Standard engine, with direct mounted generator and tuning wheel
Synchronous
condenser
Excitation converter
DMG
Smoothing reactor
Diesel engine Static converter
178 56 553.1
SMG/CFE Generators
Static converter
The PTO SMG/CFE (see Fig. 4.01.01 alternative 6)
The static frequency converter system (see Fig. has the same working principle as the PTO DMG/
4.03.06) consists of a static part, i.e. thyristors and CFE, but instead of being located on the front end
control equipment, and a rotary electric machine. of the engine, the alternator is installed aft of the
engine, with the rotor integrated on the intermedi-
The DMG produces a threephase alternating ate shaft.
current with a low frequency, which varies in ac-
cordance with the main engine speed. This alter- In addition to the yard deliveries mentioned for the
nating current is rectified and led to a thyristor in- PTO DMG/CFE, the shipyard must also provide
verter producing a threephase alternating current the foundation for the stator housing in the case
with constant frequency. of the PTO SMG/CFE.
Since the frequency converter system uses a DC The engine needs no preparation for the installa-
intermediate link, no reactive power can be sup- tion of this PTO system.
plied to the electric mains. To supply this reactive
power, a synchronous condenser is used. The
synchronous condenser consists of an ordinary
synchronous generator coupled to the electric
mains.
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BW II/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
178 18 225.0
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
178 18 250.1
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel & Turbo can offer a solution where friction clutch which allows the propeller to be
the CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK PSC) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK PSC clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
Main engine
Generator/motor
Hydraulic coupling
Intermediate bearing
Flexible coupling
178 57 16-9.0
Due to the increasing fuel prices seen from 2004 The PTG system will produce power equivalent
and onwards many shipowners have shown inter- to approx. 3.5% of the main engine SMCR, when
est in efficiency improvements of the power sys- the engine is running at SMCR. For the STG sys-
tems on board their ships. A modern two-stroke tem this value is between 5 and 7% depending
diesel engine has one of the highest thermal effi- on the system installed. When combining the two
ciencies of today’s power systems, but even this systems, a power output equivalent to 10% of the
high efficiency can be improved by combining the main engine’s SMCR is possible, when the engine
diesel engine with other power systems. is running at SMCR.
One of the possibilities for improving the efficien- The WHRS output depends on the main engine
cy is to install one or more systems utilising some rating and whether service steam consumption
of the energy in the exhaust gas after the two- must be deducted or not.
stroke engine, which in MAN Diesel & Turbo terms
is designated as WHRS (Waste Heat Recovery As the electrical power produced by the system
Systems). needs to be used on board the ship, specifying
the correct size system for a specific project must
WHRS can be divided into different types of sub- be considered carefully. In cases where the elec-
systems, depending on how the system utilises trical power consumption on board the ship is low,
the exhaust gas energy. Choosing the right sys- a smaller system than possible for the engine type
tem for a specific project depends on the electric- may be considered. Another possibility is to install
ity demand on board the ship and the acceptable a shaft generator/motor to absorb excess power
first cost for the complete installation. MAN Diesel produced by the WHRS. The main engine will then
& Turbo uses the following designations for the be unloaded, or it will be possible to increase the
current systems on the market: speed of the ship, without penalising the fuel bill.
• PTG (Power Turbine Generator): Because the energy from WHRS is taken from the
An exhaust gas driven turbine connected to a exhaust gas of the main engine, this power pro-
generator via a gearbox. duced can be considered as ”free”. In reality, the
main engine SFOC will increase slightly, but the
• STG (Steam Turbine Generator): gain in electricity production on board the ship will
A steam driven turbine connected to a generator far surpass this increase in SFOC. As an example,
via a gearbox. The steam is produced in a large the SFOC of the combined output of both the en-
exhaust gas driven boiler installed on the main gine and the system with power and steam turbine
engine exhaust gas piping system. can be calculated to be as low as 152 g/kWh (ref.
LCV 42,700 kJ/kg).
• Combined Turbines:
A combination of the two first systems. The ar-
rangement is often that the power turbine is
connected to the steam turbine via a gearbox
and the steam turbine is further connected to a
large generator, which absorbs the power from
both turbines.
The power turbines of today are based on the dif- The performance of the PTG and the main engine
ferent turbocharger suppliers’ newest designs of will depend on a careful matching of the engine
high efficiency turbochargers, i.e. MAN TCA, ABB turbochargers and the power turbine, for which
A-L and Mitsubishi MET turbochargers. reason the turbocharger/s and the power turbine
need to be from the same manufacturer. In Fig.
MAN Diesel & Turbo offers PTG solutions called 4.05.01, a diagram of the PTG arrangement is
TCS-PTG in the range from approx. 1,000 kW to shown.
5,000 kW, see Fig. 4.05.02.
The newest generation of high efficiency turbo-
The power turbine basically is the turbine side of chargers allows bypassing of some of the main
a normal high-efficient turbocharger with some engine exhaust gas, thereby creating a new bal-
modifications to the bearings and the turbine ance of the air flow through the engine. In this
shaft. This is in order to be able to connect it to way, it is possible to extract power from the power
a gearbox instead of the normal connection to turbine equivalent to 3.5% of the main engine’s
the compressor side. The power turbine will be SMCR, when the engine is running at SMCR.
installed on a separate exhaust gas pipe from the
exhaust gas receiver, which bypasses the turbo-
chargers.
Piping To funnel
Electrical wiring
Steam for
Steam
heating
boiler
services
Exhaust gas
Power
turbine
TC TC
TCS-PTG
Scavenge
air cooler
PTO/
PTI
Main engine
GenSet
~/~ OO
178 63 80-5.0
1,389
320
1,363
3,345
Frame for powertrain and piping system
3,531
178 63 81-7.0
In most cases the exhaust gas pipe system of The extra steam produced in the boiler can be
the main engine is equipped with a boiler system. utilised in a steam turbine, which can be used to
With this boiler, some of the energy in the exhaust drive a generator for power production on board
gas is utilised to produce steam for use on board the ship. A STG system could be arranged as
the ship. shown in Fig. 4.05.04, where a typical system size
is shown with the outline dimensions.
If the engine is WHR matched, the exhaust gas
temperature will be between 50°C and 65°C higher The steam turbine can either be a single or dual
than on a conventional engine, which makes it pressure turbine, depending on the size of the
possible to install a larger boiler system and, system. Steam pressure for a single pressure sys-
thereby, produce more steam. In short, MAN tem is 7 to 10 bara, and for the dual pressure sys-
Diesel & Turbo designates this system STG. Fig. tem the high-pressure cycle will be 9 to 10 bara
4.05.03 shows an example of the STG diagram. and the low-pressure cycle will be 4 to 5 bara.
HP
HP evaporator
HP circ. p.
HP uperheater
HP LP
Exhaust gas
HPsteam
for heating
services
TC TC Steam
turbine
Exhaust gas receiver
STG unit GenSet
Hot well
Scavenge tank
air cooler
PTO/
PTI
Condenser
Main engine GenSet
Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump
~/~ OO
Frequency converter
178 63 82-9.0
Approx. 4,500
C C
Approx. 12,500
Exhaust
Expansions joint steam
Condenser
Approx. 8,000
178 63 83-0.1
Fig. 4.05.04: STG steam turbine generator arrangement with condenser - typical arrangement
Because the installation of the power turbine also gearbox, and the steam turbine is then connected
will result in an increase of the exhaust gas tem- to the generator. It is also possible to have a gen-
perature after the turbochargers, it is possible to erator with connections in both ends, and then
install both the power turbine, the larger boiler and connect the power turbine in one end and the
steam turbine on the same engine. This way, the steam turbine in the other. In both cases control of
energy from the exhaust gas is utilised in the best one generator only is needed.
way possible by today’s components.
For dimensions of a typical full WHRS see
When looking at the system with both power and Fig. 4.05.06.
steam turbine, quite often the power turbine and
the steam turbine are connected to the same As mentioned, the systems with steam turbines
generator. In some cases, it is also possible to require a larger boiler to be installed. The size of
have each turbine on a separate generator. This the boiler system will be considerably bigger than
is, however, mostly seen on stationary engines, the size of an ordinary boiler system, and the ac-
where the frequency control is simpler because of tual boiler size has to be calculated from case to
the large grid to which the generator is coupled. case. Casing space for the exhaust boiler must be
reserved in the initial planning of the ship’s ma-
For marine installations the power turbine is, in chinery spaces.
most cases, connected to the steam turbine via a
HP
HP evaporator
HP circ. p.
HP superheater
LP
HP
Exhaust gas
HPsteam
for heating
Power Steam
turbine turbine services
TC TC
ST & PT unit GenSet
Exhaust gas receiver
Hot well
Scavenge tank
air cooler
PTO/
PTI Condenser
GenSet
Main engine Buffer
Condensater tank
pump
Main
Jacket Feedwater switchboard
water pump
~/~ OO
Frequency converter
178 63 84-2.0
Fig. 4.05.05: Full WHRS with both steam and power turbines
Approx. 5,000
C C
Approx. 13,000
Expansions joint Exhaust
steam
178 63 85-4.1
Fig. 4.05.06: Full ST & PT full waste heat recovery unit arrangement with condenser - typical arrangement
Because all the components come from different Detailed information about the different WHRS
manufacturers, the final output and the system ef- systems is found in our publication:
ficiency have to be calculated from case to case.
Waste Heat Recovery System (WHRS)
However, Table 4.05.07 shows a guidance of pos-
sible outputs based on theoretically calculated The publication is available at
outputs from the system. www.marine.man.eu → ’Two-Stroke’ → ’Technical
Papers’.
Guidance output of WHR for S60MC-C8.2-TII, S60ME-B8-TII and S60ME-C8.2/-GI-TII engine rated in L1 at ISO conditions
Full WHRS with
Engine power PTG STG
Cyl. combined turbines
% SMCR kW kWe kWe kWe
100 11,900 431 595 978
5
75 8,925 274 447 651
100 14,280 520 763 1,180
6
75 10,710 334 543 787
100 16,660 610 896 1,383
7
75 12,495 397 640 925
100 19,040 701 1,032 1,588
8
75 14,280 461 739 1,064
Note 1: The above given preliminary WHRS generator outputs is based on HP service steam consump-
tion of 0.3 ton/h and LP service steam consumption of 0.7 ton/h for the ship at ISO condition.
Note 2: 75% SMCR is selected due to the EEDI focus on the engine load.
The boiler water or steam for power generator is Safety valve and blow-off
preheated in the Waste Heat Recovery (WHR) ele-
ment, also called the first-stage air cooler. In normal operation, the temperature and pressure
of the WHR element is in the range of 140-150 ˚C
The WHR element is typically built as a high-pres- and 8-21 bar respectively.
sure water/steam heat exchanger which is placed
on top of the scavenge air cooler, see Fig. 4.05.08. In order to prevent leaking components from
causing personal injuries or damage to vital parts
Full water flow must be passed through the WHR of the main engine, a safety relief valve will blow
element continuously when the engine is running. off excess pressure. The safety relief valve is con-
This must be considered in the layout of the nected to an external connection, ‘W’, see Fig.
steam feed water system (the WHR element sup- 4.05.09.
ply heating). Refer to our ‘WHR element specifica-
tion’ which is available from MAN Diesel & Turbo, Connection ‘W’ must be passed to the funnel or
Copenhagen. another free space according to the class rules for
steam discharge from safety valve.
Top of funnel
Scavenge air cooler
TI 8442 W
TE 8442
PT 8444 I AH AL
BP
PDT 8443 I
BN
TI 8441
TE 8441 AH
PT 8440 I AH AL Main
Engine
Fig. 4.05.08: WHR element on Scavenge air cooler Fig. 4.05.09: WHR safety valve blow-off through con-
nection ‘W’ to the funnel
A B 830 1000
C Q
178 23 031.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,457 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,457 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,457 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,457 10.5
7 (1,000 r/min) 3,501 1,585 5,086 2,457 11.4
7 (1,200 r/min) 3,501 1,585 5,086 2,495 11.4
8 (1,000 r/min) 3,776 1,680 5,456 2,495 12.4
8 (1,200 r/min) 3,776 1,680 5,456 2,495 12.4
9 (1,000 r/min) 4,051 1,680 5,731 2,495 13.1
9 (1,200 r/min) 4,051 1,680 5,731 2,495 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.4
1) LT cooling water flow first through LT stage charge air cooler, then 4) Basic values for layout of the coolers.
through lube oil cooler, water temperature outlet engine regulated by 5) Under above mentioned reference conditions.
mechanical thermostat. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
2) HT cooling water flow first through HT stage charge air cooler, then 7) Under below mentioned temperature at turbine outlet and pressure
through water jacket and cylinder head, water temperature outlet en- according above mentioned reference conditions.
gine regulated by mechanical thermostat. 8) Tolerance of the pumps delivery capacities must be considered by the
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. manufactures.
Fig. 4.06.02a: List of capacities for L16/24 1,000 rpm, IMO Tier II
1) LT cooling water flow first through LT stage charge air cooler, then 4) Basic values for layout of the coolers.
through lube oil cooler, water temperature outlet engine regulated by 5) Under above mentioned reference conditions.
mechanical thermostat. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
2) HT cooling water flow first through HT stage charge air cooler, then 7) Under below mentioned temperature at turbine outlet and pressure
through water jacket and cylinder head, water temperature outlet en- according above mentioned reference conditions.
gine regulated by mechanical thermostat. 8) Tolerance of the pumps delivery capacities must be considered by the
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. manufactures.
Fig. 4.06.02b: List of capacities for L16/24 1,200 rpm, IMO Tier II
# 1
178 23 043.2
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (900 rpm) 3,959 1,870 5,829 3,183 21.5
5 (1000 rpm) 3,959 1,870 5,829 3,183 21.5
6 (900 rpm) 4,314 2,000 6,314 3,183 23.7
6 (1000 rpm) 4,314 2,000 6,314 3,183 23.7
7 (900 rpm) 4,669 1,970 6,639 3,289 25.9
7 (1000 rpm) 4,669 1,970 6,639 3,289 25.9
8 (900 rpm) 5,024 2,250 7,274 3,289 28.5
8 (1000 rpm) 5,024 2,250 7,274 3,289 28.5
9 (900 rpm) 5,379 2,400 7,779 3,289 30.9
9 (1000 rpm) 5,379 2,400 7,779 3,289 30.9
P Free passage between the engines, width 600 mm and height 2,000 mm.
Q Min. distance between engines: 2,400 mm (without gallery) and 2,600 mm (with galley)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
1) LT cooling water flow first through LT stage charge air cooler, then 4) Basic values for layout of the coolers
through lube oil cooler, water temperature outlet engine regulated by 5) under above mentioned reference conditions
mechanical thermostat 6) Tolerance: quantity +/- 5%, temperature +/- 20°C
2) HT cooling water flow irst through water jacket and cylinder head, then 7) under below mentioned temperature at turbine outlet and pressure
trough HT stage charge air cooler, water temperature outlet engine according above mentioned reference conditions
regulated by mechanical thermostat 8) Tolerance of the pumps delivery capacities must be considered by the
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery manufactures
Fig. 4.07.02a: List of capacities for L21/31, 900 rpm, IMO Tier II
H P
A B 1,270 1,600
C Q
178 23 067.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm 178 34 537.1
Q Min. distance between engines: 2,250 mm
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm, IMO Tier II
Fig. 4.08.02b: List of capacities for L23/30H, 900 rpm, IMO Tier II
H P
A B 1,480 1,770
C Q 1,285
178 23 079.1
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,346 2,486 6,832 3,712 42.3
5 (750 r/min) 4,346 2,486 6,832 3,712 42.3
6 (720 r/min) 4,791 2,766 7,557 3,712 45.8
6 (750 r/min) 4,791 2,766 7,557 3,712 46.1
7 (720 r/min) 5,236 2,766 8,002 3,899 52.1
7 (750 r/min) 5,236 2,766 8,002 3,899 52.1
8 (720 r/min) 5,681 2,986 8,667 3,899 56.3
8 (750 r/min) 5,681 2,986 8,667 3,899 58.3
9 (720 r/min) 6,126 2,986 9,112 3,899 63.9
9 (750 r/min) 6,126 2,986 9,112 3,899 63.9
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 898.3
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate and subject to change without prior notice.
1) LT cooling water flow first through LT stage charge air cooler, then 4) Basic values for layout of the coolers.
through lube oil cooler, water temperature outlet engine regulated by 5) Under above mentioned reference conditions.
mechanical thermostat. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
2) HT cooling water flow first through HT stage charge air cooler, then 7) Under below mentioned temperature at turbine outlet and pressure
through water jacket and cylinder head, water temperature outlet en- according above mentioned reference conditions.
gine regulated by mechanical thermostat. 8) Tolerance of the pumps delivery capacities must be considered by the
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. manufactures.
Fig. 4.09.02a: List of capacities for L27/38, 720 rpm, IMO Tier II
1) LT cooling water flow first through LT stage charge air cooler, then 4) Basic values for layout of the coolers.
through lube oil cooler, water temperature outlet engine regulated by 5) Under above mentioned reference conditions.
mechanical thermostat. 6) Tolerance: quantity +/- 5%, temperature +/- 20°C.
2) HT cooling water flow first through HT stage charge air cooler, then 7) Under below mentioned temperature at turbine outlet and pressure
through water jacket and cylinder head, water temperature outlet according above mentioned reference conditions.
engine regulated by mechanical thermostat. 8) Tolerance of the pumps delivery capacities must be considered by the
3) Tolerance: + 10% for rating coolers, - 15% for heat recovery. manufactures.
Fig. 4.09.02b: List of capacities for L27/38, 750 rpm, IMO Tier II
H P
A B 1,490 1,800
C Q 1,126
178 23 092.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6
5 (750 r/min) 4,279 2,400 6,679 3,184 32.6
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7
8 (750 r/min) 5,979 2,770 8,749 3,374 40.7
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice. 178 33 921.3
1) Tolerance: + 10% for rating coolers, - 15% for heat recovery 6) Tolerance of the pumps delivery capacities must be considered by the
2) Basic values for layout of the coolers manufactures
3) Under above mentioned reference conditions * Only valid for engines equipped with internal basic cooling water sys-
4) Tolerance: quantity +/- 5%, temperature +/- 20°C tem no. 1 and 2.
5) under below mentioned temperature at turbine outlet and pressure ac- ** Only valid for engines equipped with combined coolers, internal basic
cording above mentioned reference conditions cooling water system no. 3
Fig. 4.10.02a: List of capacities for L28/32H, 750 rpm, IMO Tier II
1) Tolerance: + 10% for rating coolers, - 15% for heat recovery 6) Tolerance of the pumps delivery capacities must be considered by the
2) Basic values for layout of the coolers manufactures
3) under above mentioned reference conditions * Only valid for engines equipped with internal basic cooling water sys-
4) Tolerance: quantity +/- 5%, temperature +/- 20°C tem no. 1 and 2.
5) Under below mentioned temperature at turbine outlet and pressure ** Only valid for engines equipped with combined coolers, internal basic
according above mentioned reference conditions cooling water system no. 3
Fig. 4.10.02b: List of capacities for L28/32H, 720 rpm, IMO Tier II.
Installation Aspects
5
MAN Diesel
MAN B&W 5.01
Page 1 of 1
The latest version of most of the drawings of this charger must be fitted. The lifting capacity of the
section is available for download at www.marine. crane beam for dismantling the turbocharger is
man.eu → ’Two-Stroke’ → ’Installation Drawings’. stated in Section 5.03.
First choose engine series, then engine type and
select from the list of drawings available for down- The overhaul tools for the engine are designed
load. to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
pacity 1Am and dimensions of the single hook
Space Requirements for the Engine type according to DIN 15401, part 1.
The space requirements stated in Section 5.02 The total length of the engine at the crankshaft
are valid for engines rated at nominal MCR (L1). level may vary depending on the equipment to
be fitted on the fore end of the engine, such as
The additional space needed for engines adjustable counterweights, tuning wheel, moment
equipped with PTO is stated in Chapter 4. compensators or PTO.
Overhaul of Engine
Space Requirement
F G
Deck beam
Engine room crane
0
Cyl. 1
E
V˚
H1/H2
P
H3
D
A
B
I J
Tank top
Cofferdam
Cofferdam
C
Lub. oil tank
Cofferdam
K L M N
Free space
for maintenance
Minimum access conditions around the engine to be used for an escape route is 600 mm.
The dimensions are given in mm, and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN Diesel & Turbo
or our local representative.
515 90 52-7.2.0
Fig. 5.02.01a: Space requirement for the engine, turbocharger on exhaust side (4 59 122)
Cyl. No. 5 6 7 8
A 1,020 Cylinder distance
B 1,350 Distance from crankshaft centre line to foundation
The dimension includes a cofferdam of 600 mm and must fulfil mini-
C 3,705 3,780 3,820 3,890
mum height to tank top according to classification rules
6,695 7,045 7,045 7,045 MAN Diesel TCA
Dimensions according to turbocharger choice
D* 6,630 6,630 6,630 6,732 ABB A100-L/A200-L
at nominal MCR
6,760 6,760 7,005 7,005 Mitsubishi MET
3,642 3,987 4,292 4,666 MAN Diesel TCA
Dimensions according to turbocharger choice
E* 3,717 3,917 4,222 4,533 ABB A100-L/A200-L
at nominal MCR
3,546 3,871 4,234 4,434 Mitsubishi MET
See drawing: ‘Engine Top Bracing’, if top bracing fitted on camshaft
F See text
side
4,825 5,135 5,135 5,395 MAN Diesel TCA
The required space to the engine room casing
G 4,925 4,925 4,925 5,395 ABB A100-L/A200-L
includes Hydraulic top bracing
4,925 4,865 5,395 5,395 Mitsubishi MET
H1 * 10,725 Minimum overhaul height, normal lifting procedure
H2 * 9,975 Minimum overhaul height, reduced height lifting procedure
The minimum distance from crankshaft centre line to lower edge of
H3 * 9,725
deck beam, when using MAN B&W Double Jib Crane
I 1,885 Length from crankshaft centre line to outer side bedplate
J 345 Space for tightening control of holding down bolts
K must be equal to or larger than the propeller shaft, if the propeller
K See text
shaft is to be drawn into the engine room
Minimum length of a basic engine, without 2nd order moment com-
L* 7,122 8,142 9,162 10,182
pensators.
M | 800 Free space in front of engine
N 4,410 Distance between outer foundation girders
O 2,650 Minimum crane operation area
See drawing: ‘Crane beam for Turbocharger’ for overhaul of turbo-
P See text
charger
Maximum 30° when engine room has minimum headroom above the
V 0°, 15°, 30°, 45°, 60°, 75°, 90
turbocharger
* The min. engine room crane height is ie. dependent on the choice of crane, see the actual heights “H1”, “H2” or
“H3”.
The min. engine room height is dependent on “H1”, “H2”, “H3” or “E+D”.
For the overhaul of a turbocharger, a crane beam The crane beams are to be placed in relation
with trolleys is required at each end of the turbo- to the turbocharger(s) so that the components
charger. around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
Two trolleys are to be available at the compressor The crane beam can be bolted to brackets that
end and one trolley is needed at the gas inlet end. are fastened to the ship structure or to columns
that are located on the top platform of the engine.
Crane beam no. 1 is for dismantling of turbo-
charger components. The lifting capacity of the crane beam for the
Crane beam no. 2 is for transporting turbocharger heaviest component ‘W’, is indicated in Fig.
components. 5.03.01b for the various turbocharger makes. The
See Figs. 5.03.01a and 5.03.02. crane beam shall be dimensioned for lifting the
weight ‘W’ with a deflection of some 5 mm only.
The crane beams can be omitted if the main en-
gine room crane also covers the turbocharger HB indicates the position of the crane hook in the
area. vertical plane related to the centre of the turbo-
charger. HB and b also specifies the minimum
The crane beams are used and dimensioned for space for dismantling.
lifting the following components:
For engines with the turbocharger(s) located on
• Exhaust gas inlet casing the exhaust side, EoD No. 4 59 122, the letter ‘a’
• Turbocharger inlet silencer indicates the distance between vertical centre-
• Compressor casing lines of the engine and the turbocharger.
• Turbine rotor with bearings
a Crane beam for MAN B&W
transportation of
Crane beam for Crane beam components Units TCA55 TCA66 TCA77 TCA88
dismantling of
components W kg 1,000 1,200 2,000 3,000
Crane hook HB mm 1,400 1,600 1,800 2,000
Main engine/aft cylinder
W kg *)
HB mm 1,725 1,975 2,350 1,900 2,100
b
b m 500 600 600 500 600
Mitsubishi
Units MET53 MET60 MET66 MET71 MET83
W kg 1,000 1,000 1,500 1,800 2,700
HB mm 1,500 1,600 1,800 1,800 2,200
b m 700 700 800 800 800
079 43 38-0.1.0
*) Available on request. Data on Mitsubishi MET48 is available
The figures ‘a’ are stated on the ‘Engine and Gallery Outline’ on request.
drawing, Section 5.06.
Fig. 5.03.01b: Required height and distance and weight
Fig. 5.03.01a: Required height and distance
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
3PARES
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
178 52 746.0
3. Take out the cooler insert by using the above 8. By using the engine room crane the air cooler
placed crane beam mounted on the engine. insert can be lifted out of the engine room.
1 2 3
Fig.: 5.03.03: Crane beam for overhaul of air cooler, turbochargers located on exhaust side of the engine 178 52 734.0
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WITHæ JACKETææ RODæANDæ CENTREæLINEæ CENTREæLINEæ CENTREæLINEæ REMOVALæOFæ
EXHAUSTæ STUFlNGæ CRANKSHAFTæ
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VALVE BOX TOæCENTREæ TOæUNDER
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LINEæCRANEæ SIDEæDECKæ INGæANYæEXHAUSTæ
DECKæBEAM
HOOK BEAMææ VALVEæSTUD
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THEæFULLæLENGTHæOFæTHEæENGINEæANDæAæWIDTHæINæACCORD
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ANCEæWITHæDIMENSIONæ!æGIVENæONæTHEæDRAWINGæSEEæ THEæCRANKSHAFT
CROSSçHATCHEDæAREA
&ORæOVERHAULæOFæTHEæTURBOCHARGERS æTROLLEYæMOUNT
)TæISæFURTHERMOREæRECOMMENDEDæTHATæTHEæENGINEæ EDæCHAINæHOISTSæMUSTæBEæINSTALLEDæONæAæSEPARATEæ
ROOMæCRANEæCANæBEæUSEDæFORæTRANSPORTæOFæHEAVYæ CRANEæBEAMæORæALTERNATIVELYæINæCOMBINATIONæWITHæ
SPAREæPARTSæFROMæTHEæENGINEæROOMæHATCHæTOæTHEæ THEæENGINEæROOMæCRANEæSTRUCTUREæSEEæ@#RANEæBEAMæ
SPAREæPARTæSTORESæANDæTOæTHEæENGINEæ3EEæEXAMPLEæ FORæOVERHAULæOFæTURBOCHARGERSæWITHæINFORMATIONæ
ONæTHISæDRAWING ABOUTæTHEæREQUIREDæLIFTINGæCAPACITYæFORæOVERHAULæOFæ
TURBOCHARGERS
178 24 863.2
$ECKæBEAM
-
#HAINæCOLLECTINGæBOX
178 37 30-1.1
Engine outline
Gallery outline
&ORE
&ORE
ææCYLæ3PACEæ
FORæOVERHAULING
ANDæMOUNTINGæOF
MOMENTæCOMPENSATOR
2EGARDINGæPITCHæCIRCLEæDIAMETERæNUMBERæANDæSIZEæOFæ 2EGARDINGæPITCHæCIRCLEæDIAMETERæNUMBERæANDæSIZEæOFæ
BOLTSæFORæTHEæINTERMEDIATEæSHAFTæCONTACTæTHEæENGINEæBUILDER BOLTSæFORæTHEæINTERMEDIATEæSHAFTæCONTACTæTHEæENGINEæBUILDER
178 45 13-8.1
D
A
&ORE
178 45 13-8.1
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
!FTæCYL
#YLæ
A
C
C
&ORE
D
2EGARDINGæPITCHæCIRCLEæDIAMETERæNUMBERæANDæSIZE
OFæBOLTSæFORæTHEæINTERMEDIATEæSHAFT
CONTACTæTHEæENGINEæBUILDER
178 45 16-3.1
T/C Type a b c1 c2 d
MAN Diesel TCA55-21 Available on request
ABB TPL73-B12 Available on request
MHI MET53MA Available on request
Fig. 5.06.02a: Engine outline, S60MC-C with two turbochargers on exhaust side
!FTæCYL
#YLæ
&ORE
178 45 13-8.1
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download..
Fig. 5.06.02b: Engine outline, S60MC-C with two turbochargers on exhaust side
#YLæ
æCYL ææCYLæææCYLæWITHOUTæ
MOMENTæCOMPENSATOR
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A
F B
G
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3PACEæFORæOVERHAULING
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F
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Fig. 5.06.03a: Engine outline, S60MC-C with turbocharger on aft end, option: 4 59 124
æCYLææææCYLæWITHOUTæ
MOMENTæCOMPENSATOR æCYL
!FTæCYL
#YLæ
&ORE
178 45 16-3.1
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.03b: Engine outline, S60MC-C with turbocharger on aft end, option 4 59 124
CYLæ
CYLæ
C
C
2EGARDINGæPITCHæCIRCLEæDIAMETERæNUMBER
ANDæSIZEæOFæBOLTSæFORæTHEæINTERMEDIATEæSHAFT 181 99 08-2.2.0
CONTACTæTHEæENGINEæBUILDER
T/C Type a b c1 c2 d
TCA55-21 Available on request
MAN Diesel
TCA66 2,810 6,695 1,812 5,908 4,350
TPL73-B12 Available on request
ABB
TPL77-B12 2,655 6,582 1,770 5,850 4,100
MET53MA Available on request
MHI MET60MA 2,800 6,665 1,920 6,000 4,350
MET66MA 2,868 6,760 1,877 5,957 4,350
Fig. 5.06.04a: Gallery outline, 5-8S60MC-C with two turbochargers on exhaust side
CYLæ
CYLæ
D
A
æ,+-9ç+ æ
æ,+-9ç% æ
181 99 08-2.2.0
Fig. 5.06.04b: Gallery outline, 5-8S60MC-C with two turbochargers on exhaust side
æ500%2æ0,!4&/2-æ
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X Xª
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!IR !IR
COOLER COOLER
181 99 08-2.2.0
* LKMY - refers to type of air cooler
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
Fig. 5.06.04c: Gallery outline, 5-8S60MC-C with two turbochargers on exhaust side
!FTæCYL
#YLæ
#YLæ
æ#YL
D G
æ#YL
A
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ANDæMOUNTINGæOFæTHEæ!NGLEæ%NCODER
121 97 00-0.2.0
T/C Type a b c d
#YLæ
!FTæCYL
B
F
3PACEæFORæ
OVERHAULING
OFæAIRæCOOLER
121 97 00-0.2.0
Cylinder no. g h
5 4,080 3,287
6 5,100 3,287
7 6,120 4,287
8 7,140 4,287
,/7%2æ0,!2&/2-æçææææCYL
&LOORæPLATEææMM
4
4
Xª
,/7%2æ0,!4&/2-æçææææCYL
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Xª
4
4
Xª
121 97 00-0.2.0
500%2æ0,!4&/2-
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æHOLESæFORæPISTONæOVERHAULING
Xª
9
9
D
4ç4
9ç9
3TANCHIONæANDæHANDRAIL
121 97 00-0.2.0
Please note that the latest version of the dimensioned drawing is available for download at www.marine.man.eu → ’Two-Stroke’ →
’Installation Drawings’. First choose engine series, then engine type and select ‘Outline drawing’ for the actual number of cylinders
and type of turbocharger installation in the list of drawings available for download.
Centre of Gravity
Centre of gravity
Y
X
Cyl. 1
Centre of cranshaft
178 56 66-5.0
Fig. 5.07: Centre of gravity, two turbochargers located on exhaust side of engine
* 1 Air cooler
** 2 Air coolers
Counterflanges, Connection D
H
D
B
K
F
J
F N x diameter (O)
I
G
E
C
A
178 63 96-2.0
A
IW
W
B
D
F
IL
G
C N x diameter (O)
501 29 91-0.13.0a
Counterflanges, Connection D
PC
D
a2
Di
N x diameter (O)
Type TCR series – Round type
TC Dia 1 Dia 2 PCD N O
TCR18 425 310 395 12 ø22
TCR20 540 373 495 15 ø22
501 29 91-0.13.0a
TCR22 595 434 550 16 ø22
A
IW
W
B
D
F
IL
G
C N x diameter (O)
501 29 91-0.13.0b
L
A
IW
W
D
B
F
IL
G
C N x diameter (O)
501 29 91-0.13.0d
Counterflanges, Connection E
N x diameter (O)
PCD
Thickness of
TC Dia/ISO Dia/JIS L W N O
Dia
flanges
L
TCA55 61 77 86 76 4 14 16
TCA66 90 90 110 90 4 18 16
W
N x diameter (O)
Thickness of
TC Dia/ISO Dia/JIS L W N O
flanges
Dia
TCA77 115 103 126 72 4 18 18
L
TCA88 141 141 150 86 4 18 18
TCA99 141 141 164 94 4 22 24
W
N x diameter (O)
2
TC L+W Dia 2 PCD N O W
ia
flanges (A)
D
MET42MB 105 61 105 4 14 14
MET53MB 125 77 130 4 14 14
MET60MB 140 90 145 4 18 14 N x diameter (O)
L
MET66MB 140 90 145 4 18 14
PCD
Dia 2
Dia 1
Thickness of
TC Dia 1 Dia 2 PCD N O
flanges (A)
MET71MB 180 90 145 4 18 14
MET83MB 200 115 165 4 18 16
MET90MB 200 115 165 4 18 16
N x diameter (O)
PCD
2
W
ia
D
Thickness of
TC L+W Dia 2 PCD N O
flanges (A)
MET53MB 95 49 95 4 14 12
MET90MB 125 77 130 4 14 14 N x diameter (O)
L
PCD
Dia 2
Thickness of
TC Dia 1 Dia 2 PCD N O Dia 1
flanges (A)
MET42MB 95 43 75 4 12 10
MET60MB 120 49 95 4 14 12
MET66MB 120 49 95 4 14 12
MET71MB 120 49 95 4 14 12
N x diameter (O)
MET83MB 120 49 95 4 14 12 PCD
Thickness of
TC L+W Dia 2 PCD N O
flanges (A)
2
W
ia
MET42MB 105 61 105 4 14 14
D
MET53MB 125 77 130 4 14 14
MET60MB 140 90 145 4 18 14
MET66MB 140 90 145 4 18 14 N x diameter (O)
L
MET71MB 140 90 145 4 18 14
PCD
MET90MB 155 115 155 4 18 14
Dia 2
Dia 1
Thickness of
TC Dia 1 Dia 2 PCD N O
flanges (A)
MET83MB 180 90 145 4 18 14
N x diameter (O)
PCD
Connection EB
Dia 2
Thickness of Dia 1
TC Dia 1 Dia 2 PCD N O
flanges (A)
MET42MB 95 43 75 4 12 10
MET60MB 120 49 95 4 14 12
MET66MB 120 49 95 4 14 12
MET71MB 120 49 95 4 14 12
N x diameter (O)
MET83MB 120 49 95 4 14 12 PCD
2
W
ia
D
Thickness of
TC L+W Dia 2 PCD N O
flanges (A)
MET53MB 95 49 95 4 14 12
MET90MB 125 77 130 4 14 14 N x diameter (O)
L
PCD
501 29 91-0.13.0c
• ‘Durasin’ from
Daemmstoff Industrie Korea Ltd
• ‘EPY’ from
Marine Service Jaroszewicz S.C., Poland
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. Diesel & Turbos drawings for machining the
bedplate
This drawing may, subject to the written consent of
the actual engine builder concerned, be used as a 2) The shipyard drills the holes for holding down
basis for markingoff and drilling the holes for hold- bolts in the top plates while observing the toler-
ing down bolts in the top plates, provided that: anced locations given on the present drawing
# #
B A
600
B A
1,750±1
1,875
1,885
550 338 395 442 443 443 442 443 442 672 1,285
65 1,390
Thrust
aft cyl.
bearing
cyl.1
cyl.2
cyl.3
3,770
1,285
1,875
1,885
600
245±1
562±1
748±1
1,012±1
1,198±1
1,582±1
2,768±1
2,032±1
machining on
0
ø57
ø57
Fig. 5.12.01: Arrangement of epoxy chocks and holding down bolts 079 25 51-2.2.0
Section A-A
6JKUURCEGVQDGMGRVHTGGHTQORKRGUGVECNQPIDQVJUKFGU
QHVJGGPIKPGKPQTFGTVQHCEKNKVCVGVJGQXGTJCWNYQTMQP
%GPVTGNKPG
JQNFKPIFQYPDQNVUUWRRQTVKPIEJQEMUCPFUKFGEJQEMU
ETCPMUJCHV
345
600
1
%GPVTGNKPGGPIKPG
5
D1
+35
50 -25
B
60
175
+HTGSWKTGFD[ENCUUKǣECVKQP
3 UQEKGV[CRRN[VJKUDTCEMGV
6JKEMPGUUQHDTCEMGVKUVJG
400
2 250
700
667
UCOGCUVJKEMPGUUQH
6 ǤQQTRNCVGU
20
500
R3
0
B
5
R7
20
300
20
30
40
30
%QPVKPWQWUIKTFGTVQGZVGPFYKVJHWNNFKOGPUKQPUCVNGCUVVQUJKR UHTCOG
HQTYCTFQHGPIKPGCPFCVNGCUVVQUJKR UHTCOGCHVQHVJGCHVGPFQHGPFEJQEM
6JKEMPGUUQHǤQQTRNCVGU
DGVYGGPOCKPGPIKPGIKTFGTUOO
%QTPGTUQHǤQQTRNCVGUVQ
DGEWVVQGPCDNGRTQRGT
YGNFKPIQHIKTFGTUGI
CUUJQYP
Centreline
cylinder Detail D1
1 3 4 5 2
078 72 73-1.7.0b
614
End chock bolts, option: 4 82 610 includes:
65
Taper 1:100 1. Stud for end chock bolt
about 350
7 2 1 2. Round nut
8 6 3 5 4
3. Round nut
4. Spherical washer
about ø190
5. Spherical washer
6. Protecting cap
125
75 +5
ø70
ø72
079 29 21-5.2.0
Fig. 5.12.02c: Profile of engine seating, end chocks, option: 4 82 610
The so-called guide force moments are caused by Without top bracing, the natural frequency of
the transverse reaction forces acting on the cross- the vibrating system comprising engine, ship’s
heads due to the connecting rod and crankshaft bottom, and ship’s side is often so low that reso-
mechanism. When the piston of a cylinder is not nance with the excitation source (the guide force
exactly in its top or bottom position the gas force moment) can occur close to the normal speed
from the combustion, transferred through the con- range, resulting in the risk of vibration.
necting rod, will have a component acting on the
crosshead and the crankshaft perpendicularly to With top bracing, such a resonance will occur
the axis of the cylinder. Its resultant is acting on above the normal speed range, as the natural fre-
the guide shoe and together they form a guide quencies of the double bottom/main engine sys-
force moment. tem will increase. The impact of vibration is thus
lowered.
The moments may excite engine vibrations mov-
ing the engine top athwart ships and causing a The top bracing is normally installed on the ex-
rocking (excited by H-moment) or twisting (excited haust side of the engine, but can alternatively be
by X-moment) movement of the engine. For en- installed on the manoeuvring side. A combination
gines with less than seven cylinders, this guide of exhaust side and manoeuvring side installation
force moment tends to rock the engine in the is also possible.
transverse direction, and for engines with seven
cylinders or more, it tends to twist the engine. The top bracing system is installed either as a
mechanical top bracing or a hydraulic top bracing.
The guide force moments are harmless to the Both systems are described below.
engine except when resonance vibrations occur
in the engine/double bottom system. They may,
however, cause annoying vibrations in the super- Mechanical top bracing
structure and/or engine room, if proper counter-
measures are not taken. The mechanical top bracing comprises stiff con-
nections between the engine and the hull.
As a detailed calculation of this system is normally
not available, MAN Diesel & Turbo recommends The top bracing stiffener consists of a double
that top bracing is installed between the engine’s bar tightened with friction shims at each end of
upper platform brackets and the casing side. the mounting positions. The friction shims al-
low the top bracing stiffener to move in case of
However, the top bracing is not needed in all displacements caused by thermal expansion of
cases. In some cases the vibration level is lower if the engine or different loading conditions of the
the top bracing is not installed. This has normally vessel. Furthermore, the tightening is made with a
to be checked by measurements, i.e. with and well-defined force on the friction shims, using disc
without top bracing. springs, to prevent overloading of the system in
case of an excessive vibration level.
If a vibration measurement in the first vessel of a
series shows that the vibration level is acceptable
without the top bracing, we have no objection to
the top bracing being removed and the rest of
the series produced without top bracing. It is our
experience that especially the 7-cylinder engine
will often have a lower vibration level without top
bracing.
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel & Turbo top bracing is delivered in a low-pressure version
instructions. (26 bar) or a high-pressure version (40 bar).
!
The top bracing unit is designed to allow dis-
! placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
!!
/ILæ!CCUMULATOR
(YDRAULICæ#ONTROLæ5NIT
178 23 61-6.1
#YLINDERæ5NIT
Hydraulic top bracing
Turbocharger
T/C
1 2 3 4 C
5,490
Cylinder number Chain box
a0a d e
T/C
1 2 3 4 5 C
a0a b e f
T/C
1 2 3 4 5 6 C
a0a b e f
Centre line
0 T/C T/C
crankshaft
1 2 3 4 5 6 C
a0a b e f g
0
(Q)
2,215 (P)
Min. (R)
T/C
1 2 3 4 5 6 7 C
a0a b e f g
T/C T/C
1 2 3 4 5 6 7 C
a0a b f g h
Centre line
cylinder 1 T/C
1 2 3 4 5 6 7 8 C
a0a b f g h
T/C T/C
1 2 3 4 5 6 7 8 C
Cyl.1
078 73 71-3.10.0
Alternative 2 Alternative 1
5,730 5,690
0 0
3,575
3,100
Turbocharger Q R
TCA66 4,350 4,825
TCA77 4,660 5,135
A175-L 4,450 4,925
A180-L 4,920 5,395
MET60MA/MB 4,350 4,825
MET66MA/MB 4,450 4,925
MET71MA/MB 4,390 4,865
MET71MA/MB 4,920 5,395
078 78 99-8.1.0
X-X
Valve block on lower base
510 510
1
0 0
510 510
2
3 ISO 5817-D
Point A 4
EN601M,Q2
4 X-X
Valve block on lower base
5
EN601M,Q2
4,590 4,590
6
5,610 5,610
X X X X
Yard supply
078 78 99-8.1.0
In the axial direction of the hydraulic top bracing: Max. correcponding deflection
Force per bracing: 82 kN of casing side : 2.00 mm
#OMPONENTSæFORæ%NGINEæ#ONTROLæ3YSTEM
4HISæSECTIONæISæNOTæAPPLICABLE
Scope and field of application Cabling of the shaftline earthing device to the hull
must be with a cable with a cross section not less
A difference in the electrical potential between the than 45 mm². The length of the cable to the hull
hull and the propeller shaft will be generated due should be as short as possible.
to the difference in materials and to the propeller
being immersed in sea water. Monitoring equipment should have a 4-20 mA
signal for alarm and a mV-meter with a switch for
In some cases, the difference in the electrical changing range. Primary range from 0 to 50 mV
potential has caused spark erosion on the thrust, DC and secondary range from 0 to 300 mV DC.
main bearings and journals of the crankshaft of
the engine. When the shaftline earthing device is working
correctly, the electrical potential will normally be
In order to reduce the electrical potential between within the range of 10-50 mV DC depending of
the crankshaft and the hull and thus prevent spark propeller size and revolutions.
erosion, a highly efficient shaftline earthing device
must be installed. The alarm set-point should be 80 mV for a high
alarm. The alarm signals with an alarm delay of 30
The shaftline earthing device should be able to seconds and an alarm cut-off, when the engine is
keep the electrical potential difference below 50 stopped, must be connected to the alarm system.
mV DC. A shaft-to-hull monitoring equipment with
a mV-meter and with an output signal to the alarm Connection of cables is shown in the sketch, see
system must be installed so that the potential and Fig. 5.17.01.
thus the correct function of the shaftline earthing
device can be monitored.
Design description
#ABLE
CONNECTED
TOæTHEæHULL
"RUSHæHOLDER
ARRANGEMENT
-ONITORING
EQUIPMENT
WITHæM6çMETER #ABLE
CONNECTED
TOæTHEæHULL
3LIPæRING #ABLE
TOæALARM
SYSTEM
3LIPæRING
FORæMONITORING
EQUIPMENT "RUSHæHOLDER
ARRANGEMENT
079 21 82-1.3.1.0
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT )NTERMEDIATEæSHAFTæBEARING
079 21 82-1.3.2.0
Fig. 5.17.02: Installation of shaftline earthing device in an engine plant without shaft-mounted generator
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT 3HAFTæMOUNTEDæALTERNATORæ
WHEREæTHEæROTORæISæPARTæOFæ
THEæINTERMEDIATEæSHAFT
)NTERMEDIATEæSHAFTæBEARING
079 21 82-1.3.3.0
Fig. 5.17.03: Installation of shaftline earthing device in an engine plant with shaft-mounted generator
MAN Diesel & Turbo’s MAN Alpha Controllable VBS type CP propeller designation and range
Pitch propeller
The VBS type CP propellers are designated ac-
On MAN Diesel & Turbo’s MAN Alpha VBS type cording to the diameter of their hubs, i.e. ‘VBS2150’
Controllable Pitch (CP) propeller, the hydraulic indicates a propeller hub diameter of 2,150 mm.
servo motor setting the pitch is built into the pro-
peller hub. A range of different hub sizes is avail- The standard VBS type CP propeller programme,
able to select an optimum hub for any given com- its diameters and the engine power range covered
bination of power, revolutions and ice class. is shown in Fig. 5.18.01.
Standard blade/hub materials are NiAlbronze. The servo oil system controlling the setting of the
Stainless steel is available as an option. The pro- propeller blade pitch is shown in Fig.5.18.05.
pellers are based on ‘no ice class’ but are avail-
able up to the highest ice classes.
Propeller Diameter
(mm)
11,000
10,000 VB S215 0
VB S206 0
9,000 V B S197
0
V B S189
0
V B S1810
8,000 V B S173
0
V B S16 4
0
7,000 V B S155
0
V B S14
50
6,000 V B S13
50
V B S12
60
V B S1
180
5,000 V B S1
10 0
V B S1
020
VBS
4,000 940
VBS
86
VBS 0
7
VBS 90
3,000 V B 720 Hub sizes:
S
VB 660 Small: VBS600 - 940
S6
00 Medium: VBS1020 - 1640
2,000
Large: VBS1730 - 2150
1,000
0
0 5 10 15 20 25 30 35 40 45 50
Engine Power (1,000 kW)
178 22 239.2
Fig. 5.18.01: MAN Alpha type VBS Mk 5 Controllable Pitch (CP) propeller range. As standard the VBS Mk 5 versions
are 4-bladed; 5-bladed versions are available on request
Identification: _______________________________
S W I
178 22 360.0
198 46 953.6
MAN B&W 70-26 engines
MAN Diesel
MAN B&W 5.18
Page 3 of 8
Main Dimensions
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller clearance
The design principle of the servo oil system for If deviation occurs, a proportional valve is actu-
MAN Diesel & Turbo’s MAN Alpha VBS type CP ated. Hereby high pressure oil is fed to one or the
propeller is shown in Fig. 5.18.05. other side of the servo piston, via the oil distribu-
tor ring, until the desired propeller pitch has been
The VBS system consists of a servo oil tank unit, reached.
the Hydraulic Power Unit, and a coupling flange
with electrical pitch feedback box and oil distribu- The pitch setting is normally remote controlled,
tor ring. but local emergency control is possible.
(YDRAULICæ0OWERæ5NIT
/ILæTANK
FORWARD
SEAL
3TERN
TUBEæOIL 0ITCH
TANK ORDER
0)
0!,
4)
0) 0!( 0!,
4!(
3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
,IPæRINGæSEALS PIPE
- -
0ROPELLERæSHAFT
178 22 384.1
Fig. 5.18.05: Servo oil system for MAN Alpha VBS type CP propeller
198 46 953.6
MAN B&W 70-26 engines
MAN Diesel
MAN B&W 5.18
Page 5 of 8
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
for MAN Diesel & Turbo’s MAN Alpha CP propeller valve.
shown in Fig. 5.18.06, consists of an oil tank with all
other components top mounted to facilitate instal- The return oil is led back to the tank via a thermo-
lation at yard. static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil The servo oil unit is equipped with alarms accord-
tank through a suction filter and deliver high pres- ing to the Classification Society’s requirements
sure oil to the proportional valve. as well as necessary pressure and temperature
indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
178 22 396.0
Fig. 5.18.06: Hydraulic Power Unit for MAN Alpha CP propeller, the servo oil tank unit
MAN Diesel & Turbo’s MAN Alphatronic 2000 Pro- • Thrust control with optimization of propeller
pulsion Control System (PCS) is designed for con- pitch and shaft speed. Selection of combina-
trol of propulsion plants based on diesel engines tor, constant speed or separate thrust mode is
with CP propellers. The plant could for instance possible. The rates of changes are controlled to
include tunnel gear with PTO/PTI, PTO gear, mul- ensure smooth manoeuvres and avoidance of
tiple engines on one gearbox as well as multiple propeller cavitation.
propeller plants.
• A Load control function protects the engine
As shown in Fig. 5.18.07, the propulsion control against overload. The load control function con-
system comprises a computer controlled system tains a scavenge air smoke limiter, a load pro-
with interconnections between control stations via gramme for avoidance of high thermal stresses
a redundant bus and a hard wired backup control in the engine, an automatic load reduction and
system for direct pitch control at constant shaft an engineer controlled limitation of maximum
speed. load.
The computer controlled system contains func- • Functions for transfer of responsibility be-
tions for: tween the local control stand, engine control
room and control locations on the bridge are
• Machinery control of engine start/stop, engine incorporated in the system.
load limits and possible gear clutches.
-AINæ#ONTROLæ3TATION
"RIDGEæ7ING #ENTER "RIDGEæ7ING
20- 0ITCH 20- 0ITCH 20- 0ITCH
$UPLICATEDæ.ETWORK
(ANDLES
"RIDGE INTERFACE
,OCALæENGINEæ %NGINEæOVERLOADæMAXæLOAD
CONTROL 3YSTEM
0ITCHæ3ET #OORDINATED
)NæGOVERNOR
34/0
34/0
#ONTROL
34!24
0ROPELLERæ0ITCH 2EMOTE,OCAL
34/0
178 22 406.1
For remote control, a minimum of one control sta- • Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod- • Thrust control panel with control lever for
ules, as shown in Fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameters.
æ
02/0%,,%2 02/0%,,%2
20- 0)4#(
"!#+æ50
). 4!+%
#/.42/,
#/.42/, #/.42/,
/./&&
178 22 418.1
Renk PSC Clutch for auxilliary propulsion sys- Further information about MAN Alpha CP pro-
tems peller
The Renk PSC Clutch is a shaftline declutching For further information about MAN Diesel & Turbo’s
device for auxilliary propulsion systems which MAN Alpha Controllable Pitch (CP) propeller and
meets the class notations for redundant propul- the Alphatronic 2000 Remote Control System,
sion. please refer to our publications:
The Renk PSC clutch facilitates reliable and CP Propeller – Product Information
simple ‘take home’ and ‘take away’ functions in
twostroke engine plants. It is described in Sec- Alphatronic 2000 PCS Propulsion Control System
tion 4.04.
The publications are available at
www.marine.man.eu → ’Propeller & Aft Ship’.
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN Diesel
MAN B&W 6.01
Page 1 of 1
Updated engine and capacities data is available point, the list of capacities will be different from the
from the CEAS program on www.marine.man.eu nominal capacities.
→ ’Two-Stroke’ → ’CEAS Engine Calculations’.
Furthermore, among others, the exhaust gas data
This chapter describes the necessary auxiliary ma- depends on the ambient temperature conditions.
chinery capacities to be used for a nominally rated
engine. The capacities given are valid for seawater Based on examples for a derated engine, the way
cooling system and central cooling water system, of how to calculate the derated capacities, fresh-
respectively. For derated engine, i.e. with a speci- water production and exhaust gas amounts and
fied MCR different from the nominally rated MCR temperatures will be described in details.
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator pro-
duction and exhaust gas data, the below nomenclatures are used:
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to a nominally
rated engine. Complying with IMO Tier II NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
45 C
80 C
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
178 11 276.1
Fig. 6.02.02: Diagram for central cooling water system
1 x MET60MB
1 x MET66MB
1 x MET60MB
1 x MET66MB
1 x TCA66-21
1 x TCA66-26
1 x TCA66-21
1 x TCA66-26
1 x A175-L35
1 x A175-L35
1 x A270-L
1 x A270-L
Pumps
Fuel oil circulation m³/h 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Fuel oil supply m³/h 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3 3.3
Jacket cooling m³/h 99 99 99 99 99 99 99 99 99 99 99 99
Seawater cooling * m³/h 367 368 371 376 382 384 364 365 366 373 375 376
Main lubrication oil * m³/h 240 240 240 240 240 240 240 240 240 240 240 240
Central cooling * m³/h - - - - - - 282 283 286 289 294 296
Central cooler
Heat diss. app. * kW - - - - - - 7,460 7,470 7,490 7,640 7,670 7,690
Central water flow m³/h - - - - - - 282 283 286 289 294 296
Seawater flow m³/h - - - - - - 364 365 366 373 375 376
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0
Compressor cap. m³ 300 300 300 300 300 300 300 300 300 300 300 300
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5
Compressor cap. m³ 150 150 150 150 150 150 150 150 150 150 150 150
Other values
Fuel oil heater kW 97 97 97 96 96 96 97 97 97 96 96 96
Exh. gas temp. ** °C 255 255 255 235 235 235 255 255 255 235 235 235
Exh. gas amount ** kg/h 96,069 96,069 96,069 102,007 102,007 102,007 96,069 96,069 96,069 102,007 102,007 102,007
Air consumption ** kg/s 26.1 26.1 26.1 27.8 27.8 27.8 26.1 26.1 26.1 27.8 27.8 27.8
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01e: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET66MB
1 x MET71MB
1 x MET66MB
1 x MET71MB
1 x TCA66-26
1 x TCA77-21
1 x TCA66-26
1 x TCA77-21
1 x A175-L37
1 x A175-L37
1 x A275-L
1 x A275-L
Pumps
Fuel oil circulation m³/h 7.2 7.2 7.2 7.1 7.1 7.1 7.2 7.2 7.2 7.2 7.2 7.2
Fuel oil supply m³/h 4.0 4.0 4.0 3.9 3.9 3.9 4.0 4.0 4.0 3.9 3.9 3.9
Jacket cooling m³/h 119 119 119 119 119 119 119 119 119 119 119 119
Seawater cooling * m³/h 438 444 446 452 455 463 436 438 439 448 449 452
Main lubrication oil * m³/h 280 280 280 290 280 290 280 280 280 290 280 290
Central cooling * m³/h - - - - - - 337 342 344 347 350 356
Central cooler
Heat diss. app. * kW - - - - - - 8,930 8,970 8,990 9,180 9,200 9,250
Central water flow m³/h - - - - - - 337 342 344 347 350 356
Seawater flow m³/h - - - - - - 436 438 439 448 449 452
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0 2 x 5.0
Compressor cap. m³ 300 300 300 300 300 300 300 300 300 300 300 300
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0
Compressor cap. m³ 180 180 180 180 180 180 180 180 180 180 180 180
Other values
Fuel oil heater kW 116 116 116 115 115 115 116 116 116 116 116 116
Exh. gas temp. ** °C 255 255 255 235 235 235 255 255 255 235 235 235
Exh. gas amount ** kg/h 115,282 115,282 115,282 122,408 122,408 122,408 115,282 115,282 115,282 122,408 122,408 122,408
Air consumption ** kg/s 31.3 31.3 31.3 33.3 33.3 33.3 31.3 31.3 31.3 33.3 33.3 33.3
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01f: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET71MB
1 x MET83MB
1 x MET71MB
1 x MET83MB
1 x TCA77-21
1 x TCA77-26
1 x TCA77-21
1 x TCA77-26
1 x A180-L37
1 x A180-L37
1 x A275-L
1 x A275-L
Pumps
Fuel oil circulation m³/h 8.4 8.4 8.4 8.3 8.3 8.3 8.4 8.4 8.4 8.3 8.3 8.3
Fuel oil supply m³/h 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6 4.6
Jacket cooling m³/h 140 140 140 140 140 140 140 140 140 140 140 140
Seawater cooling * m³/h 511 514 521 524 530 540 509 510 513 522 524 528
Main lubrication oil * m³/h 330 330 330 330 330 330 330 330 330 330 330 330
Central cooling * m³/h - - - - - - 393 395 402 402 408 416
Central cooler
Heat diss. app. * kW - - - - - - 10,430 10,440 10,500 10,690 10,730 10,790
Central water flow m³/h - - - - - - 393 395 402 402 408 416
Seawater flow m³/h - - - - - - 509 510 513 522 524 528
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5
Compressor cap. m³ 330 330 330 330 330 330 330 330 330 330 330 330
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0
Compressor cap. m³ 180 180 180 180 180 180 180 180 180 180 180 180
Other values
Fuel oil heater kW 135 135 135 135 135 135 136 136 136 135 135 135
Exh. gas temp. ** °C 255 255 255 235 235 235 255 255 255 235 235 235
Exh. gas amount ** kg/h 134,496 134,496 134,496 142,810 142,810 142,810 134,496 134,496 134,496 142,810 142,810 142,810
Air consumption ** kg/s 36.6 36.6 36.6 38.9 38.9 38.9 36.6 36.6 36.6 38.9 38.9 38.9
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01g: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
1 x MET83MB
1 x MET83MB
1 x MET83MB
1 x MET83MB
1 x TCA77-26
1 x TCA88-21
1 x TCA77-26
1 x TCA88-21
1 x A180-L37
1 x A180-L37
1 x A280-L
1 x A280-L
Pumps
Fuel oil circulation m³/h 9.6 9.6 9.6 9.5 9.5 9.5 9.6 9.6 9.6 9.5 9.5 9.5
Fuel oil supply m³/h 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3
Jacket cooling m³/h 159 159 159 159 159 159 159 159 159 159 159 159
Seawater cooling * m³/h 584 590 600 602 605 615 582 584 587 598 599 602
Main lubrication oil * m³/h 380 380 380 390 380 380 380 380 380 390 380 380
Central cooling * m³/h - - - - - - 449 454 462 463 465 473
Central cooler
Heat diss. app. * kW - - - - - - 11,900 11,940 12,010 12,220 12,240 12,310
Central water flow m³/h - - - - - - 449 454 462 463 465 473
Seawater flow m³/h - - - - - - 582 584 587 598 599 602
Starting air system, 30.0 bar g, 12 starts. Fixed pitch propeller - reversible engine
Receiver volume m³ 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5 2 x 5.5
Compressor cap. m³ 330 330 330 330 330 330 330 330 330 330 330 330
Starting air system, 30.0 bar g, 6 starts. Controllable pitch propeller - non-reversible engine
Receiver volume m³ 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0 2 x 3.0
Compressor cap. m³ 180 180 180 180 180 180 180 180 180 180 180 180
Other values
Fuel oil heater kW 155 155 155 154 154 154 155 155 155 154 154 154
Exh. gas temp. ** °C 255 255 255 235 235 235 255 255 255 235 235 235
Exh. gas amount ** kg/h 153,710 153,710 153,710 163,211 163,211 163,211 153,710 153,710 153,710 163,211 163,211 163,211
Air consumption ** kg/s 41.8 41.8 41.8 44.4 44.4 44.4 41.8 41.8 41.8 44.4 44.4 44.4
* For main engine arrangements with built-on power take-off (PTO) of a MAN Diesel & Turbo recommended type and/or torsional
vibration damper the engine's capacities must be increased by those stated for the actual system
** ISO based
For List of Capacities for derated engines and performance data at part load please visit http://www.mandieselturbo/ceas/index.htm
Table 6.03.01h: Capacities for seawater and central systems as well as conventional and high efficiency turbochargers stated at NMCR
The dimensioning of heat exchangers (coolers) The percentage power (PM%) and speed (nM%) of L1
and pumps for derated engines can be calculated ie: PM% = PM/PL1 x 100%
on the basis of the heat dissipation values found nM% = nM/nL1 x 100%
by using the following description and diagrams. for specified MCR (M) of the derated engine is
Those for the nominal MCR (L1), may also be used used as input in the abovementioned diagrams,
if wanted. giving the % heat dissipation figures relative to
those in the ‘List of Capacities’.
The nomenclature of the basic engine ratings and
Specified MCR power, % of L1
coolers, etc. used in this section is shown in Fig. PM%
6.01.01 and 6.01.02. 110%
L1
100% 100%
98%
Cooler heat dissipations 94% M
90%
L390% Qjw%
For the specified MCR (M) the following three dia-
86%
grams in Figs. 6.04.01, 6.04.02 and 6.04.03 show 80%
82% L2
reduction factors for the corresponding heat dis-
sipations for the coolers, relative to the values 78%
70%
stated in the ‘List of Capacities’ valid for nominal L4
MCR (L1).
60%
Specified MCR power, % of L1 80% 85% 90% 95% 100% 105% 110% nM%
PM%
Specified MCR engine speed, % of L1
110%
(– 0.0811 x ln (n ) + 0.8072 x ln (P ) + 1.2614) 178 63 62-6.1
L1 Qjw% = e M% M%
100% 100%
The derated cooler capacities may then be found As the jacket water cooler is connected in series
by means of following equations: with the lube oil cooler, the seawater flow capac-
Qair, M = Qair, L1 x (Qair% / 100) ity for the latter is used also for the jacket water
cooler.
Qjw, M = Qjw, L1 x (Qjw% / 100)
Qlub, M = Qlub, L1 x (Qlub% / 100)
and for a central cooling water system the central Central cooling water system
cooler heat dissipation is:
Qcent,M = Qair,M + Qjw,M + Qlub,M If a central cooler is used, the above still applies,
but the central cooling water capacities are used
instead of the above seawater capacities. The
Pump capacities seawater flow capacity for the central cooler can
be reduced in proportion to the reduction of the
The pump capacities given in the ‘List of Capaci- total cooler heat dissipation, i.e. as follows:
ties’ refer to engines rated at nominal MCR (L1). Vcw,air,M = Vcw,air,L1 x (Qair% / 100)
For lower rated engines, a marginal saving in the
Vcw,lub,M = Vcw,lub,L1 x (Qlub% / 100)
pump capacities is obtainable.
Vcw,jw,M = Vcw,lub,M
To ensure proper lubrication, the lubricating oil Vcw,cent,M = Vcw,air,M + Vcw,lub,M
pump must remain unchanged. Vsw,cent,M = Vsw,cent,L1 x Qcent,M / Qcent,L1
The jacket cooling water pump capacity is rela- Irrespective of the capacities selected as per the
tively low. Practically no saving is possible, and it above guidelines, the belowmentioned pump
is therefore unchanged. heads at the mentioned maximum working tem-
peratures for each system must be kept:
The derated seawater pump capacity is equal to Fuel oil supply pump 4 100
the sum of the below found derated seawater flow Fuel oil circulating pump 6 150
capacities through the scavenge air and lube oil Lubricating oil pump 4.3 70
coolers, as these are connected in parallel. Seawater pump 2.5 50
Central cooling water pump 2.5 80
The seawater flow capacity for each of the scav-
Jacket water pump 3.0 100
enge air, lube oil and jacket water coolers can
be reduced proportionally to the reduced heat
dissipations found in Figs. 6.04.01, 6.04.02 and Flow velocities
6.04.03, respectively i.e. as follows:
Vsw,air,M = Vsw,air,L1 x (Qair% / 100) For external pipe connections, we prescribe the
following maximum velocities:
Vsw,lub,M = Vsw,lub.L1 x Qlub% / 100)
Vsw,jw,M = Vsw,lub,M Marine diesel oil ......................................... 1.0 m/s
Heavy fuel oil .............................................. 0.6 m/s
However, regarding the scavenge air cooler(s), Lubricating oil ............................................. 1.8 m/s
the engine maker has to approve this reduction in Cooling water ............................................. 3.0 m/s
order to avoid too low a water velocity in the scav-
enge air cooler pipes.
Example 1:
Pump and cooler capacities for a derated 6S60MC-C8.2-TII with 1 high efficiency MAN TCA66-26
turbocharger, high load, fixed pitch propeller and central cooling water system.
Nominal MCR, (L1) PL1: 14,280 kW (100.0%) and 105.0 r/min (100.0%)
Specified MCR, (M) PM: 12,852 kW (90.0%) and 99.8 r/min (95.0%)
The method of calculating the reduced capaci- Total cooling water flow through scavenge air
ties for point M (nM% = 95.0% and PM% = 90.0%) is coolers
shown below. Vcw,air,M = Vcw,air,L1 x Qair% / 100
The values valid for the nominal rated engine are Vcw,air,M = 216 x 0.874 = 189 m3/h
found in the ‘List of Capacities’, Figs. 6.03.01 and
6.03.02, and are listed together with the result in Cooling water flow through lubricating oil cooler
the figure on the next page. Vcw,lub,M = Vcw,lub,L1x Qlub% / 100
Heat dissipation of scavenge air cooler Vcw,lub,M = 132 x 0.958 = 126 m3/h
Fig. 6.04.01 which approximately indicates a Qair%
= 87.4% heat dissipation, i.e.: Cooling water flow through central cooler
Qair,M =Qair,L1 x Qair% / 100 (Central cooling water pump)
Vcw,cent,M = Vcw,air,M + Vcw,lub,M
Qair,M = 6,020 x 0.874 = 5,261 kW
Vcw,cent,M = 189 + 126 = 315 m3/h
Heat dissipation of jacket water cooler
Fig. 6.04.02 indicates a Qjw% = 92.2% heat dissi- Cooling water flow through jacket water cooler
pation; i.e.: (as for lube oil cooler)
Qjw,M = Qjw,L1 x Qjw% / 100 Vcw,jw,M = Vcw,lub,M
Heat dissipation of lube oil cooler Seawater pump for central cooler
Fig. 6.04.03 indicates a Qlub% = 95.8% heat dis- As the seawater pump capacity and the central
sipation; i.e.: cooler heat dissipation for the nominal rated en-
Qlub,M = Qlub, L1 x Qlub% / 100 gine found in the ‘List of Capacities’ are 448 m3/h
and 9,180 kW the derated seawater pump flow
Qlub,M = 1,070 x 0.958 = 1,025 kW equals:
Qcent,M = 5,261 + 1,927 + 1,025 = 8,213 kW = 448 x 8,213 / 9,180 = 401 m3/h
Freshwater Generator
If a freshwater generator is installed and is utilis- At part load operation, the actual jacket water
ing the heat in the jacket water cooling system, heat dissipation will be reduced according to the
it should be noted that the actual available heat curves for fixed pitch propeller (FPP) or for con-
in the jacket cooling water system is lower than stant speed, controllable pitch propeller (CPP),
indicated by the heat dissipation figures valid for respectively, in Fig. 6.04.04.
nominal MCR (L1) given in the List of Capacities.
This is because the latter figures are used for With reference to the above, the heat actually
dimensioning the jacket water cooler and hence available for a derated diesel engine may then be
incorporate a safety margin which can be needed found as follows:
when the engine is operating under conditions
such as, e.g. overload. Normally, this margin is 1. Engine power equal to specified power M.
10% at nominal MCR.
For specified MCR (M) the diagram Fig.
Calculation Method 6.04.02 is to be used, i.e. giving the percent-
age correction factor ‘Qjw%’ and hence for
For a derated diesel engine, i.e. an engine having specified MCR power PM:
a specified MCR (M) different from L1, the relative Qjw%
jacket water heat dissipation for point M may be Qjw,M = Qjw,L1 x ___
100
x 0.9 (0.88) [1]
found, as previously described, by means of Fig.
6.04.02. 2. Engine power lower than specified MCR
power.
Part load correction factor for jacket
cooling water heat dissipation
kp For powers lower than the specified MCR
1.0 power, the value Qjw,M found for point M by
0.9
means of the above equation [1] is to be mul-
tiplied by the correction factor kp found in Fig.
0.8
6.04.04 and hence
0.7
Qjw = Qjw,M x kp 15%/0% [2]
0.6
FPP
0.5 where
0.4
CPP Qjw = jacket water heat dissipation
Qjw,L1= jacket water heat dissipation at nominal
0.3
MCR (L1)
0.2 Qjw% = percentage correction factor from
0.1
Fig. 6.04.02
Qjw,M = jacket water heat dissipation at specified
0 MCR power (M), found by means of
0 10 20 30 40 50 60 70 80 90 100% equation [1]
Engine load, % of specified MCR (M)
kp = part load correction factor from Fig. 6.04.04
FPP : Fixed pitch propeller
0.9 = factor for safety margin of cooler, tropical
CPP : Controllable pitch propeller, constant speed ambient conditions
178 06 643.3
PS
__
FPP : kp = 0.742 x + 0.258 The heat dissipation is assumed to be more or less
PM
independent of the ambient temperature conditions,
PS
CPP : kp = 0.822 x __
P
+ 0.178 yet the safety margin/ambient condition factor of
M
about 0.88 instead of 0.90 will be more accurate for
Fig. 6.04.04: Correction factor ‘kp’ for jacket cooling ambient conditions corresponding to ISO tempera-
water heat dissipation at part load, relative to heat dis- tures or lower. The heat dissipation tolerance from
sipation at specified MCR power 15% to 0% stated above is based on experience.
When using a normal freshwater generator of the jacket cooling water temperature at the outlet from
singleeffect vacuum evaporator type, the fresh- the engine does not fall below a certain level. Such
water production - based on the available jacket a temperature control system may consist, e.g.,
cooling water heat Qjw - may, for guidance, be of a special bypass pipe installed in the jacket
estimated as 0.03 t/24h per 1 kW heat, i.e.: cooling water system, see Fig. 6.04.05, or a spe-
cial builtin temperature control in the freshwater
Mfw = 0.03 x Qjw t/24h 15%/0% [3] generator, e.g., an automatic start/stop function, or
similar.
where
If such a special temperature control is not ap-
Mfw is the freshwater production in tons per 24 plied, we recommend limiting the heat utilised to
hours maximum 50% of the heat actually available at
specified MCR, and only using the freshwater gen-
and erator at engine loads above 50%. Considering the
cooler margin of 10% and the minus tolerance of
Qjw is to be stated in kW 15%, this heat corresponds to 50 x(1.000.15)x0.9
= 38% of the jacket water cooler capacity Qjw,M
If necessary, all the actually available jacket cool- used for dimensioning of the jacket water cooler.
ing water heat may be used provided that a spe-
cial temperature control system ensures that the
Expansion tank
Seawater
In Out Jacket cooling
water circuit
Produced
freshwater
Evaporator B K
A
Brine out
Deaerating tank
Jacket water Jacket water pumps
cooler
Main engine
Cooling
water
178 23 700.0
Fig. 6.04.05: Freshwater generators. Jacket cooling water heat recovery flow diagram
Example 2:
Freshwater production from a derated 6S60MC-C8.2-TII with 1 high efficiency MAN TCA66-26
turbocharger, high load and fixed pitch propeller.
Based on the engine ratings below, this example will show how to calculate the expected available jacket
cooling water heat removed from the diesel engine, together with the corresponding freshwater production
from a freshwater generator.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Nominal MCR, (L1) PL1: 14,280 kW (100.0%) and 105.0 r/min (100.0%)
Specified MCR, (M) PM: 12,852 kW (90.0%) and 99.8 r/min (95.0%)
Reference conditions
Air temperature Tair .............................................................. 20° C
Scavenge air coolant temperature TCW ............................... 18° C
Barometric pressure pbar ...................................................... 1,013 mbar
Exhaust gas backpressure at specified MCR ΔpM ............ 300 mm WC
The expected available jacket cooling water heat at service rating is found as follows:
Qjw,L1 = 2,090 kW from List of Capacities For the service point the corresponding expected
Qjw% = 92.2% using 90.0% power and 95.0% obtainable freshwater production from a freshwa-
speed for M in Fig. 6.04.02 ter generator of the single effect vacuum evapora-
tor type is then found from equation [3]:
By means of equation [1], and using factor 0.885
for actual ambient condition the heat dissipation Mfw = 0.03 x Qjw = 0.03 x 1,453 = 43.6 t/24h
in the SMCR point (M) is found: -15%/0%
Qjw%
Qjw,M = Qjw,L1 x ___
100
x 0.885
= 2,090 x ____
92.2
100
x 0.885 = 1,705 kW
The exhaust gas data to be expected in practice TCW : actual scavenge air coolant temperature,
depends, primarily, on the following three factors: in °C
ΔpM : exhaust gas backpressure in mm WC at
a) The specified MCR point of the engine (point M): specified MCR
PM : power in kW at specified MCR point c) The continuous service rating of the engine
nM : speed in r/min at specified MCR point (point S), valid for fixed pitch propeller or control-
lable pitch propeller (constant engine speed):
b) The ambient conditions, and exhaust gas PS : continuous service rating of engine, in kW
backpressure:
Calculation Method
To enable the project engineer to estimate the ac- The partial calculations based on the above influ-
tual exhaust gas data at an arbitrary service rating, encing factors have been summarised in equations
the following method of calculation may be used. [4] and [5].
where, according to ‘List of capacities’, i.e. referring to ISO ambient conditions and 300 mm WC
backpressure and specified in L1:
ML1: exhaust gas amount in kg/h at nominal MCR (L1)
TL1: exhaust gas temperature after turbocharger in °C at nominal MCR (L1)
Fig. 6.04.06: Summarising equations for exhaust gas amounts and temperatures
110% 110%
L1
0% L1
100% 100%
0 °C
1% 1%
M M
2% 90% 90%
L3 L3 2 °C
ΔmM% 3% ΔTm
80% 80%
L2 4 °C
6 °C L
2
8 °C
70% 10 °C
70%
12 °C
L4 L4
60% 60%
80% 85% 90% 95% 100% 105% 110% n M% 80% 85% 90% 95% 100% 105% 110% n M%
Specified MCR engine speed, % of L1 Specified MCR engine speed, % of L1
Fig. 6.04.07: Change of specific exhaust gas amount, Fig. 6.04.08: Change of exhaust gas temperature, ΔTM
ΔmM% in % of L1 value in point M, in °C after turbocharger relative to L1 value
ΔmM% : change of specific exhaust gas amount, in b) Correction for actual ambient conditions and
% of specific gas amount at nominal MCR backpressure
(L1), see Fig. 6.04.07.
For ambient conditions other than ISO
ΔTM : change in exhaust gas temperature after 3046-1:2002 (E) and ISO 15550:2002 (E), and
turbocharger relative to the L1 value, in °C, backpressure other than 300 mm WC at
see Fig. 6.04.08. (PO = PM) specified MCR point (M), the correction fac-
tors stated in the table in Fig. 6.04.09 may
be used as a guide, and the corresponding
relative change in the exhaust gas data may
be found from equations [7] and [8], shown in
Fig. 6.04.10.
Change of Change of
exhaust gas exhaust gas
Parameter Change temperature amount
Blower inlet temperature + 10° C + 16.0° C 4.1 %
Blower inlet pressure (barometric pressure) + 10 mbar 0.1° C + 0.3 %
Charge air coolant temperature (seawater temperature) + 10° C + 1.0° C + 1.9 %
Exhaust gas back pressure at the specified MCR point + 100 mm WC + 5.0° C 1.1 %
Fig. 6.04.09: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure
ΔMamb% = 0.41 x (Tair 25) + 0.03 x (pbar 1000) + 0.19 x (TCW 25 ) 0.011 x (ΔpM 300) % [7]
ΔTamb = 1.6 x (Tair 25) 0.01 x (pbar 1000) +0.1 x (TCW 25) + 0.05 x (ΔpM 300) °C [8]
ΔTamb : change in exhaust gas temperature, in °C compared with temperatures at ISO conditions
Fig. 6.04.10: Exhaust gas correction formula for ambient conditions and exhaust gas back pressure
mS% TS °C
20 20
18 15
16
10
14
5
12 M
0
10
-5
8
-10
6
-15
4
-20
2
M
0 -25
50 60 70 80 90 100 110 PS%
2 Engine load, % specified MCR power
4
50 60 70 80 90 100 110 PS%
Engine load, % specified MCR power
ΔmS%= 37 x (PS/PM)3 87 x (PS/PM)2 + 31 x (PS/PM) + 19 ΔTS = 280 x (PS/PM)2 410 x (PS/PM) + 130
Fig. 6.04.11: Change of specific exhaust gas amount, Δms% Fig. 6.04.12: Change of exhaust gas temperature, ΔTS in
in % at part load, and valid for FPP and CPP °C at part load, and valid for FPP and CPP
Figs. 6.04.11 and 6.04.12 may be used, as Δms% : change in specific exhaust gas amount,
guidance, to determine the relative changes in % of specific amount at specified MCR
in the specific exhaust gas data when running point, see Fig. 6.04.11.
at part load, compared to the values in the
specified MCR point, i.e. using as input PS% = ΔTs : change in exhaust gas temperature, in °C,
(PS/PM) x 100%: see Fig. 6.04.12.
Example 3:
Expected exhaust gas data for a derated 6S60MC-C8.2-TII with 1 high efficiency MAN TCA66-26
turbocharger, high load and fixed pitch propeller.
Based on the engine ratings below, and by means of an example, this chapter will show how to calculate
the expected exhaust gas amount and temperature at service rating, and for a given ambient reference
condition different from ISO.
The calculation is made for the service rating (S) of the diesel engine being 80% of the specified MCR.
Nominal MCR, (L1) PL1: 14,280 kW (100.0%) and 105.0 r/min (100.0%)
Specified MCR, (M) PM: 12,852 kW (90.0%) and 99.8 r/min (95.0%)
Reference conditions
Air temperature Tair .............................................................. 20° C
Scavenge air coolant temperature TCW ............................... 18° C
Barometric pressure pbar ...................................................... 1,013 mbar
Exhaust gas backpressure at specified MCR ΔpM ............ 300 mm WC
By means of Figs. 6.04.07 and 6.04.08: c) Correction for the engine load:
Fuel
7
MAN Diesel
MAN B&W 7.01
Page 1 of 3
The system is so arranged that both diesel oil and If the fuel oil pipe ‘X’ at inlet to engine is made as
heavy fuel oil can be used, see figure 7.01.02. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
From the service tank the fuel is led to an electri- joint. If the connection is made as indicated, with
cally driven supply pump by means of which a a bend immediately at the end of the engine, no
pressure of approximately 4 bar can be main- expansion joint is required.
tained in the low pressure part of the fuel circulat-
ing system, thus avoiding gasification of the fuel in
the venting box in the temperature ranges applied. Fuel Pumps and Drain
The venting box is connected to the service tank The introduction of the pump sealing arrange-
via an automatic deaerating valve, which will re- ment, the so-called ‘umbrella’ type, has made it
lease any gases present, but will retain liquids. possible to omit the separate camshaft lubricating
oil system.
From the low pressure part of the fuel system the
fuel oil is led to an electricallydriven circulating The umbrella type fuel oil pump has an additional
pump, which pumps the fuel oil through a heater external leakage rate of clean fuel oil which,
and a full flow filter situated immediately before through ‘AD’, is led to a tank and can be pumped
the inlet to the engine. to the heavy fuel oil service tank or settling tank.
An in-line viscocity regulator located after the The flow rate in litres is approximately as listed in
heater controls the heating temperature according Table 7.01.01.
to the prescribed viscosity of the specific fuel oil.
Flow rate,
Design parameters litres/cyl. h.
Engine HFO 12 cSt
To ensure ample filling of the fuel injection pumps, K98MC/MC-C, 1.30
the capacity of the electricallydriven circulating S/K90MC-C 1.10
pump is higher than the amount of fuel consumed S80MC, S/K80MC-C 1.00
by the diesel engine. Surplus fuel oil is recircu- S70MC, S/L70MC-C, S65MC-C 0.80
lated from the engine through the venting box. S60MC, S/L60MC-C 0.60
S50MC 0.50
To ensure a constant fuel pressure to the fuel
injection pumps during all engine loads, a spring
loaded overflow valve is inserted in the fuel oil Table 7.01.01: Approximate flow in HCU leakage drain.
system on the engine.
The fuel oil pressure measured on the engine (at This drained clean oil will, of course, influence the
fuel pump level) should be 78 bar, equivalent to a measured SFOC, but the oil is thus not wasted,
circulating pump pressure of 10 bar. and the quantity is well within the measuring ac-
curacy of the flowmeters normally used.
The builton overflow valves, if any, at the supply
pumps are to be adjusted to 5 bar, whereas the The main purpose of the drain ‘AD’ is to collect
external bypass valve is adjusted to 4 bar. The pure fuel oil from the fuel pumps. The drain oil is
pipes between the tanks and the supply pumps lead to a tank and can be pumped to the Heavy
shall have minimum 50% larger passage area than Fuel Oil service tank or to the settling tank.
the pipe between the supply pump and the circu-
lating pump.
The ‘AF’ drain is provided with a box for giving Drains ‘AD’ and ‘AF’ are shown in Fig. 7.03.02.
alarm in case of leakage in a high pressure pipes.
The main components of the pressurised fuel oil
The size of the sludge tank is determined on the system are further explained in section 7.05.
basis of the draining intervals, the classification
society rules, and on whether it may be vented
directly to the engine room.
&ROMæCENTRIFUGES
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078 70 37-2.3.0
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150 °C
b) Tracing drain lines: By jacket cooling water
Fuel Considerations
When the engine is stopped, the circulating Heating of fuel drain pipe
pump will continue to circulate heated heavy fuel
through the fuel oil system on the engine, thereby Owing to the relatively high viscosity of the heavy
keeping the fuel pumps heated and the fuel valves fuel oil, it is recommended that the drain pipe and
deaerated. This automatic circulation of preheated the fuel oil drain tank are heated to min. 50 °C, but
fuel during engine standstill is the background max. 100 °C.
for our recommendation: constant operation on
heavy fuel. The drain pipe between engine and tank can
be heated by the jacket water, as shown in Fig.
In addition, if this recommendation was not fol- 7.01.02 ‘Fuel oil system’ as flange ‘BD’.
lowed, there would be a latent risk of diesel oil and
heavy fuels of marginal quality forming incompat-
ible blends during fuel change over or when oper- Fuel flow velocity and viscosity
ating in areas with restrictions on sulpher content
in fuel oil due to exhaust gas emission control. For external pipe connections, we prescribe the
following maximum flow velocities:
In special circumstances a changeover to diesel
oil may become necessary – and this can be per- Marine diesel oil .......................................... 1.0 m/s
formed at any time, even when the engine is not Heavy fuel oil .............................................. 0.6 m/s
running. Such a changeover may become neces-
sary if, for instance, the vessel is expected to be The fuel viscosity is influenced by factors such
inactive for a prolonged period with cold engine as emulsification of water into the fuel for reduc-
e.g. due to: ing the NOx emission. This is further described in
Section 7.06.
• docking
• stop for more than five days An emulsification arrangement for the main engine
• major repairs of the fuel system, etc. is described in our publication:
Fuel Oils
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:2012, British Standard 6843 and to
CIMAC recommendations regarding require- Guiding specification (maximum values)
ments for heavy fuel for diesel engines, fourth
Density at 15 °C kg/m3 < 1.010*
edition 2003, in which the maximum accept-
able grades are RMH 700 and RMK 700. The Kinematic viscosity
abovementioned ISO and BS standards super- at 100 °C cSt < 55
sede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 20
Ash % (m/m) < 0.15
In order to ensure effective and sufficient clean-
ing of the HFO, i.e. removal of water and solid Total sediment potential % (m/m) < 0.10
contaminants, the fuel oil specific gravity at 15 °C Water % (v/v) < 0.5
(60 °F) should be below 0.991, unless modern Sulphur % (m/m) < 4.5
types of centrifuges with adequate cleaning abili-
Vanadium mg/kg < 450
ties are used.
Aluminum + Silicon mg/kg <60
Higher densities can be allowed if special treat- Equal to ISO 8217:2010 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.
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The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
&RESHæCOOLING
,
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To ensure tightness the spray shields are to be Fig. 7.04.04a: Spray Shields by anti-splashing tape
applied after pressure test of the pipe system. as
shown in Fig. 7.04.04a and b.
Plate 0,5 mm. thickness
• Specific gravities > 0.991 and (corresponding to This is to be of the screw or gear wheel type.
CIMAC Kgrades).
Fuel oil viscosity, specified.... up to 700 cSt at 50 °C
For the latter specific gravities, the manufacturers Fuel oil viscosity maximum ......................1,000 cSt
have developed special types of centrifuges, e.g.: Pump head ......................................................4 bar
Fuel oil flow ........................ see ‘List of Capacities’
Alfa Laval ........................................................Alcap Delivery pressure ............................................4 bar
Westfalia ....................................................... Unitrol Working temperature ................................... 100 °C
Mitsubishi .............................................. EHidens II Minimum temperature .................................... 50 °C
The centrifuge should be able to treat approxi- The capacity stated in ‘List of Capacities’ is to be ful-
mately the following quantity of oil: filled with a tolerance of: ÷0% to +15% and shall also
be able to cover the backflushing, see ‘Fuel oil filter’.
0.23 litres/kWh
• Water content in fuel oil This is to be of the screw or gear wheel type.
• Possible sludge, ash and other impurities in the
fuel oil Fuel oil viscosity, specified.... up to 700 cSt at 50 °C
• Increased fuel oil consumption, in connection Fuel oil viscosity normal ................................20 cSt
with other conditions than ISO standard condition Fuel oil viscosity maximum ......................1,000 cSt
• Purifier service for cleaning and maintenance. Fuel oil flow ........................ see ‘List of Capacities’
Pump head ......................................................6 bar
The size of the centrifuge has to be chosen ac- Delivery pressure .......................................... 10 bar
cording to the supplier’s table valid for the select- Working temperature ................................... 150 °C
ed viscosity of the Heavy Fuel Oil. Normally, two
centrifuges are installed for Heavy Fuel Oil (HFO), The capacity stated in ‘List of Capacities’ is to be ful-
each with adequate capacity to comply with the filled with a tolerance of: ÷0% to +15% and shall also
above recommendation. be able to cover the backflushing, see ‘Fuel oil filter’.
A centrifuge for Marine Diesel Oil (MDO) is not a Pump head is based on a total pressure drop in
must. However, MAN Diesel & Turbo recommends filter and preheater of maximum 1.5 bar.
that at least one of the HFO purifiers can also
treat MDO.
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified ... up to 700 cSt at 50°C
changer type. Fuel oil flow .................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation ................. see ‘List of Capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side ........maximum 1 bar
chart’, Fig. 7.05.01. The chart is based on informa- Working pressure .......................................... 10 bar
tion from oil suppliers regarding typical marine Fuel oil inlet temperature .................approx. 100 °C
fuels with viscosity index 7080. Fuel oil outlet temperature ........................... 150 °C
Steam supply, saturated ..........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
!PPROXIMATEæVISCOSITY
AFTERæHEATER
#
.ORMALæHEATINGæLIMIT
!PPROXIMATEæPUMPINGæLIMIT
C34#
C34#
SEC2Wæ&
178 06 280.1
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
6ENTæPIPE
have sufficient capacity to allow the specified full NOMINALæ$
amount of oil to flow through each side of the filter
at a given working temperature with a max. 0.3
#ONE
bar pressure drop across the filter (clean filter).
(
quired oil flow specified in the ‘List of capacities’,
i.e. the delivery rate of the fuel oil supply pump and
the fuel oil circulating pump, should be increased 4OPæOFæFUELæOILæ
SERVICEæTANK
by the amount of oil used for the backflushing, so (
)NLETæPIPE
that the fuel oil pressure at the inlet to the main en- ( NOMINALæ$
(
In those cases where an automatically cleaned
filter is installed, it should be noted that in order
to activate the cleaning process, certain makers of 0IPE
NOMINALæ$
filters require a greater oil pressure at the inlet to
the filter than the pump pressure specified. There-
(
178 38 393.3
The fuel oil filter should be based on heavy fuel oil
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Flow m3/h Dimensions in mm
Redwood I/100 °F. Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
1.3 150 32 15 100 600 171.3 1,000 550
Fuel oil flow ......................... see ‘List of capacities’ 2.1 150 40 15 100 600 171.3 1,000 550
Working pressure .......................................... 10 bar 5.0 200 65 15 100 600 171.3 1,000 550
Test pressure ...................... according to class rule 8.4 400 80 15 150 1,200 333.5 1,800 1,100
11.5 400 90 15 150 1,200 333.5 1,800 1,100
Absolute fineness .......................................... 50 μm
19.5 400 125 15 150 1,200 333.5 1,800 1,100
Working temperature .................. maximum 150 °C
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Oil viscosity at working temperature ............15 cSt 43.0 500 200 15 150 1,500 402.4 2,150 1,350
Pressure drop at clean filter ........maximum 0.3 bar * The maximum flow of the fuel oil circulation pump
Filter to be cleaned at a pressure
drop of ........................................maximum 0.5 bar Fig. 07.05.02: Fuel oil venting box
Note:
Absolute fineness corresponds to a nominal fine- Flushing of the fuel oil system
ness of approximately 35 μm at a retaining rate of
90%. Before starting the engine for the first time, the
system on board has to be flushed in accord-
The filter housing shall be fitted with a steam jack- ance with MAN Diesel & Turbos recommendations
et for heat tracing. ‘Flushing of Fuel Oil System’ which is available on
request.
The emulsification of water into the fuel oil reduc- Safety system
es the NOx emission with about 1% per 1% water
added to the fuel up to about 20% without modifi- In case the pressure in the fuel oil line drops, the
cation of the engine fuel injection equipment. water homogenised into the Water In Fuel emul-
sion will evaporate, damaging the emulsion and
A Water In Fuel emulsion (WIF) mixed for this pur- creating supply problems. This situation is avoid-
pose and based on Heavy Fuel Oil (HFO) is stable ed by installing a third, air driven supply pump,
for a long time, whereas a WIF based on Marine which keeps the pressure as long as air is left in
Diesel Oil is only stable for a short period of time the tank ‘S’, see Fig. 7.06.01.
unless an emulsifying agent is applied.
Before the tank ‘S’ is empty, an alarm is given and
As both the MAN B&W twostroke main engine and the drain valve is opened, which will drain off the
the MAN GenSets are designed to run on emulsi- WIF and replace it with HFO or diesel oil from the
fied HFO, it can be used for a common system. service tank.
It is supposed below, that both the main engine The drain system is kept at atmospheric pressure,
and GenSets are running on the same fuel, either so the water will evaporate when the hot emulsion
HFO or a homogenised HFO-based WIF. enters the safety tank. The safety tank shall be
designed accordingly.
Special arrangements are available on request for
a more sophisticated system in which the GenSets Impact on the auxiliary systems
can run with or without a homogenised HFO-
based WIF, if the main engine is running on that. Please note that if the engine operates on Water
In Fuel emulsion (WIF), in order to reduce the NOx
Please note that the fuel pump injection capacity emission, the exhaust gas temperature will de-
shall be confirmed for the main engine as well as crease due to the reduced air / exhaust gas ratio
the GenSets for the selected percentage of water and the increased specific heat of the exhaust gas.
in the WIF.
Depending on the water content, this will have an
impact on the calculation and design of the fol-
Temperature and pressure lowing items:
• Freshwater generators
When water is added by emulsification, the fuel • Energy for production of freshwater
viscosity increases. In order to keep the injection • Jacket water system
viscosity at 10-15 cSt and still be able to operate • Waste heat recovery system
on up to 700 cSt fuel oil, the heating temperature • Exhaust gas boiler
has to be increased to about 170 °C depending on • Storage tank for freshwater
the water content.
For further information about emulsification of wa-
The higher temperature calls for a higher pressure ter into the fuel and use of Water In Fuel emulsion
to prevent cavitation and steam formation in the (WIF), please refer to our publication titled:
system. The inlet pressure is thus set to 13 bar.
Exhaust Gas Emission Control Today and
In order to avoid temperature chock when mixing Tomorrow
water into the fuel in the homogeniser, the water
inlet temperature is to be set to 7090 °C. The publication is available at www.marine.man.eu
→ ’Two-Stroke’ → ’Technical Papers’
&ROM
CENTRIFUGES $ECK
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4OæSPECIAL DEçAERATING $EçAERATINGæTOæBEæ
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SAFETYæTANK !& "$
SETTLINGæTANK
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3UPPLYæPUMPS
7ATERæINæOIL &/
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ORæSETTLINGæTANK
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&UELæOIL
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ORæSETTLINGæTANK PUMPæSUCTION
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN GenSets
Lubricating Oil
8
MAN Diesel
MAN B&W 8.01
Page 1 of 2
The lubricating oil is pumped from a bottom tank by has a drain arrangement so that oil condensed in
means of the main lubricating oil pump to the lubri- the pipe can be led to a drain tank, see details in
cating oil cooler, a thermostatic valve and, through Fig. 8.07.01.
a fullflow filter, to the engine inlet RU, Fig. 8.01.01.
Drains from the engine bedplate ‘AE’ are fitted on
RU lubricates main bearings, thrust bearing, axial both sides, see Fig. 8.07.02 ‘Bedplate drain pipes’.
vibration damper, crankpin bearings, piston cooling,
crosshead, camshaft and turbocharger bearings. For external pipe connections, we prescribe a
maximum oil velocity of 1.8 m/s.
The main lube oil system is common to the cam-
shaft as well. The major part of the oil is divided
between piston cooling and crosshead lubrication. Lubrication of turbochargers
From the engine, the oil collects in the oil pan, Turbochargers with slide bearings are normally
from where it is drained off to the bottom tank, see lubricated from the main engine system. AB is
Fig. 8.06.01a and b ‘Lubricating oil tank, with cof- outlet from the turbocharger, see Figs. 8.03.01 to
ferdam’. By class demand, a cofferdam must be 8.03.03.
placed underneath the lubricating oil tank.
Figs. 8.03.01 to 8.03.03 show the lube oil pipe ar-
The engine crankcase is vented through ‘AR’ by a rangements for different turbocharger makes.
pipe which extends directly to the deck. This pipe
Deck
Engine
oil
To drain tank
*
Min. 15°
AR
Feeler, 45 °C Fullflow filter AB
Lube. oil
Deaeration
cooler
S S
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#AMSHAFTæANDæEXHAUSTæVALVEæACTUATORæLUBRæOILæSYSTEM
!FT &ORE
3TARTINGæAIR
DISTRIBUTOR
#YLæLUBæDRIVEæ-ECHANICALæLUBRICATOR
-AINæBEARINGS
#ROSSHEADæBEARINGSææPISTON
!XIALæVIBRATIONæDAMPER
7)ææ
74ææææ)ææ!(ææ9ææ
4HRUSTæBEARING /NLYææ3,-#ç#
4OæCHAINæDRIVE 3
!2 4OæNDæORDERæMOMENTæCOMPENSATOR
FOREæENDæIFæMOUNTED
3YSTEMæOILæOUTLET
,UBRæOILæTOæTURBOCHARGER
0)ææ
04ææææ)ææ!,ææ9ææ
03ææææ:
4%ææææ)ææ!(ææ!,
4)ææ
25
ææ
&IGææ,UBRICATINGæANDæ#OOLINGæ/ILæ0IPESæONæENGINE
(YDRAULICæPOWERæSUPPLYæUNIT
4HISæSECTIONæISæNOTæAPPLICABLE
PI 8103
E
E
PT 8103 I AL
MET turbocharger
TI 8117 TI 8117
TE 8117 I AH TE 8117 I AH
AB AB
Fig. 8.03.01: MAN turbocharger type TCA Fig. 8.03.03: Mitsubishi turbocharger type MET
PT 8103 I AL
PI 8103
ABB A100L
Turbocharger
TI 8117
TE 8117 I AH
AB
524 26 81-4.0.0
PI 8103
E PT 8103 I AL
PI 8103
ABB TPL
turbocharger
TI 8117 PT 8103 I AL
ABB TPL TI 8117
turbocharger
TE 8117 I AH TE 8117 I AH
AB
AB
Fig. 8.03.02: ABB turbocharger type TPL85B14-16 / Fig. 8.03.02: ABB turbocharger type TPL65B12 -
TPL 91B12 TPL85B12
The system oil consumption varies for different The circulating oil (lubricating and cooling oil)
engine sizes and operational patterns. Typical must be of the rust and oxidation inhibited type of
consumptions are in the range from oil of SAE 30 viscosity grade.
negligible to 0.1 g/kWh In short, MAN Diesel and Turbo recommends the
use of system oils with the following main proper-
subject to load, maintenance condition and in- ties:
stalled equipment like PTO.
• SAE 30 viscosity grade
• BN level 5-10
Lubricating oil centrifuges • adequately corrosion and oxidation inhibited
• adequate detergengy and dispersancy.
Automatic centrifuges are to be used, either with
total discharge or partial discharge. The adequate dispersion and detergent proper-
ties are in order to keep the crankcase and piston
The nominal capacity of the centrifuge is to be cooling spaces clean of deposits.
according to the supplier’s recommendation for
lubricating oil, based on the figure: Alkaline circulating oils are generally superior in
this respect.
0.136 litre/kWh
The major international system oil brands listed
The Nominal MCR is used as the total installed below have been tested in service with acceptable
power. results. Some of the oils have also given satisfac-
tory service results during long-term operation on
Further information about lubricating oil qualities MAN B&W engines running on heavy fuel oil (HFO).
is available in our publication:
Circulating oil
Guidelines for Fuels and Lubes Purchasing Company SAE 30, BN 510
Aegean Alfasys 305
The publication is available at www.marine.man. BP OE-HT 30
eu → ’Two-Stroke’ → ’Technical Papers’. Castrol CDX 30
Chevron Veritas 800 Marine 30
ExxonMobil Mobilgard 300
Gulf Oil Marine GulfSea Superbear 3006
Lukoil Navigo 6 SO
JX Marine S30
Shell Melina S 30
Sinopec System Oil 3005
Total Atlanta Marine D3005
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified...75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil flow .............. see ‘List of capacities’
Design pump head .......................................4.3 bar Lubricating oil viscosity, specified...75 cSt at 50 °C
Delivery pressure .........................................4.3 bar Lubricating oil flow .............. see ‘List of capacities’
Max. working temperature ............................. 70 °C Heat dissipation .................. see ‘List of capacities’
Lubricating oil temperature, outlet cooler ...... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side........................4.3 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side ............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow............... see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater ......................................................... 32 °C
The flow capacity must be within a range from freshwater....................................................... 36 °C
100 to 112% of the capacity stated. Pressure drop on water side .......maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
Referring to Fig. 8.01.01, the bypass valve shown The cooling water flow capacity must be within a
between the main lubricating oil pumps may be range from 100 to 110% of the capacity stated.
omitted in cases where the pumps have a builtin
bypass or if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to prevent lower than 10 °C.
an excessive oil level in the oil pan if the centrifugal
pump is supplying too much oil to the engine. The pressure drop may be larger, depending on
the actual cooler design.
During trials, the valve should be adjusted by
means of a device which permits the valve to be
closed only to the extent that the minimum flow Lubricating oil temperature control valve
area through the valve gives the specified lubri-
cating oil pressure at the inlet to the engine at full The temperature control system can, by means of
normal load conditions. It should be possible to a threeway valve unit, bypass the cooler totally
fully open the valve, e.g. when starting the engine or partly.
with cold oil.
Lubricating oil viscosity, specified ....75 cSt at 50 °C
It is recommended to install a 25 mm valve (pos. Lubricating oil flow .............. see ‘List of capacities’
006), with a hose connection after the main lubri- Temperature range, inlet to engine .........40 47 °C
cating oil pumps, for checking the cleanliness of
the lubricating oil system during the flushing pro-
cedure. The valve is to be located on the under-
side of a horizontal pipe just after the discharge
from the lubricating oil pumps.
Lubricating oil flow .............. see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure .........................................4.3 bar stalled, the following should be noted:
Test pressure .....................according to class rules
Absolute fineness .........................................40 μm* • The required oil flow, specified in the ‘List of
Working temperature ............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp. ............. 90 100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter ....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop .......................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 25 μm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
Flushing of lubricating oil components and Both ends of all pipes must be closed/sealed
piping system at the shipyard during transport.
During installation of the lubricating oil system Before final installation, carefully check the in-
for the main engine, it is important to minimise or side of the pipes for rust and other kinds of for-
eliminate foreign particles in the system. This is eign particles.
done as a final step onboard the vessel by flush-
ing the lubricating oil components and piping Never leave a pipe end uncovered during as-
system of the MAN B&W main engine types MC/ sembly.
MC-C before starting the engine.
• Bunkering and filling the system
At the shipyard, the following main points should Tanks must be cleaned manually and inspected
be observed during handling and flushing of the before filling with oil.
lubricating oil components and piping system:
When filling the oil system, MAN Diesel & Turbo
• Before and during installation recommends that new oil is bunkered through 6
Components delivered from subsuppliers, such μm fine filters, or that a purifier system is used.
as pumps, coolers and filters, are expected to New oil is normally delivered with a cleanliness
be clean and rust protected. However, these level of XX/23/19 according to ISO 4406 and,
must be spot-checked before being connected therefore, requires further cleaning to meet our
to the piping system. specification.
All piping must be ‘finished’ in the workshop • Flushing the piping with engine bypass
before mounting onboard, i.e. all internal welds When flushing the system, the first step is to by-
must be ground and piping must be acid-treat- pass the main engine oil system. Through tem-
ed followed by neutralisation, cleaned and cor- porary piping and/or hosing, the oil is circulated
rosion protected. through the vessel’s system and directly back to
the main engine oil sump tank.
Filter unit
Cooler
Pumps
Tank sump
Purifier
6 μm Filter unit
Temporary hosing/piping
178 62 00-9.0
Fig. 8.05.01: Lubricating oil system with temporary hosing/piping for flushing at the shipyard
If the system has been out of operation, un- • Flushing the engine oil system
used for a long time, it may be necessary to The second step of flushing the system is to
spot-check for signs of corrosion in the system. flush the complete engine oil system. The pro-
Remove end covers, bends, etc., and inspect cedure depends on the engine type and the
accordingly. condition in which the engine is delivered from
the engine builder. For detailed information we
It is important during flushing to keep the oil recommend contacting the engine builder or
warm, approx 60 ˚C, and the flow of oil as high MAN Diesel & Turbo.
as possible. For that reason it may be necessary
to run two pumps at the same time. • Inspection and recording in operation
Inspect the filters before and after the sea trial.
• Filtering and removing impurities
In order to remove dirt and impurities from the During operation of the oil system, check the
oil, it is essential to run the purifier system dur- performance and behaviour of all filters, and
ing the complete flushing period and/or use a note down any abnormal condition. Take im-
bypass unit with a 6 μm fine filter and sump-to- mediate action if any abnormal condition is ob-
sump filtration, see Fig. 8.05.01. served. For instance, if high differential pressure
occurs at short intervals, or in case of abnormal
Furthermore, it is recommended to reduce the back flushing, check the filters and take appro-
filter mesh size of the main filter unit to 10-25 μm priate action.
(to be changed again after sea trial). This can
lead to a reduction of the flushing time. Further information and recommendations regard-
ing flushing, the specified cleanliness level and
The flushing time depends on the system type, how to measure it, and how to use the NAS 1638
the condition of the piping and the experience of oil cleanliness code as an alternative to ISO 4406,
the yard. (15 to 26 hours should be expected). are available from MAN Diesel & Turbo.
%NGINEæBUILDERSæSUPPLY
/ILæANDæTEMPERATUREæRESISTANT
RUBBERææLAYERS æYARDSæSUPPLY
178 07 416.1
cyl. 5
cyl. 2
A B
Lubricating oil
D0 pump suction
Oil level with
Qm 3 oil in
bottom tank Min. height
and with pumps acc. to class
stopped requirements
H3
OL
H1
W D1
H2
L
Cofferdam
A B
4 2
5 cyl.
5 2 *1,350
720
6 cyl.
H0
D2 5 2
Oil outlet from
turbocharger 125 mm
(MAN or Mitsubishi air pipe 2,660
turbocharger) Cofferdam
7 cyl.
* Based on 50 mm thickness of epoxy chocks
7 5 2
8 cyl.
8 5 2 Cyl. No.
078 37 86-2.0.0
Cylinder Drain at
D0 D1 D2 H0 H1 H2 H3 W L OL Qm3
No. cylinder No.
4 24 200 425 65 1,000 425 85 300 400 5,250 900 10.5
5 25 225 450 100 1,035 450 90 300 400 6,750 935 14.0
6 25 250 475 100 1,110 475 95 400 500 7,500 1,010 16.8
7 257 275 550 100 1,150 550 110 400 500 8,250 1,050 19.2
8 258 275 550 100 1,220 550 110 400 500 9,750 1,120 24.2
If space is limited, however, other solutions are Lubricating oil tank operating conditions
possible. Minimum lubricating oil bottom tank vol-
ume (m3) is: The lubricating oil bottom tank complies with the
rules of the classification societies by operation
4 cyl. 5 cyl. 6 cyl. 7 cyl. 8 cyl. under the following conditions:
10.5 14.0 16.8 19.2 23.0
Angle of inclination, degrees
Athwartships Fore and aft
Static Dynamic Static Dynamic
15 22.5 5 7.5
$ECK
)NSIDEæDIAMæOFæPIPEææMM
4OæDRAINæTANK
4OæBEæLAIDæWITHæINCLINATION
6ENTINGæFROMæCRANKCASE
INSIDEæDIAMæOFæPIPEææMM
(OLEæDIAMææMM
4OæBEæEQUIPPEDæWITHæFLAMEæSCREEN
IFæREQUIREDæBYæCLASSæRULES
6APOURæDISCHARGE
$RAINæCOWL !2 FROMæENGINE
)NSIDEæDIAMETER 4HISæPIPEæTOæBE
OFæDRAINæPIPEææMM DELIVEREDæWITHæTHEæENGINE
178 57 78-0.0
Cyl. 1
AE
Drain from
exhaust side
Fore
AE
178 57 58-8.0
Venting of engine plant equipment separately It is not recommended to join the individual vent-
ing pipes in a common venting chamber as shown
The various tanks, engine crankcases and turbo- in Fig. 8.07.03b.
chargers should be provided with sufficient vent-
ing to the outside air. In order to avoid condensed oil (water) from block-
ing the venting, all vent pipes must be vertical or
MAN Diesel & Turbo recommends to vent the in- laid with an inclination.
dividual components directly to outside air above
deck by separate venting pipes as shown in Fig. Additional information on venting of tanks is avail-
8.07.03a. able from MAN Diesel & Turbo, Copenhagen.
Deck
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
AR
AV
10mm orifice
Main engine
Fig. 8.07.03a: Separate venting of all systems directly to outside air above deck
Deck
Venting chamber
Venting for Venting for Venting for Venting for Venting for
auxiliary engine auxiliary engine main engine main engine Venting for scavenge air
crankcase crankcase sump tank crankcase turbocharger/s drain tank
To drain
tank
079 61 00-5.1.1
Cylinder Lubrication
9
MAN Diesel
MAN B&W 9.01
Page 1 of 2
The cost of the cylinder lubricating oil is one of the The cylinder lubricating oil consumption could be
largest contributions to total operating costs, next monitored by installing a flow meter on the pres-
to the fuel oil cost. Another aspect is that the lu- sure side of the pump in the supply line to the ser-
brication rate has a great influence on the cylinder vice tank, if required by the shipowner.
condition, and thus on the overhauling schedules
and maintenance costs. Provided the oil level in the service tank is kept
the same every time the flow meter is being read,
It is therefore of the utmost importance that the the accuracy is satisfactory.
cylinder lubricating oil system as well as its opera-
tion is optimised.
Two-tank cylinder oil supply system
The cylinder lubricators can be either the electronic The nominal cylinder oil feed rate at nominal MCR
MAN B&W Alpha Cylinder Lubricators or a me- for a mechanical cylinder lubricator is typically
chanical type driven by the engine. Basic design is 1.0 - 1.5 g/kWh.
MAN B&W Alpha Cylinder Lubricators, EoD: 4 42
104. The options are listed in the Extent of Delivery. Further information about cylinder lubrication on
different fuel types is available in our publication:
The cylinder lube oil is supplied from a gravity-
feed cylinder oil service tank to where it is being Operation on Low-Sulphur Fuels
pumped from the cylinder oil storage tank. The
size of the cylinder oil service tank depends on The publication is available at
the owner’s and yard’s requirements, and it is www.marine.man.eu → ’Two-Stroke’ → ’Technical
normally dimensioned for minimum two days’ Papers’.
consumption.
MAN B&W MEC/ME-B/-GI engines Mark 8.1 and higher 198 85 66-9.1
MAN Diesel
MAN B&W 9.02
Page 1 of 6
The MAN B&W Alpha cylinder lubrication system, System control units
see Figs. 9.02.02 and 9.02.03, is designed to sup-
ply cylinder oil intermittently, every 2 to 20 engine The cylinder lubrication system is controlled by
revolutions with electronically controlled timing the Master Control Unit (MCU) which calculates
and dosage at a defined position. the injection frequency on the basis of the engine-
speed signal given by the tacho signal (ZE) and
Cylinder lubricating oil is fed to the engine by the fuel index.
means of a pump station which as standard is
mounted on the engine, EoD: 4 42 150, or could Lubricating control functions such as ‘mep de-
be placed in the engine room, option: 4 42 152. pendent’ and ‘load change dependent’ are all
incorporated in the MAN B&W Alpha cylinder lu-
The pump station has two pumps (one operating, brication system.
the other stand-by with automatic start up) with
in-line filters and a heater, see Fig. 9.02.02. The MAN B&W Alpha Cylinder Lubricator is pre-
ferably to be controlled in accordance with the
The oil fed to the injectors is pressurised by Alpha Adaptive Cylinder oil Control (Alpha ACC)
means of one or two Alpha Lubricators placed feed rate system. The Alpha ACC is explained in
on each cylinder and equipped with small the following page.
multipiston pumps, see Fig. 9.02.03.
The MCU is equipped with a Backup Control Unit
Accumulator tanks on the lubricator inlet pipes (BCU) which, if the MCU malfunctions, activates
ensure adequate filling of the lubricator while ac- an alarm and takes control automatically or manu-
cumulators on the outlet pipes serve to dampen ally, via a Switch Board Unit (SBU), Fig. 9.02.04.
the pressure fluctuations. The oil pipes fitted on
the engine is shown in Fig. 9.02.03. The MCU, BCU and SBU together comprise the
Alpha Cylinder Lubricator Control Unit (ALCU) in
On engines with double lubricators, a by-pass shape of a single steel cabinet which is, as stand-
valve allows for circulating and heating the cyl- ard, located in the Engine Control Room. Fig.
inder oil before starting the engine under cold 9.02.05 shows the wiring diagram for the MAN
engine room conditions. On engines with one lu- B&W Alpha Cylinder Lubrication System.
bricator per cylinder, this is done by means of the
valve on the cylinderblock intended for emptying The yard supply should be according to the items
the accumulator. shown in Fig. 9.02.02 within the broken line.
It is a wellknown fact that the actual need for After a running-in period of 500 hours, the feed
cylinder oil quantity varies with the operational rate sulphur proportional factor is 0.20 - 0.34 g/
conditions such as load and fuel oil quality. Con- kWh × S%. The actual ACC factor will be based
sequently, in order to perform the optimal lubrica- on cylinder condition, and preferably a cylinder oil
tion – costeffectively as well as technically – the feed rate sweep test should be applied.
cylinder lubricating oil dosage should follow such
operational variations accordingly. Examples of average cylinder oil consumption
based on calculations of the average worldwide
The Alpha lubricating system offers the possibility sulphur content used on MAN B&W two-stroke
of saving a considerable amount of cylinder lubri- engines are shown in Fig. 9.02.01a and b.
cating oil per year and, at the same time, to obtain
a safer and more predictable cylinder condition. Typical dosage (g/kWh)
1.20
1.10
Alpha ACC (Adaptive Cylinder-oil Control) is the 1.00
0.90
lubrication mode for MAN B&W two-stroke en- 0.80
gines, i.e. lube oil dosing proportional to the en- 0.70
0.60
gine load and proportional to the sulphur content 0.50
in the fuel oil being burnt. 0.40
0.30
0.20
0.10
0.00
Working principle 0 0.5 1 1.5 2 2.5 3 3.5 4
Sulphur %
$ECK
3ERVICEæTANK 3ERVICEæTANK
&ILLINGæPIPE FORæLOWæ". FORæHIGHæ". &ILLINGæPIPE
CYLINDERæOIL CYLINDERæOIL
&LOWæMETER
&LOWæMETER
& ,3 ,3 &
)NTERæLOCK
MMæNOMINALæBORE
3TORAGEæTANK 3TORAGEæTANK
FORæLOWæ". FORæHIGHæ".
CYLINDERæOIL CYLINDERæOIL
-INæMM
3HIPæBUILDER
3HIPæBUILDER
$. $.
$.
!# !5
!#
æ)FæPUMPæSTATIONæISæPLACEDæONæENGINE 0UMP
æ)FæPUMPæSTATIONæISæPLACEDæINæENGINEæROOM STATION
æ)FæREQUIREDæBYæTHEæSHIPOWNER
!5
$.
Fig. 9.02.02: Cylinder lubricating oil supply system for two different BN oils
#YLINDER
:6ææææææ# 3OLENOIDæVALVE
!CCUMULATOR ,UBRICATOR
:4ææææææ# &EEDçBACKæSENSOR
!CCU
#IRCULATIONæVALVEæææ
!5
!#
The letters refer to list of ‘Counterflanges’ #) In case of COLD engine room conditions, open the valve
The item No. refer to ‘Guidance values Automation’ to circulate and heat up the cylinder oil. The valve is then
to be closed before starting.
121 36 61-8.4.0c
Fig. 9.02.03: MAN B&W Alpha cylinder lubricators with piping and instrumentation on engine
The external electrical system must be capable of and slow down (Normally Open) for:
providing the MCU and BCU with an un-interrupt-
ible supply of 24 Volt DC power. • Electronic cylinder lubricator system
The MAN B&W Alpha Cylinder Lubricator System The system has a connection for coupling it to a
is equipped with the following (Normally Closed) computer system or a Display Unit (HMI panel) so
alarms: that engine speed, fuel index, injection frequency,
alarms, etc. can be monitored.
• MCU fail
• MCU power fail The HMI panel for mounting in Engine Control
• MCU common alarm Room (option: 4 42 660) or on the engine (option:
• BCU in control 4 42 160) can be delivered separately.
• BCU fail
• BCU power fail
#YLINDER
3OLENOIDæVALVE
!CCUç
,UBRICATOR
MULATOR
3ENSOR
!5 0UMPæSTATION
WITH 4OæOTHERæCYLINDERS
!# STANDçBYæPUMP
0UMPæCONTROL
UNIT
4OæOTHERæ
CYLINDERS
!LARM
4ACHOæSIGNAL
3WITCH "ACKUP -ASTER SYSTEM
"OARD #ONTROL #ONTROL
5NIT 5NIT 5NIT
3AFETY
)NDEXæSIGNAL
SYSTEM
!LPHAæ#YLINDERæ,UBRICATORæ#ONTROLæ5NIT
(-)æPANEL
For the actual number of cylinder lubrication points on the specific engine see Fig. 9.02.03
178 47 13-9.3
Fig. 9.02.04: Control of the MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
Wiring Diagram
4%
0REçLUBRICATION
0%
!LARM
SYSTEM
!LPHAæ,UBRICATOR
0UMPæ
#ONTROLæ5NIT
CONTROLæUNIT
!,#5
3LOWæDOWN
SYSTEM
5NçINTERRUPTIBLE
POWERæSUPPLY
$ISPLAYæUNIT
(-)æPANEL
)NTERMEDIATE )NTERMEDIATE )NTERMEDIATE
BOX BOX BOX
:% :% :% :%
,UBRIç
CATOR
0ICKçUPS 4ACHO )NDEX
SIGNAL SIGNAL
0ERæCYLINDER
178 47 16-4.2
Fig. 9.02.05: Wiring diagram for MAN B&W Alpha Cylinder Lubrication System, one lubricator per cylinder
4xø19
for mounting
154
To engine
connection AC
Flange ø140
4xø18 PCD 100
(EN362F0042)
425 91
260
850 268
920 410
239
178 52 758.1
Mechanical cylinder lubricator(s), can be mounted Mainly for plants with controllable pitch propeller,
on the fore end of the engine, the size of which will the lubricators could, alternatively, be fitted with a
decide the number of lubricators needed. If driven mechanical lubrication system which controls the
by the engine in sync with the crankshaft move- dosage in proportion to the Mean Effective Pres-
ment, the lubricators could deliver timed injection sure (MEP).
of the cylinder lubrication oil.
An ‘Engine Speed Dependent’ as well as a ‘MEP
The lubricator(s) should have a built-in capability Dependent’ mechanical lubricator could be
for adjustment of the oil quantity and be provided equipped with a ‘Load Change Dependent’ sys-
with a sight glass for each lubricating point. tem, by which the cylinder feed oil rate is auto-
matically increased during starting, manoeuvring
The lubricators should be fitted with: and, preferably, during sudden load changes, see
• Electric heating coils Fig. 9.03.02.
• Low flow and low level alarms.
In that case, the signal for the ‘Load Change De-
In the ‘Engine Speed Dependent’ design, the lu- pendent’ system comes from the electronic gov-
bricator pumps a fixed amount of oil to the cylin- ernor.
ders for each engine revolution.
&ORE !FT
#ONTROLæAIRæFROMæ %LECTRONICæGOVERNOR
MANOEUVRINGæSYSTEM DIGITALæTYPE
æBAR
,3ææææ!,
&3ææææ!,
3OLENOIDæVALVE
!#
,UBRICATOR
çæCYLINDERæENGINESææ,UBRICATORS
çæCYLINDERæENGINESææ,UBRICATORS
178 59 504.0
The letters refer to list of ‘Counterflanges’ Fig 9.03.02: Load change dependent mechanical lubri-
The piping is delivered with and fitted onto the engine cator
178 57 718.0
#YLINDERæ,UBRICATINGæ/ILæ3UPPLYæ3YSTEM
$ECK
3ERVICEæTANK 3ERVICEæTANK
FORæLOWæ". FORæHIGHæ".
CYLINDERæOIL CYLINDERæOIL
&ILLINGæPIPE &ILLINGæPIPE
&LOWæMETER &LOWæMETER
& &
-INæMM
3TORAGEæTANK 3TORAGEæTANK
FORæLOWæ". !# FORæHIGHæ".
CYLINDERæOIL CYLINDERæOIL
MMæNOMINALæBORE
æ)FæREQUIREDæBYæTHEæSHIPOWNER
4HEæLETTERSæREFERæTOæLISTæOFæ@#OUNTERmANGES
ææ
&IGææ#YLINDERæLUBRICATINGæOILæSUPPLYæSYSTEMæFORæTWOæDIFFERENTæ".æCYLINDERæOILSæFORæMECHANICALæLUBRICATORS
10
MAN Diesel
MAN B&W 10.01
Page 1 of 1
For engines running on heavy fuel, it is important The amount of drain oil from the stuffing boxes is
that the oil drained from the piston rod stuffing about 5 10 litres/24 hours per cylinder during
boxes is not led directly into the system oil, as normal service. In the runningin period, it can be
the oil drained from the stuffing box is mixed with higher.
sludge from the scavenge air space.
The relatively small amount of drain oil is led to
The performance of the piston rod stuffing box on the general oily waste drain tank or is burnt in the
the engines has proved to be very efficient, pri- incinerator, Fig. 10.01.01. (Yard’s supply).
marily because the hardened piston rod allows a
higher scraper ring pressure.
Yard’s supply
AE
DN=32 mm
079 32 26-0.1.1
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page 1 of 1
Central Cooling
The water cooling can be arranged in several con- For information on the alternative Seawater Cool-
figurations, the most common system choice be- ing System, see Chapter 12.
ing a central cooling water system.
Advantages of the central cooling system: An arrangement common for the main engine and
MAN Diesel & Turbo auxiliary engines is available
• Only one heat exchanger cooled by seawater, on request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uni-concept Auxiliary Systems for Two-Stroke Main
• Few noncorrosive pipes to be installed Engines and Four-Stroke Auxiliary Engines
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the central cooling water
jacket water cooler, being cooled by central cool- circuit is to be set to minimum 10 °C, whereby the
ing water. temperature follows the outboard seawater tem-
perature when central cooling water temperature
In order to prevent too high a scavenge air tem- exceeds 10 °C.
perature, the cooling water design temperature
in the central cooling water system is normally 36 For external pipe connections, we prescribe the
°C, corresponding to a maximum seawater tem- following maximum water velocities:
perature of 32 °C.
Jacket water ................................................ 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water .................................. 3.0 m/s
inlet temperature to the main engine scavenge Seawater ..................................................... 3.0 m/s
%XPANSIONæTANK
CENTRALæCOOLINGæWATER
04ææææ!,
4HESEæVALVESæTOæBEæPROVIDED
4)ææ 4%ææææ)ææ!, WITHæGRADUATEDæSCALE
3EAWATER
OUTLET
2EGARDINGæTHEæLUBRICATINGæOILæCOOLERS 4)
THISæVALVEæSHOULDæBEæADJUSTEDæSOæTHAT
THEæINLETæTEMPERATUREæOFæTHEæCOOLING 4) 4)
,UBRICATINGæ
WATERæISæNOTæBELOWææª# .
OILæCOOLER
#ENTRAL !3
!IRæPOCKETSæIFæANYæINæTHEæPIPEæLINEæ 0
COOLER 4)
BETWEENæTHEæPUMPSæMUSTæBEæVENTEDæ
TOæTHEæEXPANSIONæTANK
0) 4) 0) 4)
0) 4)
#OOLINGæWATER
DRAINæAIRæCOOLER
3EAWATER
INLET
3EAWATER
INLET
*ACKETæCOOLINGæWATER
3EAæWATER
&UELæOIL
4HEæLETTERSæREFERæTOæLISTæOFæ@#OUNTERFLANGESæ&IGææ
4HEæITEMæ.OæREFERæTOæ@'UIDANCEæVALUESæAUTOMATION
178 52 771.1
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow ..................... see ‘List of Capacities’ Central cooling water flow... see ‘List of Capacities’
Pump head ...................................................2.5 bar Pump head ...................................................2.5 bar
Test pressure .....................according to class rules Delivery pressure ...............depends on location of
Working temperature, normal .....................032 °C expansion tank
Working temperature .................... maximum 50 °C Test pressure .....................according to class rules
Working temperature ..................................... 80 °C
The flow capacity must be within a range from Design temperature...................................... 100 °C
100 to 110% of the capacity stated.
The flow capacity must be within a range from
The differential pressure of the pumps is to be de- 100 to 110% of the capacity stated.
termined on the basis of the total actual pressure
drop across the cooling water system. The ‘List of Capacities’ covers the main engine
only. The differential pressure provided by the
pumps is to be determined on the basis of the to-
Central cooler tal actual pressure drop across the cooling water
system.
The cooler is to be of the shell and tube or plate
heat exchanger type, made of seawater resistant
material. Central cooling water thermostatic valve
Heat dissipation..................... see ‘List of Capacities’ The low temperature cooling system is to be
Central cooling water flow ..... see ‘List of Capacities’ equipped with a threeway valve, mounted as a
Central cooling water temperature, outlet......... 36 °C mixing valve, which bypasses all or part of the
Pressure drop on central cooling side ....max. 0.2 bar fresh water around the central cooler.
Seawater flow........................ see ‘List of Capacities’
Seawater temperature, inlet ............................. 32 °C The sensor is to be located at the outlet pipe from
Pressure drop on the thermostatic valve and is set so as to keep a
seawater side................................ maximum 0.2 bar temperature level of minimum 10 °C.
Due to the central cooler the cooling water inlet See Chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Cooling water pipes
enge air cooler, the lube oil cooler and the jacket
water cooler. Diagrams of cooling water pipes are shown in
Figs. 12.03.01.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi-
cal conditions, i.e. a maximum seawater tempera- Jacket water cooler
ture of 32 °C and an ambient air temperature of
45 °C. The cooler is to be of the shell and tube or plate
heat exchanger type.
Jacket water cooling pump Heat dissipation ................. see ‘List of Capacities’
Jacket water flow ............... see ‘List of Capacities’
The pumps are to be of the centrifugal type. Jacket water temperature, inlet...................... 80 °C
Jacket water flow ............... see ‘List of Capacities’ Pressure drop on jacket water side ....max. 0.2 bar
Pump head ...................................................3.0 bar Central cooling water flow ... see ‘List of Capacities’
Delivery pressure ...............depends on location of Central cooling water
expansion tank temperature, inlet ..............................approx. 42 °C
Test pressure .....................according to class rules Pressure drop on Central
Working temperature ..................................... 80 °C cooling water side ................................max. 0.2 bar
Design temperature...................................... 100 °C
The other data for the jacket cooling water system
The flow capacity must be within a range from can be found in Chapter 12.
100 to 110% of the capacity stated.
For further information about a common cooling
The stated of capacities cover the main engine water system for main engines and MAN Diesel &
only. The pump head of the pumps is to be de- Turbo auxiliary engines, please refer to our publi-
termined on the basis of the total actual pressure cation:
drop across the cooling water system.
Uni-concept Auxiliary Systems for Two-Stroke Main
Engines and Four-Stroke Auxiliary Engines
Scavenge air cooler
The publication is available at www.marine.man.eu
The scavenge air cooler is an integrated part of → ’Two-Stroke’ → ’Technical Papers’.
the main engine.
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page 1 of 1
Seawater Systems
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
,UBRICATING
3EAWATER OILæCOOLER
PUMPS
4HERMOSTATIC
VALVE 0
3EAWATER
OUTLET
3CAVENGE
AIRæCOOLER
*ACKETæWATER
COOLER
3EAWATER
INLET
3EAWATER
INLET
198 98 132.5
Spare Spare
PT 8421 I AH AL TI 8422
PI 8421 TE 8422 I AH
N
TI 8423-2 TI 8423-1
TE 8423-2 I AH TE 8423-1 I AH
AS AS
121 14 99-1.7.0
The letters refer to list of ‘Counterflanges’. The item No. refer to ‘Guidance Values Automation’
Fig. 12.03.01a: Cooling water pipes for engines with two or more turbochargers
TE 8422 I AH PT 8421 I AL AH
TI 8422 PI 8421
BP
BN
P Spare
N
* *
TI 8423-1 TI 8423-n
PDT 8443-1 I PDT 8443-n I
TE 8423-1 I AH TE 8423-n I AH
PT 8444-1 I AL AH PT 8444-n I AL AH
PDT 8424 CoCos PDT 8424 CoCos
TE 8442-1 I AH TE 8442-n I AH
TE 8441-1 I AH TE 8441-n I AH
TI 8442-1 TI 8422-n
W PT 8440-1 I AH AL PT 8440-n I AH AL W
AS AS
The letters refer to list of ‘Counterflanges’. The item No. refer to ‘Guidance Values Automation’
521 21 78-2.3.0
Fig. 12.03.01b: Cooling water cooling pipes with waste heat recovery for engines with two or more turbochargers
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow ..................... see ‘List of Capacities’
Pump head ...................................................2.5 bar Heat dissipation ................. see ‘List of Capacities’
Test pressure ...................... according to class rule Seawater flow .................... see ‘List of Capacities’
Working temperature .................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max. ..................... 32 °C
The flow capacity must be within a range from Pressure drop on
100 to 110% of the capacity stated. cooling water side ........... between 0.1 and 0.5 bar
The cooler is to be of the shell and tube or plate The temperature control valve is a threeway valve
heat exchanger type, made of seawater resistant which can recirculate all or part of the seawater to
material. the pump’s suction side. The sensor is to be locat-
ed at the seawater inlet to the lubricating oil cooler,
Heat dissipation ................. see ‘List of Capacities’ and the temperature level must be a minimum of
Jacket water flow ............... see ‘List of Capacities’ +10 °C.
Jacket water temperature, inlet...................... 80 °C
Pressure drop Seawater flow ..................... see ‘List of Capacities’
on jacket water side ....................maximum 0.2 bar Temperature range,
Seawater flow ..................... see ‘List of Capacities’ adjustable within .................................+5 to +32 °C
Seawater temperature, inlet .......................... 38 °C
Pressure drop on
seawater side ..............................maximum 0.2 bar
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and exhaust just below the lowest water level, and the expan-
valves of the main engine and heating of the fuel sion tank must be located at least 15 m above the
oil drain pipes, see Fig. 12.05.01. top of the exhaust valves.
The jacket water pump draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which In case it is possible to utilise more than 50% of
keeps the main engine cooling water outlet at a the heat available, we recommend to install a ther-
temperature between 88 and 92 °C. mostatic valve at the freshwater generator inlet,
adjusted to keep a minimum cooling water outlet
The engine jacket water must be carefully treated, temperature of 88 °C.
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for- For external pipe connections, we prescribe the
mation. It is recommended to install a preheater following maximum water velocities:
if preheating is not available from the auxiliary
engines jacket cooling water system. Jacket water ................................................ 3.0 m/s
Seawater ..................................................... 3.0 m/s
LS 8412 AL
Alarm device box, Normally closed valve.
Orifice for adjustment of
PT 8413 I see Fig. 12.07.02 To be opened when the
cooling water pressure
M L system is filled with
cooling water. (Manually
Tracing of fuel oil
or automatically)
drain pipe
Preheater
AN Preheater pump Regulating
AF valve
BD TI
AH
PI
K
TI TI
AE AE PI
Deaerating tank,
Jacket water Freshwater
Jacket water pumps, see Fig. 12.07.01
cooler generator
3 bar head
Main
engine
From tracing of fuel oil drain pipe
Water inlet for
cleaning turbocharger
Drain from bedplate/cleaning
turbocharger to waste tank Fresh cooling water drain
TE 8408 I AH YH
M
M
PDS/PDT 8403 AL
TI 8408
To heating fuel
oil drain pipes
AH K
TI 8407
TE 8407 I AL
PT 8401 I AL YL
PS 8402 Z Only GL
121 15 18-4.3.1
Jacket water cooling pump The sensor is to be located at the outlet from the
main engine, and the temperature level must be
The pumps are to be of the centrifugal type. adjustable in the range of 7090 °C.
Deaerating tank
3
Max. jacket water capacity 120 m /h 300 m3/h
Dimensions in mm
Max. nominal diameter 125 200
A 600 800
&
(
B 125 210
!
%
'
C 5 5
D 150 150
$
E 300 500
+
F 910 1,195
)
G 250 350
øH 300 500
øI 320 520
øJ ND 50 ND 80
øK ND 32 ND 50
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
Fig. 12.07.01: Deaerating tank, option: 4 46 640 tion must end flush with the tank, so that no internal edges are
protruding.
%XPANSIONæTANK
,3ææææææ!,
,EVELæSWITCHæFLOAT
!LARMæDEVICE
,EVELæSWITCH
,EVELæSWITCHæFLOAT ,EVELæSWITCHæFLOAT
INæPOSITIONæFORæALARM INæNORMALæPOSITIONæçæNOæALARM
&ROMæDEAERATINGæTANK
198 97 091.1
In order to protect the engine, some minimum Controllable pitch propeller plants
temperature restrictions have to be considered
before starting the engine and, in order to avoid • Normal start of engine:
corrosive attacks on the cylinder liners during
starting. Normally, a minimum engine jacket water
temperature of 50 °C is recommended before
The temperature and speed/load restrictions vary the engine may be started and run up gradu-
with type of propeller as explained below. ally from 50% to 75% of specified MCR load
(SMCR power) during 30 minutes.
Fixed pitch propeller plants For running up between 75% and 100% of
SMCR power, it is recommended that the load
• Normal start of engine: be increased slowly over a period of 60 minutes.
0.50%
The jacket cooling water outlet temperature should
be kept as high as possible and should – before 40
20
10
0
0 10 20 30 40 50 60 70
hours
Preheating time
178 16 631.1
13
MAN Diesel
MAN B&W 13.01
Page 1 of 1
2EDUCTIONæVALVE
2EDUCTIONæSTATION
0IPEæ$.æMM 4OæFUELæVALVE
TESTINGæUNIT
3TARTINGæAIR
&ILTER RECEIVERææBAR
æ«M
!IRæINLETæFOR
TURBOCHARGERæCLEANING 0)
4O
BILGE
"# !0
!
/ILææWATER
SEPARATOR
3TARTINGæAIR
RECEIVERææBAR
0)
æ4OæBILGE
!IRæCOMPRESSORS
The starting air of 30 bar is supplied by the start- Please note that the air consumption for control
ing air compressors to the starting air receivers air, safety air, turbocharger cleaning and for fuel
and from these to the main engine inlet ‘A’. valve testing unit are momentary requirements of
the consumers.
Through a reduction station, filtered compressed
air at 7 bar is supplied to the engine as: The components of the starting and control air
systems are further desribed in Section 13.02.
• Control air for manoeuvring system and for ex-
haust valve air springs, through engine inlet ‘B’ For information about a common starting air sys-
tem for main engines and MAN Diesel auxiliary
• Safety air for emergency stop, through inlet ‘C’. engines, please refer to our publication:
Through a reduction valve, compressed air is sup- Uniconcept Auxiliary Systems for Twostroke Main
plied at 10 bar to ‘AP’ for turbocharger cleaning
(soft blast), and a minor volume used for the fuel The publication is available at www.marine.man.eu
valve testing unit. → ’Two-Stroke’ → ’Technical Papers’.
#OMPONENTSæFORæ3TARTINGæ!IRæ3YSTEM
3TARTINGæAIRæCOMPRESSORS 2EDUCTIONæVALVEæFORæTURBOCHARGERæCLEANINGæETCæ
4HEæSTARTINGæAIRæCOMPRESSORSæAREæTOæBEæOFæTHEæ 2EDUCTIONæææFROMæçæBARæTOææBAR
WATERçCOOLEDæTWOçSTAGEæTYPEæWITHæINTERCOOLING æ 4OLERANCEæ¢
!IRæINTAKEæQUANTITY 4HEæCONSUMPTIONæOFæCOMPRESSEDæAIRæFORæCONTROLæAIRæ
2EVERSIBLEæENGINEæ EXHAUSTæVALVEæAIRæSPRINGSæANDæSAFETYæAIRæASæWELLæASæ
FORææSTARTSææ æSEEæ@,ISTæOFæCAPACITIESæ AIRæFORæTURBOCHARGERæCLEANINGæANDæFUELæVALVEæTESTINGæ
.ONçREVERSIBLEæENGINE ISæCOVEREDæBYæTHEæCAPACITIESæSTATEDæFORæAIRæRECEIV
FORææSTARTSææ æSEEæ@,ISTæOFæCAPACITIESæ ERSæANDæCOMPRESSORSæINæTHEæLISTæOFæCAPACITIES
$ELIVERYæPRESSUREææææBAR
3TARTINGæANDæCONTROLæAIRæPIPES
3TARTINGæAIRæRECEIVERS
4HEæPIPINGæDELIVEREDæWITHæANDælTTEDæONTOæTHEæMAINæ
4HEæSTARTINGæAIRæRECEIVERSæSHALLæBEæPROVIDEDæWITHæ ENGINEæISæSHOWNæINæTHEæFOLLOWINGælGURESæINæ3ECTIONæ
MANæHOLESæANDæmANGESæFORæPIPEæCONNECTIONSæ
4HEæVOLUMEæOFæTHEæTWOæRECEIVERSæIS &IGææ3TARTINGæAIRæPIPES
2EVERSIBLEæENGINE &IGææ!IRæSPRINGæPIPESæEXHAUSTæVALVES
FORææSTARTSæææSEEæ@,ISTæOFæCAPACITIESæ
.ONçREVERSIBLEæENGINEæ
FORææSTARTSæææSEEæ@,ISTæOFæCAPACITIESæ
4URNINGæGEAR
7ORKINGæPRESSUREææææBAR
4ESTæPRESSUREææ æACCORDINGæTOæCLASSæRULE 4HEæTURNINGæWHEELæHASæCYLINDRICALæTEETHæANDæISælT
TEDæTOæTHEæTHRUSTæSHAFTæ4HEæTURNINGæWHEELæISæDRIVENæ
2EDUCTIONæSTATIONæFORæCONTROLæANDæSAFETYæAIRæ %NGAGEMENTæANDæDISENGAGEMENTæOFæTHEæTURNINGæ
GEARæISæEFFECTEDæBYæDISPLACINGæTHEæPINIONæANDæTER
)NæNORMALæOPERATINGæEACHæOFæTHEæTWOæLINESæSUPPLIESæ MINALæSHAFTæAXIALLYæ4OæPREVENTæTHEæMAINæENGINEæ
ONEæENGINEæINLETæ$URINGæMAINTENANCEæTHREEæISOLAT
FROMæSTARTINGæWHENæTHEæTURNINGæGEARæISæENGAGEDæ
INGæVALVESæINæTHEæREDUCTIONæSTATIONæALLOWæONEæOFæTHEæ THEæTURNINGæGEARæISæEQUIPPEDæWITHæAæSAFETYæARRANGE
TWOæLINESæTOæBEæSHUTæDOWNæWHILEæTHEæOTHERæLINEæSUP
MENTæWHICHæINTERLOCKSæWITHæTHEæSTARTINGæAIRæSYSTEM
PLIESæBOTHæENGINEæINLETSæSEEæ&IGæ
4HEæTURNINGæGEARæISæDRIVENæBYæANæELECTRICæMOTORæ
2EDUCTIONæææFROMæçæBARæTOææBAR WITHæAæBUILTçINæGEARæANDæBRAKEæ+EYæSPECIlCATIONSæ
æ 4OLERANCEæ¢ OFæTHEæELECTRICæMOTORæANDæBRAKEæAREæSTATEDæINæ3EC
TIONæ
&LOWæRATEæFREEæAIRæ ææ.ORMALæLITERSMIN
EQUALæTOææMS
&ILTERælNENESSææ ææxM
"LOWæOFF
3TARTINGæAIRæDISTRIBUTORæNOææ
3TARTINGæAIRæDISTRIBUTORæNOæ
%XHAUSTæVALVE
ACTUATORæ
#YLæ
3TARTINGæVALVE
"URSTINGæCAP
0UNCTUREæPIPEæONLY
:6ææææææ# æCYLæENGINESæ
"LOW
:6ææææææ# OFF
:3ææææææ# ",/#+%$ "LOWæOFF
:3ææææææ# 3%26)#%
3LOWæTURNING
ææ
-AINæSTARTINGæVALVE !
æ.UMBERæOFæ3TARTINGæAIRæDISTRIBUTORS
04ææææææ)æææ!, æ çæCYLææææPC
0)æææ ,OCALæOPERATIONæPANEL æ çæCYLææææPCS
The starting air pipes, Fig. 13.03.01, contain a Please note that the air consumption for control
main starting valve (a ball valve with actuator), air, turbocharger cleaning and for fuel valve testing
a nonreturn valve, starting air distributor(s) and unit are momentary requirements of the consum-
starting valves. ers.
The main starting valve is combined with the ma- For information about a common starting air sys-
noeuvring system, which controls the start of the tem for main engines and auxiliary engines, please
engine. Slow turning before start of engine is an refer to the Engine Selection Guide or to our pub-
option: 4 50 140 and is recommended by MAN lication:
Diesel, see section 16.01.
Uniconcept Auxiliary Systems for Twostroke Main
The starting air distributor regulates the supply of
control air to the starting valves in accordance The publication is available at www.marine.man.eu
with the correct firing sequence. → ’Two-Stroke’ → ’Technical Papers’.
198 60 601.0
MAN B&W K98MC/MCC6/7, S90MC-C7/8, K90MC-C6, S80MC6,
S80MC-C7/8, K80MC-C6, S70MC6, S/L70MC-C7/8, S60MC6, MAN Diesel
S/L60MC-C7/8
MAN B&W 13.03
Page 2 of 2
PT 8505 I AL
B
Air supply Safety relief valve Safety relief valve Safety relief valve
(from the
manoeuvring Air
system) spring
MAN Diesel & Turbo delivers a turning gear with Turning gear with electric motor of other protec-
built-in disc brake, option 40 80 101. Two basic ex- tion or insulation classes can be ordered, option
ecutions are available for power supply frequencies 40 80 103. Information about the alternative ex-
of 60 and 50 Hz respectively. Nominal power and ecutions is available on request.
current consumption of the motors are listed below.
Electric motor and brake, voltage .... 3 x 440-480 V Electric motor and brake, voltage .....3 x 380-415 V
Electric motor and brake, frequency..............60 Hz Electric motor and brake, frequency..............50 Hz
Protection, electric motor / brake ...................IP 54 Protection, electric motor / brake ...................IP 54
Insulation class ..................................................... F Insulation class ..................................................... F
Scavenge Air
14
MAN Diesel
MAN B&W 14.01
Page 1 of 1
Scavenge air is supplied to the engine by one or The scavenge air system (see Figs. 14.01.01 and
more turbochargers, located on the exhaust side 14.02.01) is an integrated part of the main engine.
of the engine. However, if the engine is fitted with
one turbocharger only, this can be located on the The engine power figures and the data in the ‘List
aft end of the engine, option: 4 59 124. of Capacities’ are based on MCR at tropical con-
ditions, i.e. a seawater temperature of 32 °C, or
The compressor of the turbocharger draws air freshwater temperature of 36 °C, and an ambient
from the engine room, through an air filter, and air inlet temperature of 45 °C.
the compressed air is cooled by the scavenge
air cooler, one per turbocharger. The scavenge
air cooler is provided with a water mist catcher,
which prevents condensate water from being car-
ried with the air into the scavenge air receiver and
to the combustion chamber.
%XHAUSTæGAS
RECEIVER
%XHAUSTæVALVE
4URBOCHARGER
#YLINDERæLINER
3CAVENGEæAIR
RECEIVER
3CAVENGEæAIR
COOLER
7ATERæMIST
CATCHER
178 25 188.1
Auxiliary Blowers
2UNNINGæWITHæAUXILIARYæBLOWER
2UNNINGæWITHæTURBOCHARGER
178 44 70-5.1
The auxiliary blowers are fitted onto the main en- • The pressure switch ‘P’ controls the run/stop
gine and controlled by a system comprising: signals, while pressure switch ‘B’ is part of the
auxiliary blower alarm circuit.
1 pc Control Panel
1 pc Starter Panel per Auxiliary Blower The control panel is yard’s supply. It can be or-
2 pc Pressure Switches dered as an option: 4 55 650.
Referring to the diagram of the auxiliary blower The starter panels with starters for the auxiliary
control system, Fig. 14.02.02: blower motors are not included, they can be or-
dered as an option: 4 55 653. (The starter panel
• The Control Panel controls the run/stop signals design and function is according to MAN Diesel’s
to all Auxiliary Blower Starter Panels. The Con- diagram, however, the physical layout and choice
trol Panel consists of an operation panel and a of components has to be decided by the manu-
terminal row interconnected by a 1,200 mm long facturer).
wire harness.
Heaters for the blower motors are available as an
• The Auxiliary Blower Starter Panels control and option: 4 55 155.
protect the Auxiliary Blower motors, one panel
with starter per blower.
#ONTROLæPANEL /NæENGINE
!LARMæSYSTEM
3AFETYæSYSTEM
%NGINEæ#ONTROLæ2OOMænæ%#2
%NGINEæROOM
- - - - -
!UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR
BLOWER HEATER BLOWER HEATER BLOWER HEATER BLOWER HEATER BLOWER HEATER
513 53 301.0.0
On the operation panel, three control modes are The operation panel and terminal row have to be
available to run/stop the blowers: mounted in the Engine Control Room Manoeu-
vring Console, see Section 16.01.
• AUTO – Run/stop is automatically controlled by
scavenge air pressure The control panel for the auxiliary blowers includ-
ing the operation panel, wiring harness and termi-
• MANUAL – Start of all blowers in sequence at nal row is shown in Fig. 14.02.03.
intervals of 6 sec
-!).¬%.').%
!58),)!29¬",/7%2¬#/.42/,
AUXILIARY AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2 BLOWER 3
RUNNING RUNNING RUNNING
+ + +
4ERMINALæROWæTOæBEæMOUNTEDæINæ
THEæ-ANOEUVRINGæ#ONSOLE
512 36 604.0.0
Fig. 14.02.03: Control panel including operation panel, wiring harness and terminal row, option: 4 55 650
Turbocharger
Exh. receiver
Cyl. 1
525 11 86-5.0.1
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
The air side of the scavenge air cooler can be The system is equipped with a drain box with a
cleaned by injecting a grease dissolving media level switch, indicating any excessive water level.
through ‘AK’ to a spray pipe arrangement fitted to
the air chamber above the air cooler element. The piping delivered with and fitted on the engine
is shown in Fig 14.05.01.
Atf
AK
AK
DX
DX
LS 8611 AH LS 8611 AH
AL AM
DX AL
Oil in water
Drain water High level alarm
monitor
Hull
collecting tank (15ppm oil)
Start pump
Stop pump
Low level alarm
Overboard
079 21 94-1.0.0c
Fig. 14.05.02: Suggested automatic disposal of drain water, if required by owner (not a demand from MAN Diesel &
Turbo)
AK
PI
DN=25 mm
Freshwater
(from hydrophor)
DX AL
Recirculation
DN=50 mm
AM
DN=50 mm
TI
Circulation pump
Chemical
cleaning tank Filter Drain from air cooler
1 mm mesh size cleaning & water mist
catcher in air cooler
Heating coil
No. of cylinders
The letters refer to list of ‘Counterflanges‘
5 6-8
Chemical tank capacity, m3 0.3 0.6
3
Circulation pump capacity at 3 bar, m /h 1 2
079 21 94-1.0.2a
Fig. 14.05.03: Air cooler cleaning system with Air Cooler Cleaning Unit, option: 4 55 665
The scavenge air box is continuously drained The pressurised drain tank must be designed to
through ‘AV’ to a small pressurised drain tank, withstand full scavenge air pressure and, if steam
from where the sludge is led to the sludge tank. is applied, to withstand the steam pressure avail-
Steam can be applied through ‘BV’, if required, to able.
facilitate the draining. See Fig. 14.06.01.
The system delivered with and fitted on the en-
The continuous drain from the scavenge air box gine is shown in Fig. 14.07.03 Scavenge air space,
must not be directly connected to the sludge tank drain pipes.
owing to the scavenge air pressure.
Deck / Roof
DN=15 mm
BV AV
AV1
Orifice 10 mm
DN=65 mm
1,000 mm
Normally open.
Steam inlet pressure 310 bar. To be closed in case of
If steam is not available, 7 bar fire in the scavenge air box.
Drain
compressed air can be used.
tank
079 61 03-0.4.1
Fig. 14.06.01: Scavenge air box drain system
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections Steam pressure: 3-10 bar
are shown in Fig. 14.07.01 and the piping fitted Steam quantity, approx.: 3.2 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing Freshwater pressure: min. 3.5 bar
system for scavenge air space is selected by the Freshwater quantity, approx.: 2.6 kg/cyl.
fire extinguishing agent:
CO2/Argonite fire extinguishing for scavenge air
• basic solution: 4 55 140 Steam space
• option: 4 55 142 Water mist CO2/Argonite test pressure: 150 bar
• option: 4 55 143 CO2 CO2 quantity, approx.: 6.5 kg/cyl.
• option: 4 55 144 Argonite Argonite quantity approx.: 2.0 kg/cyl.
AT AT
DN 40 mm
Normal position
open to bilge DN 20 mm
CO 2 bottles
To prevent the fire from spreading to the next cylinder(s), the ball-valve of the
AT neighbouring cylinder(s) should be opened in the event of fire in one cylinder.
DN 40 mm
Argonite
Normal position
open to bilge At least two bottles ought to be installed, one as spare.
To prevent the fire from spreading to the next cylinder(s), the ball-valve of the
neighbouring cylinder(s) should be opened in the event of fire in one cylinder.
079 61 029.3.0b
Exhaust side
Cyl. 1
Manoeuvering side
TE 8610 I AH Y
Extinguishing agent:
AT
Exhaust side
Cyl. 1
Fore
AV
BV
Exhaust Gas
15
MAN Diesel
MAN B&W 15.02
Page 1 of 3
*)
TI/TE 8702 I AH AL YH YL Cyl. 1
PI 8601
PI 8706
Turbocharger
**)
PT 8706 TI 8701
Flange connection D
TI/TT 8707 I AH
PDT 8607 **)
TE 8612 **)
**) CoCos
Cleaning Systems
PI 8804
AN
Compressor cleaning
To bedplate drain, AE
121 15 21-8.1.1
0)ææææ
!.
7ATERæINLET
)NLETæVALVE
!""æ40,æ4URBOCHARGER
$RAINæCOCK
#OMPRESSORæCLEANING
7ATERæCLEANINGæNOZZLE
4OæBEDPLATEæDRAINæ!%
121 36 75-1.1.0
Fig. 15.02.03: Water washing of turbine and compressor sides for ABB TPL turbochargers
PI 8803
AP
514 69 25-5.1.0
0)ææææ
!0
$RAIN
$RYæCLEANINGæTURBINEæSIDE
126 40 93-0.2.0
%XHAUSTæ'ASæ3YSTEMæFORæ-AINæ%NGINE
!SæLONGæASæTHEæTOTALæBACKçPRESSUREæOFæTHEæEXHAUSTæ )TEMSæTHATæAREæTOæBEæCALCULATEDæORæREADæFROMæTABLESæ
GASæSYSTEMæINCORPORATINGæALLæRESISTANCEæLOSSESæ ARE
FROMæPIPESæANDæCOMPONENTS æCOMPLIESæWITHæTHEæ
ABOVEçMENTIONEDæREQUIREMENTSæTHEæPRESSUREæ sæ%XHAUSTæGASæMASSæmOWæRATEæTEMPERATUREæANDæMAX
LOSSESæACROSSæEACHæCOMPONENTæMAYæBEæCHOSENæIN
IMUMæBACKæPRESSUREæATæTURBOCHARGERæGASæOUTLET
DEPENDENTLYæSEEæPROPOSEDæMEASURINGæPOINTSæ- æ sæ$IAMETERæOFæEXHAUSTæGASæPIPES
INæ&IGææ4HEæGENERALæDESIGNæGUIDELINESæFORæ sæ5TILISATIONæOFæTHEæEXHAUSTæGASæENERGY
EACHæCOMPONENTæDESCRIBEDæBELOWæCANæBEæUSEDæ sæ!TTENUATIONæOFæNOISEæFROMæTHEæEXHAUSTæPIPEæOUTLET
FORæGUIDANCEæPURPOSESæATæTHEæINITIALæPROJECTæSTAGE sæ0RESSUREæDROPæACROSSæTHEæEXHAUSTæGASæSYSTEM
sæ%XPANSIONæJOINTS
%XHAUSTæGASæPIPINGæSYSTEMæFORæMAINæENGINE
4HEæEXHAUSTæGASæPIPINGæSYSTEMæCONVEYSæTHEæGASæ
FROMæTHEæOUTLETæOFæTHEæTURBOCHARGERS æTOæTHEæAT
MOSPHERE
4HEæEXHAUSTæPIPINGæISæSHOWNæSCHEMATICALLYæINæ
&IGæ
When dimensioning the compensator, option: Engine plants are usually designed for utilisation of
4 60 610, for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece, option: 4 60 601, duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
$
%XHAUSTæGASæOUTLET $ %XHAUSTæGASæOUTLET
TOæTHEæATMOSPHERE
TOæTHEæATMOSPHERE
%XHAUSTæGASæ %XHAUSTæGASæ
SILENCER SILENCER
$
$
3LIDEæSUPPORT %XHAUSTæGASæ
%XHAUSTæGASæ BOILER
3LIDEæSUPPORT BOILER
&IXEDæSUPPORT
&IXEDæSUPPORT $
$ %XHAUSTæGASæCOMPENSATOR
$
%XHAUSTæGASæCOMPENSATOR
4RANSITIONæPIECE
4URBOCHARGERæGAS
OUTLETæFLANGE $
-AINæENGINEæWITH
TURBOCHARGERæONæAFTæEND
-AINæENGINEæWITHæTURBOCHARGERS
ONæEXHAUSTæSIDE
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs
178 16 99-1.2
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
Mass density of exhaust gas (ρ) where Δp incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273 + T
x 1.015 in kg/m3
ΔpM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).
a a
60 b
Changeover valves 90 R=D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section
ζa = 0.6 to 1.2
60
120 ζb = 1.0 to 1.5 R=D ζ = 0.16
ζc = 1.5 to 2.0 ζ = 0.12
a b
R = 1.5D
ζ = 0.11
D
R
R = 2D
Changeover valve
of type with volume
ζa = ζb = about 2.0 30
ζ = 0.05
D
90
M
p1 Spark
arrester D
M
R=D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45
ptc
M
D
M ζ = 0.14
Exhaust
p3 gas boiler
M
Outlet from ζ = 1.00
top of exhaust
gas uptake
Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
$"
$"
$#
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on exhaust side
Table 15.06.02a: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on exhaust side
$!
!FT #YLæ
$#
DA: Max. movement of the turbocharger flange in the vertical direction 078 87 11-1.0.0a
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on aft end
Table 15.06.02b: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on aft end
M1 M3 M1 M3
F2 F3
F2 F3
Mitsubishi
F1 M1 M3
F2 F3
078 38 48-6.2.2
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Table 15.06.04 indicates the maximum permis- M3), on the exhaust gas outlet flange of the turbo-
sible forces (F1, F2 and F3) and moments (M1 and charger(s). Reference is made to Fig. 15.06.03.
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCA55 3,400 6,900 9,100 9,100 4,500
TCA66 3,700 7,500 9,900 9,900 4,900
MAN
TCA77 4,100 8,200 10,900 10,900 5,400
TCA88 4,500 9,100 12,000 12,000 5,900
A175 / A275 3,300 3,300 5,400 3,500 3,500
ABB A180 / A280 4,600 4,600 6,800 4,400 4,400
A185 6,600 6,600 8,500 5,500 5,500
MET48 Available on request
MET53 4,900 2,500 7,300 2,600 2,300
MET60 6,000 3,000 8,300 2,900 3,000
MHI
MET66 6,800 3,400 9,300 3,200 3,000
MET71 7,000 3,500 9,600 3,300 3,100
MET83 9,800 4,900 11,700 4,100 3,700
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$ $
$
&IXEDæPOINT
$
%XPANSIONæJOINT
OPTIONæææ
4RANSITIONæPIECE 4RANSITIONæPIECE
OPTIONæææ OPTIONæææ
#ENTREæLINEæTURBOCHARGER #ENTREæLINEæTURBOCHARGER
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 122 charger located on aft end of engine, option: 4 59 124
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
16
MAN Diesel
MAN B&W 16.01
Page 1 of 11
)Næ%NGINEæ#ONTROLæ2OOM
%#2æPANEL
)Næ%NGINEæ2OOM/Næ%NGINE
%3# 'OVERNOR
0RESSUREæTRANSMITTERæFORæSCAVENGEæAIR !CTUATORæFORæFUELæPUMP
20-æPICKçUPS
ææ
&IGææ%NGINEæ#ONTROLæ3YSTEMæ,AYOUT
317 74 06-9.0.0
Fig. 16.01.02a: Diagram of manoeuvring system for reversible engine with FPP, slow turning and VIT
The basic manoeuvring diagram is applicable for The slow turning valve diverts the starting air to
reversible engines, i.e. those with Fixed Pitch Pro- partially bypass the main starting valve. During
peller (FPP), and shown in Fig. 16.01.02. slow turning the engine will rotate so slowly that,
in the event that liquids have accumulated on the
The lever on the Engine Side Console can be set piston top, the engine will stop before any harm
to either Manual or Remote position, see Fig. occurs.
16.01.06a, b and c.
Sequence Diagram
:3 #
3ERVICEææ"LOCKED
:3 #
!
:3 #
-AINæSTARTINGæVALVE
:3 #
3LOWæTURNING
VALVE
8
8
:6 # 3LOWæTURNING
3TARTINGæAIR
DISTRIBUTOR
3TARTINGæVALVE
%NGINEæCONTROL
28 1 3/4-way solenoid valve
ROOMæCONSOLE
78 1 Switch, yard’s supply
Additional components for slow turning are the slow turning valve in bypass and position nos. 28 and 78
The item No. refers to ‘Guidance values ‘automation’
The letter refers to list of ‘Counterflanges’
The piping is delivered with and fitted onto the engine
178 58 11.5-0
Fig. 16.01.03: Starting air system, with slow turning, option: 4 50 140
The engine is, as standard, provided with an elec- Governor for ‘Conventional’ plants
tronic/mechanical type of fuel pump actuator of a
make approved by MAN Diesel & Turbo. A typical example of a ‘conventional’ marine in-
stallation is:
The speed setting of the actuator is determined by
an electronic signal from the electronic governor • An engine directly coupled to a fixed pitch pro-
of a make approved by MAN Diesel & Turbo. The peller.
actuator shaft is connected to the fuel regulating
shaft by means of a mechanical linkage. With a view to such an installation, the engine is,
as standard, equipped with a ‘conventional’ elec-
When selecting the governor, the complexity of tronic governor with actuator of a make approved
the installation has to be considered. We normally by MAN Diesel & Turbo, e.g.:
distinguish between ‘conventional’ and ‘advanced’
marine installations. 4 65 172 Lyngsø Marine
The actuator, revolution transmitter and the pres- • Plants with flexible coupling in the shafting sys-
sure transmitter are mounted on the engine. tem
It should be noted that the shut down system, the • Plants with shaft generator with great require-
governor and the remote control system must be ment for frequency accuracy.
compatible if an integrated solution is to be ob-
tained.
UAL
-AN OL
TR
CON
R
ERNO
' OV O L
N T R
CO
R ACK
&UELæ
:3 #
!CTUATORæFORæFUELæRACK
% # %NGINEæSIDEæHANDWHEEL
178 58 12-7.0
2EMOTE
-ANUAL
-).
34!24
-!8
34/0
4ELEGRAPH
#ONTROLæROOM
!HEAD !STERN
"RIDGEæCONTROL
!STERN
!HEAD
3TART
3TOP
:3ææ#
:3æ
:3æ
03ææ#
:3ææ#
:3ææ#
:3ææ#
:3ææ#
:3ææ#
:3ææ#
178 58 13-9.0
Fig. 16.01.05: Components for remote control of reversible engine with FPP with bridge control
2%-/4%
-!.5!,
-!8
!34%2.
34!24
!(%!$
-).
34!24 34/0
34/0
34/0
178 58 15-2.0
2%-/4%
!(%!$
-!.5!,
03 #
æ
6)4
03 # æ!HEAD
æ!STERN
3UPPLY
ææ3TOP
03 #
ææ3TART
ææ2EMOTE
æ4ERMINALææONLYæCONNECTEDæONæENGINESæWITHæ6)4æTYPEæFUELæPUMPS
178 58 16-4.0
34!24
34/0
34/0
-!8
-).
2%-æææææ% %-%2'%.#9 !(æææææ$ !34%2.
34!24
34/0
Components included for: The instrument panel includes:
178 58 14-0.0
178 58 17-6.0
1 Free space for mounting of safety panel 8 Switch and lamp for cancelling of limiters for
Engine builder’s supply governor
2 Tachometer(s) for turbocharger(s) 9 Engine control handle, option: 4 65 625 from engine
3 Indication lamps for: maker
Ahead * 10 Pressure gauges for:
Astern Scavenge air
Engine Side Control Lubricating oil, main engine
Control Room Control Cooling oil, main engine
Wrong way alarm Jacket cooling water
Turning gear engaged Sea cooling water
Main starting valve in service Lubricating oil, camshaft
Main starting valve in blocked mode Fuel oil before filter
Remote control Fuel oil after filter
Shut down Starting air
(Spare) Control air supply
Lamp test * 10 Thermometer:
4 Tachometer for main engine Jacket cooling water
5 Revolution counter Lubricating oil water
6 Switch and lamps for auxiliary blowers
7 Free spares for mounting of bridge control
equipment for main engine
Note: If an axial vibration monitor is ordered (option: 4 * These instruments have to be ordered as option:
31 116 ) the manoeuvring console has to be extended 4 75 645 and the corresponding analogue sensors on
by a remote alarm/slow down indication lamp. the engine as option: 4 75 128.
Fig. 16.01.07: Instruments and pneumatic components for Engine Control Room console, yard’s supply
178 58 22-3.0
Fig. 16.01.08a: Sequence diagram for fixed pitch propeller, MC/MC-C types 98-60
To support the navigator, the vessels are equip- For the safety system, combined shut down and
ped with a ship control system, which includes slow down panels approved by MAN Diesel & Tur-
subsystems to supervise and protect the main bo are available. The following options are listed in
propulsion engine. the Extent of Delivery:
The alarm system has no direct effect on the En- 4 75 636 Mitsui Zosen Systems Research.
gine Control System (ECS). The alarm alerts the
operator of an abnormal condition. Where separate shut down and slow down panels
are installed only panels approved by MAN Diesel
The alarm system is an independent system, in & Turbo must be used.
general covering more than the main engine itself,
and its task is to monitor the service condition In any case, the remote control system and the
and to activate the alarms if a normal service limit safety system (shut down and slow down panel)
is exceeded. must be compatible.
Slow down system This system enables the navigator to transfer the
commands of engine speed and direction of rota-
The engine safety system is an independent sys- tion from the Bridge, the engine control room or
tem with its respective sensors on the main en- the Engine Side Console (ESC).
gine, fulfilling the requirements of the respective
classification society and MAN Diesel & Turbo.
Remote Control system
Safety system The remote control system normally has two alter-
native control stations:
The engine safety system is an independent sys-
tem with its respective sensors on the main en- • the Bridge Control console
gine, fulfilling the requirements of the respective • the Engine Control Room console
classification society and MAN Diesel & Turbo.
The remote control system is to be delivered by a
If a critical value is reached for one of the meas- supplier approved by MAN Diesel & Turbo.
uring points, the input signal from the safety
system must cause either a cancellable or a
noncancellable shut down signal to the ECS.
Instrumentation
Vibration Aspects
17
MAN Diesel
MAN B&W 17.01
Page 1 of 1
C C
Vibration Aspects
The 2nd order moment acts only in the vertical Compensator solutions
direction. Precautions need only to be considered
for 4, 5 and 6-cylinder engines in general. Several solutions are available to cope with the
2nd order moment, as shown in Fig. 17.03.02, out
Resonance with the 2nd order moment may oc- of which the most cost efficient one can be cho-
cur in the event of hull vibrations with more than sen in the individual case, e.g.:
3 nodes. Contrary to the calculation of natural
frequency with 2 and 3 nodes, the calculation of 1) No compensators, if considered unnecessary
the 4 and 5-node natural frequencies for the hull on the basis of natural frequency, nodal point
is a rather comprehensive procedure and often and size of the 2nd order moment.
not very accurate, despite advanced calculation
methods. 2) A compensator mounted on the aft end of the
engine, driven by the main chain drive, option:
A 2nd order moment compensator comprises two 4 31 203.
counterrotating masses running at twice the en-
gine speed. 3) A compensator mounted on the fore end,
driven from the crankshaft through a separate
chain drive, option: 4 31 213.
1st order moments act in both vertical and hori- Since resonance with both the vertical and the
zontal direction. For our twostroke engines with horizontal hull vibration mode is rare, the standard
standard balancing these are of the same magni- engine is not prepared for the fitting of 1st order
tudes. moment compensators.
For engines with five cylinders or more, the 1st Data on 1st order moment compensators and
order moment is rarely of any significance to the preparation as well as options in the Extent of De-
ship. It can, however, be of a disturbing magnitude livery are available on request.
in fourcylinder engines.
engines.
If it is decided not to use chain driven moment • The decision whether or not to install compen-
compensators and, furthermore, not to prepare sators can be taken at a much later stage of a
the main engine for compensators to be fitted lat- project, since no special version of the engine
er, another solution can be used, if annoying 2nd structure has to be ordered for the installation.
order vibrations should occur: An external electri-
cally driven moment compensator can neutralise • No preparation for a later installation nor an ex-
the excitation, synchronised to the correct phase tra chain drive for the compensator on the fore
relative to the external force or moment. end of the engine is required. This saves the
cost of such preparation, often left unused.
This type of compensator needs an extra seating
fitted, preferably, in the steering gear room where • Compensators could be retrofit, even on ships
vibratory deflections are largest and the effect of in service, and also be applied to engines with a
the compensator will therefore be greatest. higher number of cylinders than is normally con-
sidered relevant, if found necessary.
The electrically driven compensator will not give
rise to distorting stresses in the hull, but it is more • The compensator only needs to be active at
expensive than the engine-mounted compensa- speeds critical for the hull girder vibration. Thus,
tors. It does, however, offer several advantages it may be activated or deactivated at specified
over the engine mounted solutions: speeds automatically or manually.
• When placed in the steering gear room, the • Combinations with and without moment com-
compensator is not as sensitive to the position- pensators are not required in torsional and axial
ing of the node as the compensators 2) and 3) vibration calculations, since the electrically
mentioned in Section 17.02. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
2
M2V
2 Node AFT
F2C
Lnode
Moment compensator
Fore end, option: 4 31 213 M2V
M2C
2 2
Electrically driven moment compensator
Compensating moment
FD × Lnode
outbalances M2V
Centre line
crankshaft M2V
FD
Node Aft
3 and 4node vertical hull girder mode
L n
D od
4 Node e
3 Node
178 27 104.2
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classified in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/crankshaft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing, the above-men-
twisting (excited by Xmoment) movement of the tioned natural frequency will increase to a level
engine as illustrated in Fig. 17.05.01. where resonance will occur above the normal en-
gine speed. Details of the top bracings are shown
The guide force moments corresponding to the in Chapter 05.
MCR rating (L1) are stated in Table 17.07.01.
Htype Xtype
Lz MH Lz DistX
L L Cyl.X M x
Crankshaft centre line
Z X
178 06 816.4
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined as:
for each cylinder, the Nth order Htype guide force
moment for an Ncylinder engine with regular fir- MX = ‘BiMoment’/L kNm
ing order is:
For modelling purpose, the size of the four (4)
N × MH(one cylinder) forces can be calculated:
m
m
m
10
1
5x10 2 mm/s
ΙΙΙ
10
5
m
m
/s 2
10 2 mm/s
m
m
1
10
±50mm/s
t
en
em
±1
ΙΙ
ac
0m
pl
/s
is
2
m
D
m
±2
±25mm/s
m
m
±1
Ι
10
4
Velocity m
m
/s 2
10 mm/s
m
m
2
10
Ac
ce
le
ra
tio
n
10
3
m
m
/s 2
1 mm/s
m
m
3
10
5x10 1 mm/s
60 100 10 1.000 10 6.000 c/min
m 2
m
m m
/s 2 /s 2
1 Hz 10 Hz Frequency 100 Hz
Zone Ι: Acceptable
Zone ΙΙ: Vibration will not damage the main engine, however,
under adverse conditions, annoying/harmful vibration
responses may appear in the connected structures
Zone ΙΙΙ: Not acceptable
078 81 27-6.1
Axial Vibrations
When the crank throw is loaded by the gas pressure The socalled QPT (Quick Passage of a barred speed
through the connecting rod mechanism, the arms of range Technique), is an alternative to a torsional
the crank throw deflect in the axial direction of the vibration damper, on a plant equipped with a control-
crankshaft, exciting axial vibrations. Through the thrust lable pitch propeller. The QPT could be implemented
bearing, the system is connected to the ship’s hull. in the governor in order to limit the vibratory stresses
during the passage of the barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations of be decided by the engine maker and MAN Diesel &
the ship`s structure due to the reaction force in the Turbo based on final torsional vibration calculations.
thrust bearing are to be consideraed.
Sixcylinder engines, require special attention. On
An axial damper is fitted as standard on all engines, min- account of the heavy excitation, the natural frequen-
imising the effects of the axial vibrations, EoD: 4 31 111. cy of the system with one-node vibration should
be situated away from the normal operating speed
range, to avoid its effect. This can be achieved by
Torsional Vibrations changing the masses and/or the stiffness of the
system so as to give a much higher, or much lower,
The reciprocating and rotating masses of the engine natural frequency, called undercritical or overcritical
including the crankshaft, the thrust shaft, the inter- running, respectively.
mediate shaft(s), the propeller shaft and the propeller
are for calculation purposes considered a system of Owing to the very large variety of possible shafting
rotating masses (inertias) interconnected by torsional arrangements that may be used in combination with
springs. The gas pressure of the engine acts through a specific engine, only detailed torsional vibration cal-
the connecting rod mechanism with a varying torque culations of the specific plant can determine whether
on each crank throw, exciting torsional vibration in or not a torsional vibration damper is necessary.
the system with different frequencies.
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, in- ter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.marine.man.eu → ’Two-Stroke’ → ’Technical
shaft system, leading to a relatively low natural Papers’.
frequency.
No of cylinder : 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for
all cylinder numbers.
c) 5 and 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the
2nd order external moment.
Table 17.07.01
18
MAN Diesel
MAN B&W 18.01
Page 1 of 1
PMI System
0RESSUREæTRANSDUCER
0-)æCONTOLLERæBOX
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178 59 57-7.0
The PMI system is available in two versions, • On-line version, option 4 75 215:
PT/S off-line and on-line, see Fig. 18.02.01 and 02. Fixed mounted pressure transducing sensor on
each cylinder for continuous measurements,
The basic functions of the two different versions analysis and adjustments.
are:
Junction box
PMI/CoCoS
EDS PC PMI DAU
Data Aqusition Unit
To Tacho System
To Pscav sensor
Switch/router
Connectors
AMS PC *
* Optional
Up to 20 cylinders
178 61 88-9.0
CoCoS-EDS
Sensors required for the CoCoS-EDS online engine performance analysis, option: 4 75 129, see Table
18.03.01. All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.
General data
ZT 8801 Turbocharger speed T/C rpm 1 rpm
PT 8802 Ambient pressure 1 900 1,100 mbar 1 mbar Absolute!
ZT 4020 Engine speed 1 rpm 0.1 rpm 1)
XC 3003 Governor index (absolute) 1 mm 0.1 mm
– Power take off/in from main engine shaft 1 kW 1 kW With option
(PTO/PTI) installed
Pressure measurement
XC1401 Mean Indicated Pressure, MIP Cyl. bar 0.01 bar 2)
XC1402 Maximum Pressure, Pmax Cyl. bar 0.1 bar 2)
XC1403 Compression Pressure, Pcomp Cyl. bar 0.1 bar 2)
– PMI online engine speed Cyl. rpm 0.1 rpm 2)
The shut down system must be electrically sepa- The number and position of the terminal boxes
rated from other systems by using independent depends on the degree of dismantling specified in
sensors, or sensors common to the alarm system the Dispatch Pattern for the transportation of the
and the monitoring system but with galvanically engine based on the lifting capacities available at
separated electrical circuits, i.e. one sensor with the engine maker and at the yard.
two sets of electrically independent terminals. The
list of sensors are shown in Table 18.04.04.
Alarm, slow down and remote indication sensors
Basic safety system design and supply The International Association of Classification So-
cieties (IACS) indicates that a common sensor can
The basic safety sensors for a MAN B&W engine be used for alarm, slow down and remote indica-
are designed for Unattended Machinery Space tion.
(UMS) and comprises:
A general view of the alarm, slow down and shut
• the temperature sensors and pressure sensors down systems is shown in Fig. 18.04.01.
that are specified in the ‘MAN Diesel’ column for
shut down in Table 18.04.04. Tables 18.04.02 and 18.04.03 show the require-
ments by MAN Diesel & Turbo for alarm and slow
These sensors are included in the basic Extent of down and for UMS by the classification societies
Delivery, EoD: 4 75 124. (Class), as well as IACS’ recommendations.
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
Binary sensors
Included in
option: 4 75 124
Analog sensors
Power supply 3
178 30 100.7
Fig. 18.04.01: Panels and sensors for alarm and safety systems
Alarms for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet from
turbocharger/turbocharger
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(Only MC types 42-26)
1 XC 8126 AH Bearing wear (K98MC6/7 and all MC-C types); sensor
common to XC 8126/27
1 XS 8127 A Bearing wear detector failure (K98MC6/7 and types
98-60MC-C)
1 XS 8150 AH Water in lubricating oil (All MC/MC-C types except
S80-50MC6); sensor common to XS 8150/51/52
1 XS 8151 AH Water in lubricating oil – too high (All MC/MC-C types
except S80-50MC6)
1 XS 8152 A Water in lubricating oil sensor not ready (All MC/MC-C
types except S80-50MC6)
Alarms for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level
Alarms for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Miscellaneous
1 ZT 8801 AH Turbocharger overspeed
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder; sensor common to
XS 8813/14
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 I Shaftline earthing device
1 TE 8820 AH Cylinder liner monitoring/cylinder 3)
(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
Slow down for UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Shut down for AMS and UMS – Class and MAN Diesel & Turbo requirements
MAN Diesel
RINA
IACS
CCS
DNV
ABS
Sensor and
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS
* Or slow down
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each Class’ requirements.
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124
Local Instruments
The basic local instrumentation on the engine, options: 4 70 120 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (Only engine types 42-26)
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Table 18.05.01a: Local thermometers on engine, option 4 70 120, and remote indication sensors, option: 4 75 127
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
Cylinder lubrication
PT 8201 Cylinder lubrication oil inlet pressure (Alpha lubricator)
PDI 8206 Pressure drop across filter
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PI 8504 PT 8504 Safety air inlet
PT 8505 Air inlet to air cylinder for exhaust valve
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PS 8604 Scavenge air receiver, auxiliary blower failure
PDI 8606 Pressure drop of air across cooler/air cooler
PI 8613 PT 8613 Pressure compressor scroll housing/turbocharger (NA type)
PDI 8614 PDT 8614 Pressure drop across compressor scroll housing/turbocharger (NA type)
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
Table 18.05.01b: Local pressure gauges on engine, option: 4 70 120, and remote indication sensors, option: 4 75 127
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (K98MC6/7 and all types 98-46MC-C)
XS 8127 Bearing wear detector failure (K98MC6/7 and types 98-46MC-C)
XS 8150 Water in lubricating oil (All MC/MC-C types except S80-50MC6)
XS 8151 Water in lubricating oil – too high (All MC/MC-C types except S80-50MC6)
XS 8152 Water in lubricating oil sensor not ready (All MC/MC-C types except S80-
50MC6)
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
XS/XT 8817 Turbocharger overspeed (Only in case of VT TC, Waste Heat Recovery, Ex-
haust Gas Bypass, TC Cut-out)
Table 18.05.01c: Other indicators on engine, option: 4 70 120, and remote indication sensors, option: 4 75 127
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included in the ba- partments and registers the results on an opti-
sic design of MAN B&W engines. cal measuring track, where the opacity (degree
of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
Bearing Condition Monitoring corded, a slow down is activated (a shut down in
case of Germanischer Lloyd).
Based on our experience, we decided in 1990 that
all plants must include an oil mist detector speci- Furthermore, for shop trials only MAN Diesel &
fied by MAN Diesel & Turbo. Since then an Oil Turbo requires that the oil mist detector is con-
Mist Detector (OMD) and optionally some extent nected to the shut down system.
of Bearing Temperature Monitoring (BTM) equip-
ment have made up the warning arrangements for For personnel safety, the oil mist detectors and re-
prevention of crankcase explosions on two-stroke lated equipment are located on the manoeuvring
engines. Both warning systems are approved by side of the engine.
the classification societies.
The following oil mist detectors are available:
In order to achieve a response to damage faster
than possible with Oil Mist Detection and Bearing 4 75 162 Oil mist detector Graviner MK7.
Temperature Monitoring alone we introduce Bear- Make: Kidde Fire Protection
ing Wear Monitoring (BWM) systems. By monitor-
4 75 161 Oil mist detector Graviner MK6.
ing the actual bearing wear continuously, mechani-
Make: Kidde Fire Protection
cal damage to the crank-train bearings (main-,
crank- and crosshead bearings) can be predicted 4 75 163 Oil mist detector Visatron VN 215/93.
in time to react and avoid damaging the journal Make: Schaller Automation
and bearing housing. 4 75 165 Oil mist detector QMI.
Make: Quality Monitoring Instruments Ltd.
If the oil supply to a main bearing fails, the bearing 4 75 166 Oil mist detector MD-SX.
temperature will rise and in such a case a Bear- Make: Daihatsu Diesel Mfg. Co., Ltd.
ing Temperature Monitoring system will trigger 4 75 167 Oil mist detector Vision III C.
an alarm before wear actually takes place. For Make: Specs Corporation
that reason the ultimate protection against severe
4 75 168 Oil mist detector GDMS-OMDN09.
bearing damage and the optimum way of provid-
Make: MSS GmbH
ing early warning, is a combined bearing wear and
temperature monitoring system. 4 75 271 Oil mist detector Triton.
Make: Heinzmann
For all types of error situations detected by the
different bearing condition monitoring systems Examples of piping diagrams (for make Schaller
applies that in addition to damaging the compo- Automation only) and wiring diagrams (for all other
nents, in extreme cases, a risk of a crankcase makes) are shown for reference in Figs. 18.06.01a
explosion exists. and 18.06.01b.
83ææææ!(ææ9
æ#ABLES *UNCTIONæBOX
$ETECTORæHEAD
178 49 809.3
Fig. 18.06.01a: Oil mist detector wiring on engine, example based on type Graviner MK6 from Kidde Fire Protection,
option: 4 75 161
83ææææ!(ææ9
$RIVINGæAIRæCONNECTION
3IPHONçBLOCK
%XHAUSTæAIRæCONNECTIONæTOæCRANKæSPACE
178 49 810.3
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation, option: 4 75 163
The Bearing Wear Monitoring (BWM) system mon- The Bearing Temperature Monitoring (BTM) sys-
itors all three principal crank-train bearings using tem continuously monitors the temperature of the
two proximity sensors forward/aft per cylinder unit bearing. Some systems measure the temperature
and placed inside the frame box. on the backside of the bearing shell directly, other
systems detect it by sampling a small part of the
Targeting the guide shoe bottom ends continu- return oil from each bearing in the crankcase.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals In case a specified temperature is recorded, either
are computed and digitally presented to computer a bearing shell/housing temperature or bearing oil
hardware, from which a useable and easily inter- outlet temperature alarm is triggered.
pretable interface is presented to the user.
In main bearings, the shell/housing temperature or
The measuring precision is more than adequate to the oil outlet temperature is monitored depending
obtain an alarm well before steel-to-steel contact on how the temperature sensor of the BTM sys-
in the bearings occur. Also the long-term stability tem, option: 4 75 133, is installed.
of the measurements has shown to be excellent.
In crankpin and crosshead bearings, the shell/
In fact, BWM is expected to provide long-term housing temperature or the oil outlet temperature
wear data at better precision and reliability than is monitored depending on which BTM system is
the manual vertical clearance measurements nor- installed, options: 4 75 134 or 4 75 135.
mally performed by the crew during regular serv-
ice checks. For shell/housing temperature in main, crankpin
and crosshead bearings two high temperature
For the above reasons, we consider unscheduled alarm levels apply. The first level alarm is indi-
open-up inspections of the crank-train bearings to cated in the alarm panel while the second level
be superfluous, given BWM has been installed. activates a slow down.
Two BWM ‘high wear’ alarm levels including devi- For oil outlet temperature in main, crankpin and
ation alarm apply. The first level of the high wear / crosshead bearings two high temperature alarm
deviation alarm is indicated in the alarm panel only levels including deviation alarm apply. The first
while the second level also activates a slow down. level of the high temperature / deviation alarm is
indicated in the alarm panel while the second level
The Extent of Delivery lists four Bearing Wear activates a slow down.
Monitoring options of which the two systems from
Dr. E. Horn and Kongsberg Maritime could also In the Extent of Delivery, there are three options:
include Bearing Temperature Monitoring:
4 75 133 Temperature sensors fitted to main bear-
4 75 261 Bearing Wear Monitoring System XTSW. ings
Make: AMOT 4 75 134 Temperature sensors fitted to main bear-
4 75 262 Bearing Wear Monitoring System BDMS. ings, crankpin bearings, crosshead bear-
Make: Dr. E. Horn ings and for moment compensator, if any
4 75 263 Bearing Wear Monitoring System PS-10. 4 75 135 Temperature sensors fitted to main bear-
Make: Kongsberg Maritime ings, crankpin bearings and crosshead
bearings
4 75 264 Bearing Wear Monitoring System OPEN-
predictor. Make: Rovsing Dynamics
S40MC-C9, S35MC-C9 as well as S42MC7,
All types MC-C engines and K98MC are as standard S35MC7, L35MC6 and S26MC6 engines are as
specified with Bearing Wear Monitoring for which standard specified with option 4 75 133.
any of the mentioned options could be chosen.
Water In Oil Monitoring System Please note: Corrosion of the overlayer is a poten-
tial problem only for crosshead bearings, because
All MAN B&W types MC-C engines as well as only crosshead bearings are designed with an
K98MC6/7, S42MC7, L35MC6 and S26MC6 are overlayer. Main, thrust and crankpin bearings may
as standard specified with Water In Oil monitoring also suffer irreparable damage from water con-
system in order to detect and avoid free water in tamination, but the damage mechanism would be
the lubricating oil. different and not as acute.
Engine condition Water activity, aw The temperature data is logged on a PC for one
High alarm level 0.5 week at least and preferably for the duration of a
High High alarm level 0.9 round trip for reference of temperature develop-
ment.
The aw = 0.5 alarm level gives sufficient margin
to the satuartion point in order to avoid free water All types 98 and 90 MC-C and MC engines are
in the lubricating oil. If the aw = 0.9 alarm level as standard specified with Liner Wall Monitoring
is reached within a short time after the aw = 0.5 system. For all other engines, the LWM system is
alarm, this may be an indication of a water leak available as an option: 4 75 136.
into the lubricating oil system.
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identification codes are listed in Table 18.07.01.
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Identification of Instruments
ECS: Engine Control System ZS 1112A C and ZS 1112B C indicate two redun-
GI: Gas Injection engine dant position switches in the manoeuvring sys-
VOC: Volatile Organic Compound tem, A and B, for control of the main starting air
valve position.
Repeated signals
078 89 33-9.6.0
19
MAN Diesel
MAN B&W 19.01
Page 1 of 2
A: Short distance transportation and short term Lifting tools and lifting instructions are required
storage for all levels of dispatch pattern. The lifting tools,
B: Overseas or long distance transportation or options: 4 12 110 or 4 12 111, are to be specified
long term storage. when ordering and it should be agreed whether
the tools are to be returned to the engine maker,
Short distance transportation (A) is limited by a option: 4 12 120, or not, option: 4 12 121.
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel & Turbo’s recommendations for pres-
km and short term storage. ervation of disassembled / assembled engines are
available on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option: 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
MAN Diesel & Turbo’s recommendations for shop Large spare parts, dimensions and masses
trial, quay trial and sea trial are available on re-
quest. The approximate dimensions and masses of the
larger spare parts are indicated in Section 19.09.
In connection with the shop trial test, it is required A complete list will be delivered by the engine
to perform a pre-certification survey on engine maker.
plants with FPP or CPP, options: 4 06 201 Engine
test cycle E3 or 4 06 202 Engine test cycle E2 re-
spectively. Tools
Wearing parts
5. Components affected by water, cleaning agents, and acid fluid below neutral Ph
Preparation, actual number of coats, film Two-component epoxy phenolic. 3 layers Free
thickness per coat, etc. must be accord-
ing to the paint manufacturer’s specifica- — — — — —
tions. Total NDTF 350 μm
— — — — —
Total NDTF 80 μm
7. EGR system Vinyl ESTER acrylic copolymer. Total NDTF 500 - Free
Normal air cooler housing with EGR mix 1,200 μm
point to scavenge air receiver non-return
valves (500 μm).
Note: Duplex/Stainless steel is
not to be painted.
Normal air cooler housing inside – from
outlet air cooler – through reversing cham-
ber and water mist catcher to non-return
valves housing in scavenge air receiver.
8. Purchased equipment and instruments painted in maker’s colour are acceptable, unless otherwise stated in the contract
All paints must be of good quality. Paints according to builder‘s standard may be used provided they at least fulfil the
above requirements.
The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.,
must be in accordance with the paint manufacturer’s specifications.
074 33 57-9.11.1
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The weights stated are for standard engines with semibuilt crankshaft with forged throws, crosshead guides inte-
grated in the frame box, and MAN Diesel turbocharger. The final weights are to be confirmed by the engine supplier,
as variations in major engine components due to the use of local standards (plate thickness etc.), size of tuning wheel,
type of turbocharger and the choice of cast/welded or forged component designs may increase the total weight by up
to 10 %. All masses and dimensions in the dispatch pattern are therefore approximate and do not include packing and
lifting tools.
Note: Some engines are equipped with moment compensator and/or tuning wheel.
However, the weights for these components are not included in dispatch pattern.
Shop Test
The minimum delivery test, EoD: 4 14 001, involves: Most marine engines installed on ocean going
vessels are required to have an ‘Engine Interna-
• Starting and manoeuvring test at no load tional Air Pollution Prevention’ (EIAPP) Certificate,
• Load test or similar. Therefore, a pre-certification survey
Engine to be started and run up to 50% of is to be carried out for all engines according to
Specified MCR (M) in 1 hour the survey method described in the engine’s NOx
Technical File, which is prepared by the engine
Followed by: manufacturer. For MAN B&W engines, the Unified
Technical File (UTF) format is recommended.
• 0.50 hour running at 25% of specified MCR
• 0.50 hour running at 50% of specified MCR The EIAPP certificate documents that the specific
• 0.50 hour running at 75% of specified MCR engine meets the international NOx emission limi-
• 1.00 hour running at 100% of specified MCR tations specified in Regulation 13 of MARPOL An-
• 0.50 hour running at 110% of specified MCR nex VI. The basic engine ‘Economy running mode’,
EoD: 4 06 200, complies with these limitations.
Only for Germanischer Lloyd:
The pre-certification survey for a ‘Parent’ or an
• 0.75 hour running at 110% of specified MCR ‘Individual’ engine includes NOx measurements
during the delivery test. For ‘Member’ engines, a
Governor tests, etc: survey according to the group definition for the
engine group is needed. This survey should be
• Governor test based on the delivery test.
• Minimum speed test
• Overspeed test The applicable test cycles are:
• Shut down test
• Starting and reversing test • E3, marine engine, propeller law for FPP, option:
• Turning gear blocking device test 4 06 201
• Start, stop and reversing from the Local or
Operating Panel (LOP) • E2, marine engine, constant speed for CPP, op-
tion: 4 06 202
Fuel oil test
For further information and options regarding
Before leaving the factory, the engine is to be shop test, see Extent of Delivery.
carefully tested on diesel oil in the presence of
representatives of Yard, Shipowner, Classification
Society, and MAN Diesel & Turbo.
Spare parts are requested by the following Classes Starting valve, plate 907
only: GL, KR, NK and RS, while just recommended by: 1 Starting valve, complete
ABS and LR, but neither requested nor recommended
by: BV, CCS, DNV and RINA. Exhaust valve, plate 908
2 Exhaust valves complete
Cylinder cover, plate 901 and others (The 2nd exhaust valve is mounted in the Cylin-
1 Cylinder cover with fuel, exhaust and starting der cover complete)
valves, indicator valve and sealing rings (disas- 1 Pressure pipe for exhaust valve pipe
sembled).
½ set Studs for 1 cylinder cover Fuel pump, plate 909
1 Fuel pump barrel, complete with plunger
Piston, plate 902 1 High-pressure pipe, each type
1 Piston complete (with cooling pipe), piston rod, 1 Suction and puncture valve, complete
piston rings and stuffing box, studs and nuts
1 set Piston rings for 1 cylinder Fuel valve, plate 909
1 set Fuel valves of each size and type fitted, com-
Cylinder liner, plate 903 plete with all fittings, for one engine
1 Cylinder liner inclusive of sealing rings and a) engines with one or two fuel valves: one set of
gaskets. fuel valves for all cylinders on the engine
b) engines with three and more fuel valves per
Cylinder lubricator, plate 903 1) cylinder: two fuel valves complete per cylinder,
Standard Spare parts and a sufficient number of valve parts, excluding
1 set Spares for MAN B&W Alpha lubricator for 1 cyl. the body, to form, with those fitted in the com-
plete valve, a full engine set
1 Lubricator
2 Feed back sensor, complete Turbocharger, plate 910
1 Suction filter element for pump station 1 set Maker’s standard spare parts
1 Pressure filter element for pump station
1 Complete sets of O-rings for lubricator (de- Bedplate, plate 912
pending on No. of lubricating per. cylinder) 1 Main bearing shell in 2/2 of each size
1 set Ceramic or sand filled fuses 6.3 x 32 mm, for
1 set Studs and nuts for 1 main bearing
MCU, BCU & SBU (6 pcs 3A and 3 pcs 12A)
2 LED’s for visual feed back indication 1
) MD required spare parts.
or
1 set LED’s for visual feed back indication Please note: Plate number refers to Instruction Book,
Vol. III containing plates with spare parts.
Connecting rod, and crosshead bearing, plate 904
1 Telescopic pipe with bushing for 1 cylinder
1 Crankpin bearing shells in 2/2 with studs and
nuts
1 Crosshead bearing shell lower part with studs
and nuts
2 Thrust piece
Additional Spares
Beyond class requirements or recommendation, for easier maintenance and increased security in operation.
Table 19.07.01a: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Main starting valve, section 90702 Valve gear, details, section 90806
1 Repair kit for main actuator 1 High pressure pipe, complete
1 Repair kit for main ball valve 1 set Orings for high pressure pipes
1 Repair kit for actuator, slow turning 1) 4 Sealing discs
1 Repair kit for ball valve, slow turning 1)
Cooling water outlet, section 908
1
) if fitted 2 Ball valve
1 Butterfly valve
Starting valve, section 90704 1 Compensator
2 Locking plates 1 set Gaskets for butterfly valve and compensator
2 Piston
2 Spring Fuel pump, section 909
2 Bushing 1 Top cover
1 set Oring 1 Plunger/barrel, complete
1 Valve spindle 3 Suction valves
3 Puncture valves
Exhaust valve, section 90801 ½ set Sealings, Orings, gaskets and lock washers
1 Exhaust valve spindle
1 Exhaust valve seat Fuel pump gear, section 909
½ set Oring exhaust valve/cylinder cover 1 Fuel pump roller guide, complete
4 Piston rings 2 Shaft pin for roller
½ set Guide rings 2 Bushings for roller
½ set Sealing rings 2 Springs
½ set Safety valves 1 set Sealings
1 set Gaskets and Orings for safety valve 2 Roller
1 Piston complete
1 Damper piston Fuel pump gear, details, section 90910
1 set Orings and sealings between air piston and ½ set Orings for lifting tool
exhaust valve housing/spindle
1 Liner for spindle guide Fuel pump gear, details, section 90904
1 set Gaskets and Orings for cool. water conn. 1 Shock absorber, complete
1 Conical ring in 2/2 1 set Spring(s)
1 set Orings for spindle/air piston 1 set Sealing and wearing rings
1 set Nonreturn valve 4 Felt rings
Exhaust valve, section 908 Fuel pump gear, reversing mechanism, plate 90905
1 Sealing oil control unit 1 Reversing mechanism, complete
2 Spare parts set for air cylinder
Valve gear, section 908
3 Filter, complete Fuel valve, section 90911
5 Orings of each kind 1 set Fuel nozzles
1 set Orings for fuel valve
Valve gear, section 90805 3 Spindle guides, complete
1 Roller guide complete ½ set Springs
2 Shaft pin for roller ½ set Discs, +30 bar
2 Bushing for roller 3 Thrust spindles
4 Discs 3 Non return valve (if mounted)
2 Non return valve
4 Piston rings Fuel oil high pressure pipes, section 90914
4 Discs for spring 1 High pressure pipe, complete of each kind
2 Springs 1 set Orings for high pressure pipes
2 Roller
Table 19.07.01b: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Note:
Section numbers refer to Instruction Book, Vol. III containing plates with spare parts
Table 19.07.01c: Additional spare parts beyond class requirements or recommendation, option: 4 87 603
Wearing Parts
MAN Diesel & Turbo Service Letter SL-509 pro- The wearing parts expected to be replaced at the
vides Guiding Overhaul Intervals and expected service hours mentioned in the Service Letter are
service life for key engine components. listed in the tables below.
32,000
88,000
48,000
96,000
36,000
56,000
84,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Piston
Soft iron gasket (1 set per cylinder) x x x x x x
Piston crown (1 pc per cylinder) x
O-rings for piston (1 set per cylinder) x
Piston rings (1 set per cylinder) x x x x x x
Piston cleaning ring (1 pc per cylinder) x
Stuffing box
Lamellas (1 set per cylinder) x x x
Top scraper ring (1 pc per cylinder) x x x
O-rings (1 set per cylinder) x x x x x x
Cylinder liner (1 pc per cylinder) x
O-rings for cylinder liner (1 set per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x
O-rings for cooling water connections (1 set per cyl.) x
Exhaust valve
DuraSpindle (1 pc per cylinder) x
Nimonic spindle (1 pc per cylinder) x
Bottom piece (1 pc per cylinder) x
Piston rings for exhaust valve & oil piston (1 set per cyl.) x
O-rings for bottom piece (1 set per cylinder) x x x x
Actuator gear (1 pc per cylinder) x
Sealing rings for actuator gear (1 set per cylinder) x x x
Fuel valves
Valve nozzle (2 sets per cylinder) x x x x x x
Spindle guide (2 sets per cylinder) x x x x x x
O-ring (2 sets per cylinder) x x x x x x x x x x x x
Spring housings (1 set per cylinder) x
Fuel pump
Plunger and barrel (1 set per cylinder) x x
Sealing rings for plunger, barrel, suction valve and x x x x x
puncture valve (1 set per cylinder)
Sealing rings for shock absorber (1 set per cylinder) x x x x x
32,000
88,000
48,000
36,000
56,000
84,000
96,000
64,000
60,000
20,000
72,000
80,000
40,000
24,000
12,000
16,000
8,000
Service hours
Description Replace parts
Bearings
Crosshead bearing (1 set per cylinder) x
Crankpin bearing (1 set per cylinder) x
Main bearing (1 set per cylinder) x
Thrust bearing (1 set per engine) x
Cylinder cover (1 pc per cylinder) x
O-rings for cooling water jacket (1 set per cylinder) x x x x x x
O-ring for starting valve (1 pc per cylinder) x x x x x x x x
Air cooler(s) (1 pc per turbocharger) x x
Chains (1 set per engine) x
Chain wheels (1 set per engine) x
Rubber guide bars (1 set per engine) x x x
Turbocharger(s) *)
Alpha Lubricator
Solenoid valve (1 pc per pump) x x x x
Non-return valve (1 pc per pump piston) x x x x
O-rings (1 set per lubricator) x x x x
Mechanical cylinder lubricator *)
MAN ABB
561 66 78-9.0.0
MHI
Max
Dimensions (mm)
Type Mass
kg. A (ø) B C (ø) B
MET33MA 45 373 662 364
MET33MB 55 373 692 364
MET42MA 68.5 462 807 451
MET42MB 85 462 847 451
MET48MB 155 524 954 511
MET53MA 190 586 1,035 571 A C
MET53MB 210 586 1,068 571
MET60MA 240 652 1,188 636
MET60MB 270 652 1,185 636
MET66MA 330 730 1,271 712
MET66MB 370 730 1,327 712
178 68 17-0.0
MET71MA 400 790 1,318 771
MET71MB 480 790 1,410 771
MET83MA 600 924 1,555 902
MET83MB 750 924 1,608 902
MET90MA 850 1,020 1,723 996
MET90MB 950 1,020 1,794 996
561 68 37-2.1.0
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20
MAN Diesel
MAN B&W 20.01
Page 1 of 1
Part of this information can be found in the follow- The information is general, and some deviations
ing documentation: may appear in a final engine documentation, de-
pending on the content specified in the contract
• Marine Engine Programme and on the individual licensee supplying the en-
• Turbocharger Selection gine. The Project Guides comprise an extension
• Installation Drawings of the general information in the Engine Selection
• CEAS - Engine Room Dimensioning Guide, as well as specific information on such
• Project Guides subjects as:
• Extent of Delivery (EOD)
• Technical Papers • Engine Design
• Engine Layout and Load Diagrams, SFOC
The publications are available at: • Turbocharger Selection & Exhaust Gas Bypass
www.marine.man.eu → ’Two-Stroke’. • Electricity Production
• Installation Aspects
• List of Capacities: Pumps, Coolers & Exhaust Gas
Engine Selection Guides • Fuel Oil
• Lubricating Oil
The ‘Engine Selection Guides’ are intended as a • Cylinder Lubrication
tool to provide assistance at the very initial stage • Piston Rod Stuffing Box Drain Oil
of the project work. The guides give a general • Central Cooling Water System
view of the MAN B&W twostroke Programme for • Seawater Cooling
MC as well as for ME and ME-B engines and in- • Starting and Control Air
clude information on the following subjects: • Scavenge Air
• Exhaust Gas
• Engine data • Engine Control System
• Engine layout and load diagrams • Vibration Aspects
specific fuel oil consumption • Monitoring Systems and Instrumentation
• Turbocharger selection • Dispatch Pattern, Testing, Spares and Tools
• Electricity production, including power take off • Project Support and Documentation.
• Installation aspects
Extent of Delivery
MAN Diesel & Turbo’s ‘Extent of Delivery’ (EoD) The Copenhagen Standard Extent of Delivery in-
is provided to facilitate negotiations between cludes:
the yard, the engine maker, consultants and the
customer in specifying the scope of supply for a • Minimum of alarm sensors recommended by the
specific project involving MAN B&W two-stroke classification societies and MAN Diesel & Turbo
engines. • Moment compensator for certain numbers of
cylinders
We provide four different EoDs: • MAN turbochargers
• The basic Engine Control System
EoD 70-50 MC-C Tier ll Engine • CoCoSEDS ME Basic (for ME/ME-B/-GI only)
EoD 46-35 MC-C Tier ll Engines • Spare parts either required or recommended by
EoD 98-50 ME/ME-C/ME-C-GI Tier ll Engines the classification societies and MAN Diesel &
EoD 60-30 ME-B Tier ll Engines Turbo
• Tools required or recommended by the classifi-
These publications are available in print and at: cation societies and MAN Diesel & Turbo.
www.marine.man.eu → ’Two-Stroke’ → ’Extent of
Delivery (EoD)’. MAN Diesel & Turbo licencees may select a differ-
ent extent of delivery as their standard.
Installation Documentation
Most of the documentation in volume ‘A’ are simi- Engine Control System
lar to those contained in the respective Project Engine Control System, description
Guides, but the Installation Documentation will Engine Control System, diagrams
only cover the orderrelevant designs. Pneumatic system
Speed correlation to telegraph
The engine layout drawings in volume ‘B’ will, in List of components
each case, be customised according to the buy- Sequence diagram
er’s requirements and the engine maker’s produc-
tion facilities. Control equipment for auxiliary blower
Electric wiring diagram
A typical extent of a set of volume ‘A’ and B’ draw- Auxiliary blower
ings is listed in the following. Starter for electric motors
Turning gear
Turning gear arrangement
Turning gear, control system
Turning gear, with motor
Spare parts
List of spare parts
Compressed air
Starting air system
Scavenge air
Scavenge air drain system
Exhaust gas
Exhaust pipes, bracing
Exhaust pipe system, dimensions
Shop trials
Shop trials, delivery test
Shop trial report
Flushing procedures
Lubricating oil system cleaning instruction
Appendix
A
MAN Diesel
MAN B&W Appendix A
Page 1 of 3
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1