k80mccpower Take in Take Off

K80MC-C Mk 6 Project Guide

Two-stroke Engines

This Project Guide is intended to provide the information necessary for the layoutof a marine propulsion plant.

The information is to be considered as preliminary intended for the project stage,providing the general technical data available at the date of printing.

The binding and final design and outlines are to be supplied by our licensee, theengine maker, see section 10 of this Project Guide.

In order to facilitate the negotiations between the yard, engine maker and the finaluser, an"Extent of Delivery" is available in which the basic and the optional execu-tions are mentioned.

This Project Guide and the "Extent of Delivery" are availabe on a CD-ROM and canalso be found at the Internet address www.manbw.dk under "Libraries".

Major changes are regularly published in the "List of Updates" which are alsoavailable on the Internet at www.manbw.dk under the section "Library" as well asin the printed version.

4th EditionFebruary 2001

Contents:

Engine Design 1

Engine Layout and Load Diagrams, SFOC 2

Turbocharger Choice & Exhaust Gas Bypass 3

Electricity Production 4

Installation Aspects 5

Auxiliary Systems 6

Vibration Aspects 7

Monitoring Systems and Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Project Support & Documentation 10

MAN B&W Diesel A/S K80MC-C Project Guide

400 000 050 198 27 04

1

Contents

Subject Page

1 Engine Design

Engine type designationPower, speed and SFOCEngine power range and fuel consumptionPerformance curvesDescription of engineEngine cross section

1.011.021.031.04

1.05-1.111.12

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagramsSpecific fuel oil consumptionEmission control

2.01-2.102.11-2.13

2.14

3 Turbocharger Choice and Exhaust Gas Bypass

Turbocharger typesMAN B&W turbochargers, type NAABB turbochargers, type TPLABB turbochargers, type VTRMHI turbochargers, type METCut-off or bypass of exhaust gas

3.013.023.033.043.053.06

4 Electricity Production

Main engine driven generators, Power Take Off (PTO)Power Take Off/Renk Constant Frequency (PTO/RCF)Direct Mounted Generators/Constant Frequency Electrical (DMG/CFE)Holeby GenSets

4.01-4.034.04-4.114.12-4.144.15-4.24


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Contents

5 Installation Aspects

Installation aspectsSpace requirement for the engineCrane beams for overhaul of turbochargersEngine room craneOverhaul with double-jib craneEngine and gallery outlineCentre of gravityWater and oil in engineEngine pipe connectionsList of counterflangesArrangement of holding down boltsProfile of engine seatingTop bracingEarthing device

5.01-5.035.04-5.05

5.065.07

5.08-5.095.10-5.12

5.135.14

5.15-5.175.18-5.20

5.215.22-5.235.24-5.28

5.29

6 Auxiliary Systems

6.01 List of capacities6.02 Fuel oil system6.03 Lubricating and cooling oil system6.04 Cylinder lubricating oil system6.05 Cleaning system, stuffing box drain oil6.06 Cooling water systems6.07 Central cooling water system6.08 Starting and control air systems6.09 Scavenge air system6.10 Exhaust gas system6.11 Manoeuvring system

6.01.01-6.01.176.02.01-6.02.106.03.01-6.03.096.04.01-6.04.066.05.01-6.05.036.06.01-6.06.086.07.01-6.07.036.08.01-6.08.056.09.01-6.09.086.10.01-6.10.116.11.01-6.11.09

7 Vibration Aspects

Vibration aspects 7.01-7.10

2


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Contents

8 Instrumentation

InstrumentationPMI calculation systems and CoCoSIdentification of instrumentsLocal instruments on engineList of sensors for CoCoS-EDS on-lineControl devices on enginePanels and sensors for alarm and safety systemsAlarm sensors for UMSSlow down limitations for UMSShut down functions for AMS and UMSDrain box with fuel oil leakage alarms and fuel oil leakage cut-outActivation of fuel pump roller guidesOil mist detector pipes on engine

8.01-8.028.038.04

8.05-8.068.07-8.09

8.108.11

8.12-8.148.158.168.178.188.19

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, etc.Specification for painting of main engineDispatch patternsShop trial running/delivery testList of spares, unrestricted serviceAdditional spare parts beyond class requirementsWearing partsLarge spare parts, dimensions and massesList of standard toolsTool panels

9.01-9.029.03

9.04-9.079.08

9.09-9.109.11-9.139.14-9.17

9.189.19-9.26

9.27

10 Project Support & Documentation

Engine selection guideProject guidesComputerised engine application systemExtent of deliveryInstallation documentation

10.0110.0110.0210.0210.03

3


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Index

Subject Page

ABB turbocharger 3.01, 3.03, 3.04Additional spare parts beyond class requirements 9.11-9.13Air cooler 1.10Air spring pipes, exhaust valves 6.08.03Alarm sensors for UMS 8.12-8.14Alarm, slow down and shut down sensors 8.01AMS 8.02Alpha cylinder lubrication system 6.04.02Arrangement of holding down bolts 5.02, 5.21Attended machinery spaces 8.02Auxiliary blowers 1.11, 6.09.02Auxiliary engines, Holeby GenSets 4.15-4.24Axial vibration damper 1.07Axial vibrations 7.08

Basic symbols for piping 6.01.15-6.01.17Bearing monitoring systems 8.02Bedplate drain pipes 6.03.09By-pass flange on exhaust gas receiver 3.06Computerised engine application sysem 10.02Camshaft and exhaust valve actuator lubricating oil pipes 6.03.02Capacities for PTO/RCF 4.04-4.11Central cooling water system 6.01.03, 6.07.01Central cooling water system, capacities 6.01.03Centre of gravity 5.13Centrifuges, fuel oil 6.02.07Centrifuges, lubricating oil 6.03.04Chain drive 1.08Cleaning system, stuffing box drain oil 6.05.01CoCoS 8.07-8.09Coefficients of resistance in exhaust pipes 6.10.09

Components for control room manoeuvring console 6.11.08Constant ship speed lines 2.03Control devices 8.01, 8.10Conventional seawater cooling system 6.06.01-6.06.03Conventional seawater system, capacities 6.01.02Cooling water systems 6.06.01Crankcase venting 6.03.09Cross section of engine 1.12Cylinder lubricating oil system 6.04.01Cylinder lubricators 1.09, 6.04.02Cylinder oil feed rate 6.04.01Cylinder oils 6.04.01

4


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Index

Subject Page

Delivery test, shop trial running 9.08Description of engine 1.05Designation of PTO 4.03Dimensions and masses of tools 9.19-9.24Direct mounted generator 4.12-4.14Dispatch patterns 9.04-9.07DMG/CFE 4.12Documentation and project support 10.01Double-jib crane 5.08-5.09

Earthing device 5.03, 5.29El. diagram, mechanical cylinder lubricator 6.04.06Electric motor for auxiliary blower 6.09.05Electric motor for turning gear 6.08.05Electrical panel for auxiliary blowers 6.09.04-6.09.05Electronic Alpha cylinder lubrication system 6.04.02Emergency control console (engine side control console) 6.11.06Emergency running, turbocharger by-pass 3.06Emission control 2.14Engine cross section 1.12Engine description 1.05Engine layout diagram 2.01, 2.03Engine margin 2.02Engine and gallery outline 5.01, 5.10-5.12Engine pipe connections 5.01, 5.15-5.17Engine power 1.03Engine production and installation-relevant documentation 10.06Engine relevant documentation 10.04Engine room-relevant documentation 10.05Engine seating 5.02, 5.22-5.23Engine selection guide 10.01Engine side control console 6.11.02, 6.11.06Engine type designation 1.01Exhaust gas amount and temperatures 6.01.09Exhaust gas back-pressure, calculation 6.10.07Exhaust gas boiler 6.10.05Exhaust gas compensator 6.10.05Exhaust gas pipes 6.10.02Exhaust gas silencer 6.10.06Exhaust gas system 1.10, 6.10.01Exhaust gas system after turbocharger 6.10.05Exhaust pipe system 6.10.04, 6.10.05Exhaust turbocharger 1.10Extent of delivery 10.02External forces and moments 7.10External unbalanced moments 7.01

5


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Index

Subject Page

Fire extinguishing pipes in scavenge air space 6.09.09Fire extinguishing system for scavenge air space 6.09.09Flanges, list 5.18-5.20Flow velocities 6.01.05Fouled hull 2.02Freshwater cooling pipes 6.06.05Freshwater generator 6.01.07Fuel oil 6.02.01Fuel oil centrifuges 6.02.07Fuel oil consumption 1.02-1.03Fuel oil drain pipes 6.02.02Fuel oil leakage cut-out per cylinder 8.17Fuel oil leakage detection 8.02Fuel oil leakage, with automatic lift of roller guide 8.18Fuel oil pipes 6.02.02Fuel oil pipes, insulation 6.02.05Fuel oil pipes, steam & jacket water heating 6.02.04Fuel oil heating chart 6.02.08Fuel oil supply unit 6.02.10Fuel oil system 6.02.01Fuel oil venting box 6.02.09

Gallery arrangement 1.09Gallery outline 5.01, 5.10-5.12GenSets, Holeby 4.15-4.24Governors 1.09, 6.11.01Guide force moments 7.06

Heat radiation 6.01.01Heated drain box with fuel oil leakage alarm 8.17Heating of drain pipes 6.02.04Heavy fuel oil 6.02.06High efficiency turbocharger 3.01Holding down bolts 5.02, 5.21Holeby GenSets 4.15-4.24Hydraulic top bracing 5.26-5.28

Indicator drive 1.07Installation aspects 5.01Installation documentation 10.03Instrumentation 8.01Instruments for manoeuvring console 6.11.08Instruments, list of 8.05-8.06Insulation of fuel oil pipes 6.02.05

6


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Index

Subject Page

Jacket water cooling system 6.06.05Jacket water preheater 6.06.07

Kongsberg Norcontrol electronic governor 6.11.02

Large spare parts, dimensions and masses 9.18Layout diagram 2.03Light running propeller 2.02Limits for continuous operation 2.04List of capacities 6.01.02-6.01.03List of counterflanges 5.18-5.20List of local instruments 8.05-8.06List of lubricating oils 6.03.04List of spare parts, unrestricted service 9.09-9.10List of tools 9.19-9.26List of weights and dimensions for dispatch pattern 9.04-9.07Load change dependent lubricator 6.04.05Load diagram 2.03Local instruments 8.01, 8.05-8.06Lubricating and cooling oil pipes 6.03.02Lubricating and cooling oil system 6.03.01Lubricating oil centrifuges 6.03.04Lubricating oil consumption 1.02, 1.03Lubricating oil outlet 6.03.07-6.03.09Lubricating oil system for RCF gear 4.11Lubricating oil tank 6.03.08Lubricating oils 6.03.04Lyngsø Marine electronic governor 6.11.02

MAN B&W turbocharger 3.01, 3.02MAN B&W turbocharger, water washing, turbine side 6.10.03Manoeuvring console, instruments 6.11.08Manoeuvring system 1.09, 6.11.01Manoeuvring system, optional versions 6.11.03Manoeuvring system, reversible engine with FPP with bridge control 6.11.03Masses and centre of gravity 5.13Measuring of back-pressure 6.10.08Mechanical top bracing 5.02, 5.24-5.25Mitsubishi turbocharger 3.01, 3.05

Necessary capacities of auxiliary machinery 6.01.02-6.01.03Norcontrol electronic governor 6.11.02

Oil mist detector pipes on engine 8.19Optimising point 2.03

7


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Index

Subject Page

Overcritical running 7.09Overhaul of engine 5.01

Painting of main engine 9.03Panels and sensors for alarm and safety systems 8.11Performance curves 1.04Piping arrangements 1.11Piston rod unit 6.05.02PMI calculating system 8.03Power related unbalance, (PRU) 7.05Power take off, (PTO) 4.01Power, speed and SFOC 1.02Profile of engine seating 5.22-5.23Project guides 10.01Project support and documentation 10.01Propeller curve 2.01Propeller design point 2.01PTO 4.01PTO/RCF 4.04-4.11Pump pressures 6.01.05

Renk constant frequency, (RCF) 4.04-4.11Reversing 1.08

Safety system (shut down) 6.11.01Scavenge air cooler 1.10Scavenge air pipes 6.09.03Scavenge air space, drain pipes 6.09.08Scavenge air system 1.10, 6.09.01Scavenge box drain system 6.09.08Sea margin 2.02Seawater cooling pipes 6.06.03Seawater cooling system 6.06.01-6.06.03Second order moment compensator 7.02-7.04Second order moments 7.02Semi-automatic lift of roller guide 8.18Sensors for remote indication instruments 8.01Sequence diagram 6.11.09SFOC at reference condition 2.11SFOC guarantee 1.03, 2.11Shop trial running, delivery test 9.08Shut down functions for AMS and UMS 8.16Shut down, safety system 6.11.01Side chocks 5.23Slow down functions for UMS 8.15Slow down system 8.01

8


400 000 050 198 27 04

Index

Subject Page

Slow turning 6.08.02, 6.11.01Space requirements for the engine 5.01, 5.04-5.05Space requirements for PTO/RCF 4.07Spare parts, dimensions and masses 9.18Spare parts for unrestricted service 9.10-9.11Specific fuel oil consumption 1.02, 1.03, 2.11Specification for painting 9.03Specified MCR 2.03Standard extent of delivery 10.03Starting air pipes 6.08.02Starting air system 1.11Starting air system, with slow turning 6.11.04Starting and control air systems 6.08.01Steam and jacket water heating of fuel oil pipes 6.02.04Stuffing box drain oil system 6.05.01Symbolic representation of instruments 8.04

Tools, dimensions and masses 9.19-9.26Tools, list 9.19-9.20Top bracing 5.02, 5.24-5.28Torsional vibration damper 1.08Torsional vibrations 7.08Total by-pass for emergency running 3.06Tuning wheel 1.08Turbocharger 1.10, 3.01Turbocharger cleaning 6.10.03Turbocharger cut-out system 3.06Turbocharger counterflanges 5.20Turbocharger lubricating oil pipes 6.03.03Turning gear 1.05, 6.08.04

Unattended machinery spaces, (UMS) 8.02Unbalanced moment 7.01Undercritical running 7.09

Variable injection timing 1.08Vibration aspects 7.01VIT 1.08

Water and oil in engine 5.14Wearing parts 9.14-9.17Weights and dimensions, dispatch pattern 5.01, 9.04-9.08

9

Engine Design 1

The engine types of the MC programme areidentified by the following letters and figures:


430 100 100 198 27 05

1.01

Fig. 1.01: Engine type designation

K 80 MC

Diameter of piston in cm

Stroke/bore ratio

Engine programme

C Compact engine, if applicable

S Super long stroke approximately 4.0

L Long stroke approximately 3.2

K Short stroke approximately 2.8

- C6

Number of cylinders

Design

ConceptC Camshaft controlled

E Electronically controlled

Mk 6

Mark: engine version

Power, Speed and SFOC

K80MC-CBore: 800 mmStroke: 2300 mm

Power and speed

402 000 100 198 27 06


1.02

Power

Speed

L1

L2

L3

L4

kWPower BHP

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 6 7 8 9 10 11 12

L1 104 18.0 2166029400

2527034300

2888039200

3249044100

3610049000

3971053900

4332058800

L2 104 14.4 1734023520

2023027440

2312031360

2601035280

2890039200

3179043120

3468047040

L3 89 18.0 1854025200

2163029400

2472033600

2781037800

3090042000

3399046200

3708050400

L4 89 14.4 1482020160

1729023520

1976026880

2223030240

2470033600

2717036960

2964040320

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh Lubricating oil consumption

With high efficiency turbocharger System oil Cylinder oil

At loadLayout point 100% 80% Approximate

kg/cyl. 24 hoursg/kWhg/BHPh

L1171126

169124

6 - 9 0.8-1.20.6-0.9

L2165121

162119

L3171126

169124

L4165121

162119

Fig: 1.02: Power, speed and SFOC

178 21 26-9.1

Engine Power Range and Fuel Consumption

Engine Power

The table contains data regarding the engine power,speed and specific fuel oil consumption of the engine.

Engine brake power is specified in kW and in metrichorsepower (1 BHP= 75 kpm/s), in rounded figures,for each cylinder number and layout points L1, L2, L3and L4:

L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed. L2, L3 and L4 designate layout pointsat the other three corners of the layout area, chosenfor easy reference. The mean effective pressure is:

L1 - L3 L2 - L4

barkp/cm2

18.018.3

14.414.7

Overload corresponds to 110% of the power atMCR, and may be permitted for a limited period ofone hour every 12 hours.

The engine power figures given in the tables remainvalid up to tropical conditions at sea level, as statedin IACS M28" Ambient Reference Conditions (1978)",i.e.:

Blower inlet temperature . . . . . . . . . . . . . . . . 45 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarSeawater temperature . . . . . . . . . . . . . . . . . . 32 °CRelative humidity . . . . . . . . . . . . . . . . . . . . . . . 60%

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brakepower, and the following reference conditions:

ISO 3046/1-1995:Blower inlet temperature . . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . 1000 mbarCharge air coolant temperature. . . . . . . . . . . 25 °CFuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

Although the engine will develop the power speci-fied up to tropical ambient conditions, specific fueloil consumption varies with ambient conditions andfuel oil lower calorific value. For calculation of thesechanges, see the following pages.

SFOC guarantee

The figures given in this project guide represent thevalues obtained when the engine and turbochargerare matched with a view to obtaining the lowestpossible SFOC values and fulfilling the IMO NOxemission limitations.

The Specific Fuel Oil Consumption (SFOC) is guar-anteed for one engine load (power-speed combina-tion), this being the one in which the engine is opti-mised. The guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated parameters, anengine offered without fulfilling the IMO NOx limita-tions is subject to a tolerance of only 3% of the SFOC.

Lubricating oil data

The cylinder oil consumption figures stated in thetables are valid under normal conditions. Duringrunning-in periodes and under special conditions,feed rates of up to 1.5 times the stated valuesshould be used.


400 000 060 198 27 07

1.03

430 100 500 198 27 08


1.04

Fig. 1.03: Performance curves178 51 28-7.0

Description of Engine

The engines built by our licensees are in accordancewith MAN B&W drawings and standards. In a fewcases, some local standards may be applied; how-ever, all spare parts are interchangeable with MANB&W designed parts. Some other components candiffer from MAN B&W’s design because of produc-tion facilities or the application of local standardcomponents.

In the following, reference is made to the item num-bers specified in the “Extent of Delivery” (EOD)forms, both for the basic delivery extent and for anyoptions mentioned.

Bedplate and Main Bearing

The bedplate is divided into sections of suitablesize, in accordance with the production facilitiesavailable. It consists of high, welded, longitudinalgirders and welded cross girders with cast steelbearing supports.

For fitting to the engine seating, long, elastic hold-ing-down bolts, and hydraulic tightening tools, canbe supplied as options: 4 82 602 to 4 82 635.

The bedplate is made without taper if mounted onepoxy chocks (4 82 102), or with taper 1:100, ifmounted on cast iron chocks, option 4 82 101.

The oil pan, which is integrated in the bedplate, col-lects the return oil from the forced lubricating andcooling oil system. The oil outlets from the oil panare vertical and are provided with gratings.

The main bearings consist of thin walled steel shellslined with white metal. The bottom shell can, bymeans of special tools, be rotated around and in.The shells are kept in position by a bearing cap andare fixed by long elastic studs, with nuts tightenedby hydraulic tools. The chain drive is located:aft for 6, 7 and 8 cylinder enginesbetween cylinder 6 and 7 for 9, 11 and 12 cylinderenginesbetween cylinder 5 and 6 for 10 cylinder engines.

Thrust Bearing

The thrust bearing is of the B&W-Mitchell type, andconsists, primarily, of a thrust collar on the crank-shaft, a bearing support, and segments of steel withwhite metal. The thrust shaft is an integrated part ofthe crankshaft.

The propeller thrust is transferred through the thrustcollar, the segments, and the bedplate, to the en-gine seating.

The thrust bearing is lubricated by the engine’s mainlubricating oil system.

Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fittedto the thrust shaft. The turning wheel is driven by apinion on the terminal shaft of the turning gear,which is mounted on the bedplate.

The turning gear is driven by an electric motor and isfitted with built-in gear and chain drive with brake.The electric motor is provided with insulation classB and enclosure min. IP44. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged. Engagement and disengagement of theturning gear is effected manually by an axial move-ment of the pinion.

A control device for turning gear, consisting of starterand manual remote control box, with 15 metres of ca-ble, can be ordered as an option: 4 80 601.

Frame Box

The frame box is of welded design, and is dividedinto sections of suitable size, determined by the pro-duction facilities available. On the exhaust side, it isprovided with relief valves for each cylinder while,on the camhaft side, it is provided with a largehinged door for each cylinder.


430 100 042 198 27 09

1.05

The frame box is connected to the bedplate withbolts. The stay bolts are normally made in one partand are tightened hydraulically with the use of jacks.Staybolts in two parts are also available as an op-tion: 4 30 132, if the dismantling height is restricted.

Cylinder Frame, Cylinder Liner andStuffing Box

The cylinder frame units are of cast iron. Togetherwith the cylinder liners they form the scavenge airspace. At the chain drive, the upper part of thechainwheel frame is fitted. On the camshaft side ofthe engine, the cylinder frame units are providedwith covers for cleaning the scavenge air space andfor inspection of the scavenge ports.

The lubricators (one per cylinder) and the gallerybrackets are bolted onto the cylinder frame units.Furthermore, the outer part of the telescopic pipe isfitted for the supply of piston cooling oil and lubri-cating oil.

A piston rod stuffing box for each cylinder unit is fit-ted at the bottom of the cylinder frame. The stuffingbox is provided with Heco sealing rings for scav-enge air, and with oil scraper rings to prevent oilfrom entering the scavenge air space.

The cylinder liner is made of alloyed cast iron and ismounted in the cylinder frame. The top of the cylin-der liner is bore-cooled and with a short coolingjacket. The cylinder liner has scavenge ports anddrilled holes for cylinder lubrication.

Cylinder Cover

The cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has a cen-tral bore for the exhaust valve and bores for fuelvalves, safety valve, starting valve and indicatorvalve. To reduce burning of the inside surface, alayer of Inconel is welded on to the area around thefuel valves.

The cylinder cover ismounte on the cylinder framewith 8 studs and is hydraulically tightened by amultijack tool.

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and avalve spindle. The valve housing is of cast iron andarranged for water cooling. The housing is providedwith a bottom piece of steel with a flame hardenedseat. The bottom piece is water cooled. The spindleis made of Nimonic. The housing is provided with aspindle guide.

The exhaust valve is tightened to the cylinder coverwith studs and nuts. The exhaust valve is openedhydraulically and closed by means of air pressure. Inoperation, the valve spindle slowly rotates, drivenby the exhaust gas acting on small vanes fixed to thespindle. The hydraulic system consists of a pistonpump mounted on the roller guide housing, ahigh-pressure pipe, and a working cylinder on theexhaust valve. The piston pump is activated by acam on the camshaft.

Air sealing of the exhaust valve spindle guide isprovided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

Each cylinder cover is equipped with three fuelvalves, one starting valve, one safety valve, and oneindicator valve. The opening of the fuel valves iscontrolled by the fuel oil high pressure created bythe fuel pumps, and the valve is closed by a spring.

An automatic vent slide allows circulation of fuel oilthrough the valve and high pressure pipes, and pre-vents the combustion chamber from being filled upwith fuel oil in the event that the valve spindle issticking when the engine is stopped. Oil from thevent slide and other drains is led away in a closedsystem.

The starting valve is opened by control air from oneor two starting air distributors depending on thenumber of cylinders. The starting valves are closedby a spring. The safety valve is spring-loaded.

430 100 042 198 27 09


1.06

Indicator Drive

In its basic execution, the engine is not fitted with anindicator drive, it is an option: 4 30 141.

The indicator drive consists of a cam fitted on thecamshaft and a spring-loaded spindle with rollerwhich moves up and down, corresponding to themovement of the piston within the engine cylinder.At the top the spindle has an eye to which the indica-tor cord is fastened after the indicator has beenmounted on the indicator drive.

Crankshaft

The crankshaft is of the semi-built type, made fromforged steel throws or, for some cylinder numbers,from cast steel throws with cold rolled fillets.

The crankshaft 8 to 12-cylinder engines are made intwo parts, assembled in the chain drive.

The crankshaft is built integral with the thrust shaftand is, on the aft end, provided with a flange for theturning wheel and for coupling to the intermediateshaft. At the fore end, the crankshaft is providedwith a flange for a counterweight and for a tuningwheel, in the event that these are to be installed.

Coupling bolts and nuts for joining the crankshaft to-gether with the intermediate shaft are not normally sup-plied. These can be ordered as an option: 4 30 602.

Axial Vibration Damper

The engine is fitted with a laminar type of axial vibra-tion damper (4 31 111), which is mounted on the foreend of the crankshaft.

The damper consists of a piston and a split-typehousing located forward of the foremost main bear-ing. The piston is made as an integrated collar on themain crank journal, and the housing is fixed to themain bearing support. A mechanical device forfunctional check of the vibration damper is fitted. Anelectronic vibration montor can be supplied as op-tion: 4 31 116.

Connecting Rod

The connecting rod is made of forged steel and pro-vided with bearing caps for the crosshead andcrankpin bearings.

The crosshead and crankpin bearing caps are se-cured to the connecting rod by studs and nutswhich are tightened by hydraulic jacks.

The crosshead bearing consists of a set of thinwalled steel shells, lined with white metal. Thecross- head bearing cap is in one piece, with an an-gular cut-out for the piston rod.

The crankpin bearing is provided with thin-walledsteel shells, lined with white metal. Lube oil is sup-plied through ducts in the crosshead and connec-ting rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistantsteel with an Inconel coating and has four ringgrooves which are hard-chrome plated on both theupper and lower surfaces of the grooves. The pistoncrown is of the Oros type with “high topland”, i.e. thedistance between the piston top and the upper pis-ton ring has been increased. The upper piston ring isa CPR type (Controlled Pressure Relief) whereas theother three piston rings are with an oblique cut. Theuppermost piston ring is higher than the lower ones.The piston skirt is of cast iron and provided with leadbronze bands.

The piston rod is of forged steel and is sur-face-hardened on the running surface for the stuff-ing box. The piston rod is connected to thecrosshead with hydraulically tightened studs. Thepiston rod has a central bore which, in conjunctionwith a cooling oil pipe, forms the inlet and outlet forcooling oil to the piston.

The crosshead is of forged steel and is providedwith cast steel guide shoes with white metal on therunning surface.


430 100 042 198 27 09

1.07

A bracket for oil inlet from the telescopic pipe andanother for oil outlet to a slotted pipe are mountedon the guide shoes.

Fuel Pump and Fuel OilHigh-Pressure Pipes

The engine is provided with one fuel pump for eachcylinder. The fuel pump consists of a pump housingof nodular cast iron, a centrally placed pump barrel,and plunger of nitrated steel. In order to prevent fueloil from being mixed with the lubricating oil, thepump actuator is provided with a sealing arrange-ment.

The pump is activated by the fuel cam, and the vol-ume injected is controlled by turning the plunger bymeans of a toothed rack connected to the regulatingmechanism.

The fuel pumps incorporate Variable Injection Tim-ing (VIT) for optimised fuel economy at part load.The VIT uses the the governor fuel setting as thecontrolling parameter.

The roller guide housing is provided with asemi-automatic lifting device (4 35 131) which, dur-ing rotation of the engine, can lift the roller guide freeof the cam.

The fuel oil pump is provided with a puncture valve,which prevents high pressure from building up dur-ing normal stopping and shut down.

The fuel oil high-pressure pipes are with doublewall.

Camshaft and Cams

The camshaft consists of a number of sections.Each section consists of a shaft piece with exhaustcams, fuel cams, coupling parts and indicator driveif required.

The exhaust cams and fuel cams are of steel, with ahardened roller race, and are shrunk on to the shaft.They can be adjusted and dismantled hydraulically.

The cam for indicator drive, if mounted, can beadjusted mechanically. The coupling parts areshrunk on to the shaft and can be adjusted anddismantled hydraulically.

The camshaft bearings consist of one lower halfshell mounted in a bearing support. The camshaft islubricated by the main lubracating oil system.

Chain Drive

The camshaft is driven from the crankshaft by achain drive. The engine is equipped with a hydrau-lic chain tightener/damper, and the long freelengths of chain are supported by guidebars. Themechanical cylinder lubricators, if fitted, are drivenby a separate chain from the camshaft.

Reversing

Reversing of the engine takes place by means of anangular displaceable roller in the driving mechanismfor the fuel pump of each engine cylinder. The re-versing mechanism is activated and controlled bycompressed air supplied to the engine.

The exhaust valve gear is not to be reversed.

Tuning Wheel

A tuning wheel option: 4 31 101, is to be orderedseparately based upon the final torsional vibrationcalculations. All shaft and propeller data are to beforwarded by the yard to be engine builder.

Torsional Vibration Damper

The torsional vibration damper option: 4 31 105 isalso to be ordered separately based upon the finaltorsional vibration calculations and mounted on thefore-end crankshaft flange.

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1.08

Governor

The engine is to be provided with an electronic/me-chanical governor of a make approved by MANB&W Diesel A/S, i.e.:

Lyngsø Marine A/Stype EGS 2100 . . . . . . . . . . . . . . . option: 4 65 172Kongsberg Norcontrol Automation A/Stype DGS 8800e . . . . . . . . . . . . . . option: 4 65 174Siemenstype SIMOS SPC 33 . . . . . . . . . . . option: 4 65 177

The speed setting of the actuator is determined byan electronic signal from the electronic governorbased on the position of the main engine regulatinghandle. The actuator is connected to the fore end ofthe engine.

Cylinder Lubricators

The standard electronic Alpha cylinder lubricationsystem, 4 42 105, is designed to supply cylinder oilintermittently, e.g. every four engine revolutions, ata constant pressure and with electronically con-trolled timing and dosage at a defined position.

The mechanical cylinder lubricator is an alterative(options: 4 42 111 and 4 42 120) to the electronicAlhpa cylinder lubricating system.

Manoeuvring System for Bridge Control

The engine is provided with a pneumatic/electricmanoeuvring and fuel oil regulating system. Thesystem transmits orders from the separate ma-noeuvring console to the engine.

The regulating system makes it possible to start,stop, and reverse the engine and to control the en-gine speed. The speed control handle on the ma-noeuvring console gives a speed-setting signal tothe governor, dependent on the desired number ofrevolutions. At a shut down function, the fuel injec-tion is stopped by activating the puncture valves inthe fuel pumps , independent of the speed controlhandle’s position.

Reversing is effected by moving the telegraph han-dle from “Ahead” to “Astern” and by moving thespeed control handle from “Stop” to “Start” posi-tion. Control air then moves the starting air distribu-tor and, through an air cylinder, the displaceableroller in the driving mechanism for the fuel pump, tothe “Astern” position.

The engine is provided with an engine sidemounted control console and instrument panel,for local manoeuvring.

Gallery Arrangement

The engine is provided with gallery brackets, stan-chions, railings and platforms (exclusive of ladders).The brackets are placed at such a height that thebest possible overhauling and inspection condi-tions are achieved. Some main pipes of the engineare suspended from the gallery brackets.

The engine is prepared for top bracings on theexhaust side (4 83 110), or on the camshaft side,option: 4 83 111.

Hydraulic top bracing can be fitted, options: 4 83 122or 4 83 123.

Scavenge Air System

The air intake to the turbochargers takes place di-rect from the engine room through the intake si-lencer of the turbochargers. From the turbo-chargers, the air is led via the charging air pipe, aircoolers and scavenge air receiver to the scavengeports of the cylinder liners. The charging air pipe be-tween the turbochargers and the air coolers is pro-vided with a compensator and is heat insulated onthe outside.

The scavenge air receiver is provided with lifting at-tachments for dismantling of the auxiliary blowers,and the upper gallery platform on the camshaft sideis provided with overhauling holes for piston, the num-ber of holes depends on the number of cylinders.


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1.09

Exhaust Turbocharger

The engine is fitted with MAN B&W turbochargers (4 59101), ABB turbochargers (4 59 102) or Mitsubishiturbochargers (4 59 103), arranged on the exhaust sideof the engine. All three are of the high efficiency type.

The turbocharger bearing casing and exhaust cas-ing are cooled by jacket water. Furthermore, theturbocharger is provided with:

a) Equipment for water washing of thecompressor side

b) Equipment for dry cleaning of on the turbineside

c) Equipment for water washing on the turbineside on MAN B&W and ABB turbochargers

The gas outlet can be 15°/30°/45°/60°/75°/90° fromvertical, away from the engine. See either of options 459 301-309. The turbocharger is equipped with anelectronic tacho system with pick-ups, converter andindicator for mounting in the engine control room.

Scavenge Air Cooler

The engine is fitted with air coolers of the monoblocktype (one per turbocharger) designed for a centralcooling with freshwater of maximum 4.5 bar workingpressure, option: 4 54 132. The air cooler is so de-signed that the difference between the scavenge airtemperature and the water inlet temperature (at theoptimising point) can be kept at a maximum of 12 °C.

a) The end covers are of coated cast iron 4 54 150,or alternatively of bronze, option: 4 54 151

b) The cooler is provided with equipment forcleaning of:Air side:Standard showering system(Cleaning pump unit including tankand filter to be of yard’s supply)

Water side:Cleaning brush

Cleaning is to take place only when the engine isstopped.

A water mist catcher of the through-flow type is lo-cated in the air chamber below the air coolers.

Exhaust Gas System

From the exhaust valves, the gas is led to the ex-haust gas receiver where the fluctuating pressurefrom the individual cylinders is equalised, and thetotal volume of gas led further on to theturbochargers at a constant pressure. After theturbochargers, the gas is led to the external exhaustpipe system, which is yard’s supply.

Compensators are fitted between the exhaustvalves and the receiver, and between the receiverand the turbocharger.

The exhaust gas receiver and exhaust pipes areprovided with insulation, covered by galvanizedsteel plating.

There is a protective grating between the exhaustgas receiver and the turbocharger.

Auxiliary Blower

The engine is provided with two, three or four elec-trically-driven blowers (4 55 150). The suction sideof the blowers is connected to the scavenge airspace after the air cooler.

Between the air cooler and the scavenge air receiver,non-return valves are fitted which automaticallyclose when the auxiliary blowers supply the air.

The auxiliary blowers will start operating before theengine is started and will ensure sufficient scavengeair pressure to obtain a safe start.

During operation of the engine, the auxiliary blowerswill start automatically each time the engine load isreduced to about 30-40%, and they will continueoperating until the load again exceeds approxi-mately 40-50%.

In cases where one of the auxiliary blowers is out ofservice, the other auxiliary blowers will automati-cally compensate without any manual readjustmentof the valves, thus avoiding any engine load reduc-tion. This is achieved by balancing pipes betweenthe air cooler casings, so the auxillary blowers drawthe air from a common space.

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1.10

The electric motors are of the totally enclosed, fancooled, single speed type, with insulation min. classB and enclosure minimum IP44.

The electrical control panel and starters for the aux-iliary blowers can be delivered as an option:4 55 650.

Piping Arrangements

The engine is delivered with piping arrangements for:

Fuel oilHeating of fuel oil pipesLubricating oil, piston cooling oil and camshaftlubricationCylinder lubricating oilSea cooling waterJacket cooling waterCleaning of scavenge air coolerCleaning of turbochargerFire extinguishing for scavenge air spaceStarting airControl airSafety airExhaust valve sealing airOil mist detectorVarious drains

All arrangements are made of steel piping, exceptthe control air, safety air and steam heating of fuelpipes which are made of copper. The pipes for seacooling water to the air cooler are of:

Galvanised steel. . . . . . . . . . . . . . . . . (4 45 130), orThick-walled, galvanised steel. . . . . . (4 45 131), orAluminium brass . . . . . . . . . . . . . . . . (4 45 132), orCopper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)

In the case of central cooling, the pipes for freshwa-ter to the air cooler are of steel.

The pipes are provided with sockets for standard in-struments, alarm and safety equipment and, fur-thermore, with a number of sockets for supplemen-tary signal equipment and supplementary remoteinstruments.

The inlet and return fuel oil pipes (except branchpipes) are heated with:

Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, orElectrical tracing . . . . . . . . . . . option: 4 35 111, orThermal oil tracing . . . . . . . . . . . . option: 4 35 112

The fuel oil drain pipe is heated by jacket water.

The above heating pipes are normally deliveredwithout insulation (4 35 120). The engine’s exter-nal pipe connections are with:

• Sealed, without counterflanges in the connectingend, and with blank counterflanges and bolts inthe other end (4 30 201), or

• With blank counterflanges and bolts in both endsof the piping, option: 4 30 202, or

• With drilled counterflanges and bolts, option:4 30 203

A fire extinguishing system for the scavenge air boxwill be provided, based on:

Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, orWater mist . . . . . . . . . . . . . . . . option: 4 55 142, orCO2 (excluding bottles). . . . . . . . . option: 4 55 143

Starting Air Pipes

The starting air system comprises a main startingvalve, a non-return valve, a bursting disc for thebranch pipe to each cylinder, one or two starting airdistributor(s); and a starting valve on each cylinder.The main starting valve is connected with the ma-noeuvring system, which controls the start of theengine.

A slow turning valve with actuator can be deliveredas an option: 4 50 140.

The starting air distributor(s) regulates the supply ofcontrol air to the starting valves so that they supplythe engine cylinders with starting air in the correctfiring order. The starting air distributors have one setof starting cams for “Ahead” and one set for “Astern”,as well as one control valve for each cylinder.


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1.11


430 100 018 198 27 11

Fig. 1.04: Engine cross section

1.12

178 76 83-7.1

Engine Layout and Load Diagrams, SFOC 2

2 Engine Layout and Load Diagrams

Introduction

The effective brake power “Pb” of a diesel engine isproportional to the mean effective pressure pe andengine speed “n”, i.e. when using “c” as a constant:

Pb = c x pe x n

so, for constant mep, the power is proportional tothe speed:

Pb = c x n1 (for constant mep)

When running with a Fixed Pitch Propeller (FPP), thepower may be expressed according to the propellerlaw as:

Pb = c x n3 (propeller law)

Thus, for the above examples, the brake power Pbmay be expressed as a power function of the speed“n” to the power of “i”, i.e.:

Pb = c x ni

Fig. 2.01a shows the relationship for the linear func-tions, y = ax + b, using linear scales.

The power functions Pb = c x ni, see Fig. 2.01b, willbe linear functions when using logarithmic scales.

log (Pb) = i x log (n) + log (c)

Thus, propeller curves will be parallel to lines havingthe inclination i = 3, and lines with constant mep willbe parallel to lines with the inclination i = 1.

Therefore, in the Layout Diagrams and Load Dia-grams for diesel engines, logarithmic scales areused, making simple diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed fora fixed pitch propeller is as mentioned above de-scribed by means of the propeller law, i.e. the thirdpower curve:

Pb = c x n3 , in which:

Pb = engine power for propulsionn = propeller speedc = constant

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-tions for loaded ship, and often experimental tanktests, both assuming optimum operating condi-tions, i.e. a clean hull and good weather. The combi-nation of speed and power obtained may be calledthe ship’s propeller design point (PD), placed on the


402 000 004 198 27 12

2.01

Fig. 2.01b: Power function curves in logarithmic scales

178 05 40-3.0

Fig. 2.01a: Straight lines in linear scales

178 05 40-3.0

light running propeller curve 6. See Fig. 2.02. On theother hand, some shipyards, and/or propeller manu-facturers sometimes use a propeller design point(PD’) that incorporates all or part of the so-calledsea margin described below.

Fouled hull

When the ship has sailed for some time, the hull andpropeller become fouled and the hull’s resistancewill increase. Consequently, the ship speed will bereduced unless the engine delivers more power tothe propeller, i.e. the propeller will be further loadedand will be heavy running (HR).

As modern vessels with a relatively high servicespeed are prepared with very smooth propeller andhull surfaces, the fouling after sea trial, therefore,will involve a relatively higher resistance and therebya heavier running propeller.

Sea margin and heavy propeller

If, at the same time the weather is bad, with headwinds, the ship’s resistance may increase com-pared to operating at calm weather conditions.

When determining the necessary engine power, it istherefore normal practice to add an extra powermargin, the so-called sea margin, which is tradition-ally about 15% of the propeller design (PD) power.

Engine layout(heavy propeller/light running propeller)

When determining the necessary engine speedconsidering the influence of a heavy running propel-ler for operating at large extra ship resistance, it isrecommended - compared to the clean hull andcalm weather propeller curve 6 - to choose a heavierpropeller curve 2 for engine layout, and the propellercurve for clean hull and calm weather in curve 6 willbe said to represent a “light running” (LR) propeller.

Compared to the heavy engine layout curve 2 werecommend to use a light running of 3.0-7.0% fordesign of the propeller.

Engine margin

Besides the sea margin, a so-called “engine mar-gin” of some 10% is frequently added. The corre-sponding point is called the “specified MCR for pro-pulsion” (MP), and refers to the fact that the powerfor point SP is 10% lower than for point MP. PointMP is identical to the engine’s specified MCR point(M) unless a main engine driven shaft generator is in-stalled. In such a case, the extra power demand ofthe shaft generator must also be considered.

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, – sea margin i.e. extra power tothe propeller, refers to the influence of the wind andthe sea. However, the degree of light running mustbe decided upon experience from the actual tradeand hull design.

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2.02

Line 2 Propulsion curve, fouled hull and heavyweather (heavy running), recommended for en-gine layout

Line 6 Propulsion curve, clean hull and calm weather(light running), for propeller layout

MP Specified MCR for propulsionSP Continuous service rating for propulsionPD Propeller design pointHR Heavy runningLR Light running

Fig. 2.02: Ship propulsion running points and engine layout178 05 41-5.3

Engine Layout Diagram

An engine’s layout diagram is limited by two con-stant mean effective pressure (mep) lines L1-L3 andL2-L4, and by two constant engine speed lines L1-L2and L3-L4, see Fig. 2.02. The L1 point refers to theengine’s nominal maximum continuous rating.

Within the layout area there is full freedom to selectthe engine’s specified MCR point M which suits thedemand of propeller power and speed for the ship.

On the horizontal axis the engine speed and on thevertical axis the engine power are shown in percent-age scales. The scales are logarithmic which meansthat, in this diagram, power function curves like pro-peller curves (3rd power), constant mean effectivepressure curves (1st power) and constant shipspeed curves (0.15 to 0.30 power) are straight lines.

Specified maximum continuous rating (M)

Based on the propulsion and engine running points,as previously found, the layout diagram of a relevantmain engine may be drawn-in. The specified MCRpoint (M) must be inside the limitation lines of thelayout diagram; if it is not, the propeller speed willhave to be changed or another main engine typemust be chosen. Yet, in special cases point M maybe located to the right of the line L1-L2, see “Opti-mising Point” below.

Continuous service rating (S)

The continuous service rating is the power at whichthe engine is normally assumed to operate, andpoint S is identical to the service propulsion point(SP) unless a main engine driven shaft generator isinstalled.

Optimising point (O)

The optimising point O is placed on line 1 of the loaddiagram, and the optimised power can be from 85 to100% of point M's power, when turbocharger(s) andengine timing are taken into consideration. Whenoptimising between 93.5% and 100% of point M'spower, overload running will still be possible (110%of M).

The optimising point O is to be placed inside the lay-out diagram. In fact, the specified MCR point M can,in special cases, be placed outside the layout dia-gram, but only by exceeding line L1-L2, and ofcourse, only provided that the optimising point O islocated inside the layout diagram and provided thatthe MCR power is not higher than the L1 power.

Load Diagram

Definitions

The load diagram, Fig. 2.03, defines the power andspeed limits for continuous as well as overload op-eration of an installed engine having an optimisingpoint O and a specified MCR point M that confirmsthe ship’s specification.

Point A is a 100% speed and power reference pointof the load diagram, and is defined as the point onthe propeller curve (line 1), through the optimisingpoint O, having the specified MCR power. Normally,point M is equal to point A, but in special cases, forexample if a shaft generator is installed, point M maybe placed to the right of point A on line 7.

The service points of the installed engine incorpo-rate the engine power required for ship propulsionand shaft generator, if installed.


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2.03

Constant ship speed lines

The constant ship speed lines a, are shown at thevery top of Fig. 2.02, indicating the power requiredat various propeller speeds in order to keep thesame ship speed, provided that the optimum pro-peller diameter with an optimum pitch/diameter ra-tio is used at any given speed taking into consider-ation the total propulsion efficiency.

Limits for continuous operation

The continuous service range is limited by four lines:

Line 3 and line 9:Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of lineL1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may beextended to 107% of A, see line 9.

The above limits may in general be extended to105%, and during trial conditions to 107%, of thenominal L1 speed of the engine, provided the tor-sional vibration conditions permit.

The overspeed set-point is 109% of the speed in A,however, it may be moved to 109% of the nominalspeed in L1, provided that torsional vibration condi-tions permit.

Running above 100% of the nominal L1 speed at aload lower than about 65% specified MCR is, how-ever, to be avoided for extended periods. Onlyplants with controllable pitch propellers can reachthis light running area.

Line 4:Represents the limit at which an ample air supply isavailable for combustion and imposes a limitationon the maximum combination of torque and speed.

Line 5:Represents the maximum mean effective pressurelevel (mep), which can be accepted for continuousoperation.

Line 7:Represents the maximum power for continuous op-eration.

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dashedline 8 is available for overload running for limited pe-riods only (1 hour per 12 hours).

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A 100% reference pointM Specified MCR pointO Optimising point

Line 1 Propeller curve through optimising point (i = 3)(engine layout curve)

Line 2 Propeller curve, fouled hull and heavy weather– heavy running (i = 3)

Line 3 Speed limitLine 4 Torque/speed limit (i = 2)Line 5 Mean effective pressure limit (i = 1)Line 6 Propeller curve, clean hull and calm weather –

light running (i = 3), for propeller layoutLine 7 Power limit for continuous running (i = 0)Line 8 Overload limitLine 9 Speed limit at sea trial

Point M to be located on line 7 (normally in point A)

Fig. 2.03: Engine load diagram

2.04

178 05 42-7.3

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 ofthe load diagram.

The area between lines 4 and 1 is available for oper-ation in shallow waters, heavy weather and duringacceleration, i.e. for non-steady operation withoutany strict time limitation.

After some time in operation, the ship’s hull and pro-peller will be fouled, resulting in heavier running ofthe propeller, i.e. the propeller curve will move to theleft from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ship’sspeed.

In calm weather conditions, the extent of heavy run-ning of the propeller will indicate the need for clean-ing the hull and possibly polishing the propeller.

Once the specified MCR (and the optimising point)has been chosen, the capacities of the auxiliaryequipment will be adapted to the specified MCR,and the turbocharger etc. will be matched to the op-timised power, however considering the specifiedMCR.

If the specified MCR (and/or the optimising point) isto be increased later on, this may involve a changeof the pump and cooler capacities, retiming of theengine, change of the fuel valve nozzles, adjustingof the cylinder liner cooling, as well as rematching ofthe turbocharger or even a change to a larger size ofturbocharger. In some cases it can also requirelarger dimensions of the piping systems.

It is therefore of utmost importance to consider, al-ready at the project stage, if the specification shouldbe prepared for a later power increase. This is to beindicated in item 4 02 010 of the Extent of Delivery.

Examples of the use of the Load Diagram

In the following are some examples illustrating theflexibility of the layout and load diagrams and thesignificant influence of the choice of the optimisingpoint O.

The diagrams of the examples show engines withVIT fuel pumps for which the optimising point O isnormally different from the specified MCR point Mas this can improve the SFOC at part load running.

Example 1 shows how to place the load diagram foran engine without shaft generator coupled to a fixedpitch propeller.

In example 2 are diagrams for the same configura-tion, here with the optimising point to the left of theheavy running propeller curve (2) obtaining an extraengine margin for heavy running.

As for example 1, example 3 shows the same layoutfor an engine with fixed pitch propeller (example 1),but with a shaft generator.

Example 4 shows a special case with a shaft genera-tor. In this case the shaft generator is cut off, and theGenSets used when the engine runs at specifiedMCR. This makes it possible to choose a smaller en-gine with a lower power output.

For a project, the layout diagram shown in Fig. 2.08may be used for construction of the actual load dia-gram.


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2.05

For engines with VIT, the optimising point O and its pro-peller curve 1 will normally be selected on the engineservice curve 2, see the lower diagram of Fig. 2.04a.

Point A is then found at the intersection between pro-peller curve 1 (2) and the constant power curve throughM, line 7. In this case point A is equal to point M.

Once point A has been found in the layout diagram,the load diagram can be drawn, as shown in Fig.2.04b and hence the actual load limitation lines of thediesel engine may be found by using the inclinationsfrom the construction lines and the %-figures stated.

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2.06

Example 1:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) is

equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.04a: Example 1, Layout diagram for normal runningconditions, engine with FPP, without shaft generator

Fig. 2.04b: Example 1, Load diagram for normal runningconditions, engine with FPP, without shaft generator

178 05 44-0.6

A similar example 2 is shown in Fig. 2.05. In thiscase, the optimising point O has been selectedmore to the left than in example 1, obtaining an extraengine margin for heavy running operation in heavyweather conditions. In principle, the light runningmargin has been increased for this case.


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2.07

Example 2:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)

is equal to line 2O Optimising point of engineA Reference point of load diagram Line 7 Constant power line through specified MCR (M)MP Specified MCR for propulsion Point A Intersection between line 1 and 7SP Continuous service rating of propulsion

Fig. 2.05a: Example 2, Layout diagram for special runningconditions, engine with FPP, without shaft generator

178 05 46-4.6

Fig. 2.05b: Example 2, Load diagram for special runningconditions, engine with FPP, without shaft generator

In example 3 a shaft generator (SG) is installed, andtherefore the service power of the engine also has toincorporate the extra shaft power required for theshaft generator’s electrical power production.

In Fig. 2.06a, the engine service curve shown forheavy running incorporates this extra power.

The optimising point O will be chosen on the engineservice curve as shown, but can, by an approxima-tion, be located on curve 1, through point M.

Point A is then found in the same way as in example1, and the load diagram can be drawn as shown inFig. 2.06b.

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2.08

Example 3:Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O)O Optimising point of engine Line 7 Constant power line through specified MCR (M)A Reference point of load diagram Point A Intersection between line 1 and 7MP Specified MCR for propulsionSP Continuous service rating of propulsionSG Shaft generator power

Fig. 2.06a: Example 3, Layout diagram for normal runningconditions, engine with FPP, without shaft generator

Fig. 2.06b: Example 3, Load diagram for normal runningconditions, engine with FPP, with shaft generator

178 05 48-8.6

Example 4:

Also in this special case, a shaft generator is in-stalled but, compared to Example 3, this case has aspecified MCR for propulsion, MP, placed at the topof the layout diagram, see Fig. 2.07a.

This involves that the intended specified MCR of theengine M’ will be placed outside the top of the layoutdiagram.

One solution could be to choose a larger dieselengine with an extra cylinder, but another andcheaper solution is to reduce the electrical powerproduction of the shaft generator when running inthe upper propulsion power range.

In choosing the latter solution, the required speci-fied MCR power can be reduced from point M’ topoint M as shown in Fig. 2.07a. Therefore, when run-ning in the upper propulsion power range, a dieselgenerator has to take over all or part of the electricalpower production.

However, such a situation will seldom occur, asships are rather infrequently running in the upperpropulsion power range.

Point A, having the highest possible power, isthen found at the intersection of line L1-L3 withline 1, see Fig. 2.07a, and the corresponding loaddiagram is drawn in Fig. 2.07b. Point M is foundon line 7 at MP’s speed.


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Example 4:Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator

2.09

M Specified MCR of engine Point A of load diagram is found:S Continuous service rating of engine Line 1 Propeller curve through optimising point (O) or

point SO Optimising point of engine Point A Intersection between line 1 and line L1 - L3

A Reference point of load diagram Point M Located on constant power line 7 throughpoint A. and with MP's speed.MP Specified MCR for propulsion

SP Continuous service rating of propulsionSG Shaft generator

Fig. 2.07a: Example 4. Layout diagram for special runningconditions, engine with FPP, with shaft generator

Fig. 2.07b: Example 4. Load diagram for special runningconditions, engine with FPP, with shaft generator

178 06 35-1.6

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Fig. 2.08: Diagram for actual project

178 08 21-9.0

2.10

Fig. 2.08 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.

Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means ofFig. 2.09. Throughout the whole load area the SFOCof the engine depends on where the optimisingpoint O is chosen.

SFOC at reference conditions

The SFOC is based on the reference ambient condi-tions stated in ISO 3046/1-1995:

1,000 mbar ambient air pressure25 °C ambient air temperature25 °C scavenge air coolant temperature

and is related to a fuel oil with a lower calorific valueof 10,200 kcal/kg (42,700 kJ/kg).

For lower calorific values and for ambient conditionsthat are different from the ISO reference conditions,the SFOC will be adjusted according to the conver-sion factors in the below table provided that themaximum combustion pressure (Pmax) is adjustedto the nominal value (left column), or if the Pmax isnot re-adjusted to the nominal value (right column).

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

Scav. air coolanttemperature per 10 °C rise + 0.60% + 0.41%

Blower inlettemperature per 10 °C rise + 0.20% + 0.71%

Blower inletpressure per 10 mbar rise - 0.02% - 0.05%

Fuel oil lowercalorific value

rise 1%(42,700 kJ/kg) -1.00% - 1.00%

With for instance 1 °C increase of the scavenge aircoolant temperature, a corresponding 1 °C in-crease of the scavenge air temperature will occurand involves an SFOC increase of 0.06% if Pmax isadjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-ence conditions and lower calorific value, and isguaranteed for the power-speed combination inwhich the engine is optimised (O) and fulfilling theIMO NOx emission limitations.

The SFOC guarantee is given with a margin of 5%.

As SFOC and NOx are interrelated paramaters, anengine offered without fulfilling the IMO NOx limita-tions only has a tolerance of 3% of the SFOC.

Examples of graphic calculation ofSFOC

Diagram 1 in fig. 2.09 valid for fixed pitch propellershows the reduction in SFOC, relative to the SFOCat nominal MCR (L1).

The optimising point O is drawn into the above-mentioned Diagram 1. A straight line along theconstant mep curves (parallel to L1-L3) is drawnthrough the optimising point O. The line intersec-tions of the solid lines and the oblique lines indi-cate the reduction in specific fuel oil consumptionat 100%, 80% and 50% of the optimised power,related to the SFOC stated for the nominal MCR(L1).

In Fig. 2.10 an example of the calculated SFOCcurves are shown on Diagram 2, valid for two al-ternative optimising points: O1 = 100% M andO2 = 93.5%M, but same engine ratings.


402 000 004 198 27 12

2.11

402 000 004 198 27 12


Data at nominal MCR (L1): K80MC-C Data of optimising point (O)

100% Power:100% Speed:Nominal SFOC

104126

BHPr/min

g/BHPh

Power: 100% of (O)Speed: 100% of (O)SFOC found:

BHPr/min

g/BHPh

Fig. 2.09: SFOC for engine with fixed pitch propeller178 11 31-1.1

2.12

178 06 87-7.0


402 000 004 198 27 12

2.13

Data at nominal MCR (L1): 6K80MC-C Data of optimising point (O) O1 O2

100% Power:100% Speed:Nominal SFOC

29,400104126

BHPr/ming/BHPh

Power: 100% of OSpeed: 100% of OSFOC found:

24,700 BHP95.6 r/min

124.0 g/BHPh

20,990 BHP90.6 r/min

121.5 g/BHPh

Fig. 2.10: Example of SFOC for 6K80MC-C with fixed pitch propeller

178 11 33-5.2

O1: Optimised in MO2: Optimised at 85% of power MPoint 3: is 80% of O2 = 0.80 x 85% of M = 68% MPoint 4: is 50% of O2 = 0.50 x 85% of M = 42.5% M

178 21 10-1.0

Emission Control

All MC engines are delivered so as to comply withthe IMO speed dependent NOx limit, measured ac-cording to ISO 8178 Test Cycles E2/E3 for HeavyDuty Diesel Engines.

IMO NOx limits, i. e. 0-30% NOx reduction

The primary method of NOx control, i.e. engine ad-justment and component modification to affect theengine combustion process directly, enables re-ductions of up to 30% to be achieved.

The Specific Fuel Oil Consumption (SFOC) and theNOx are interrelated parameters, and an engine of-fered with a guaranteed SFOC and also guaranteedto comply with the IMO NOx limitation will be subjectto a 5% fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a wellproven primary method. The type of homogenizer iseither ultrasonic or mechanical, using water fromthe freshwater generator and the water mistcatcher. The pressure of the homogenised fuel hasto be increased to prevent the formation of thesteam and cavitation. It may be necessary to modifysome of the engine components such as the fuelpumps, camshaft, and the engine control system.

Up to 95-98% NOx reduction

This reduction can be achieved by means of sec-ondary methods, such as the SCR (Selective Cata-lytic Reduction), which involves an after-treatmentof the exhaust gas.

Plants designed according to this method havebeen in service since 1990 on four vessels, usingHaldor Topsøe catalysts and ammonia as the re-ducing agent, urea can also be used.

The compact SCR unit can be located separately inthe engine room or horizontally on top of the engine.The compact SCR reactor is mounted before the

turbocharger(s) in order to have the optimum work-ing temperature for the catalyst.

More detailed information can be found in our publi-cations:

P. 331: “Emissions Control,Two-stroke Low-speed Engines”

P. 333: “How to deal with Emission Control”

This publications, are also available at the Internetaddress:www.manbw.dk under "Libraries", from where itcan be downloaded.

402 000 004 198 27 12


2.14

Turbocharger Choice & Exhaust Gas Bypass 3

3 Turbocharger Choice and Exhaust Gas Bypass

Turbocharger Choice

The engines are designed for the application of ei-ther MAN B&W, ABB or Mitsubishi (MHI)turbochargers, and the engines and turbochargersare matched to comply with the IMO speed depend-ent NOx emission limitations, measured accordingto ISO 8178 Test Cycles E2/E3 for Heavy Duty Die-sel Engines.

The turbocharger choice is made with a view to ob-taining the lowest possible Specific Fuel Oil Con-sumption (SFOC) values at the nominal MCR by ap-plying high efficiency turbochargers, see the table inFig 3.01.

The engines are, as standard, equipped with as fewturbochargers as possible, and they are located onthe exhaust side of the engine.

One more turbocharger can be applied, than thenumber stated in the table, if this is desirable due tospace requirements, or for other reasons. Additionalcosts are to be expected.

The turbocharger cleaning systems to be appliedare described in Section 6.10.

For a Specified MCR point (M) different from theNominal MCR (L1), the diagrams in Figs. 3.02, 3.03,3.04 and 3.05 should be used for the application ofMAN B&W type NA, ABB type TPL, ABB type VTRand MHI type MET turbochargers, respectively.

Additionall, the diagrams, show an example of howto determine the number and size of the turbo-chargers for a 6K80MC-C Mk 6:

Specified MCR:M= 80% power = 17,328 kW (23,520 BHP),

95% speed = 98,8 r/minand forNominal MCR:L1= 100% power = 21,660 kW (29,400 BHP),

100% speed = 104 r/min


459 100 250 198 27 13

3.01

Cyl. MAN B&W ABB ABB MHI

6 2 x NA57/T9 2 x TPL80-B11 2 x VTR714D 1 x MET90SE



9 2 x NA70/T9 2 x TPL85-B11 3 x VTR714D 2 x MET83SD

10 2 x NA70/T9 2 x TPL85-B12 3 x VTR714D 2 x MET83SD



Fig. 3.01: High efficiency turbochargers

178 21 11-3.0

The procedure for determining the turbochargersize for specified MCR is as follows:

• Find the specified MCR point M in diagram 1 byentering the 80% power on the vertical scale, andthe 95% engine speed on the oblique scale

• Go horizontally to the left to diagram 2, to the in-tersection with the vertical 95% engine speedscale

• Offset the point (go along) the oblique curveswithin diagram 2, and then move horizontally indiagram 3 to the relevant number of cylinders, - inthis case a 6-cylinder engine, and then movedown vertically to diagram 4

• In diagram 4 the line intersects the curves for twoand one turbochargers

• Going horizontally to the right you will find the in-tersections with the vertical line from diagram 1,showing that if one turbocharger is applied itshould be type NA70/T9, and if two are appliedthey should be type NA57/T9.

Using the same procedure for 6K80MC-C Mk 6,with Nominal MCR (L1), it can be seen that in thiscase either 2 x NA57/T9 or 2 x NA70/T9 can be used,whereas 1 x NA70/T9 is not sufficient for this rating.

459 100 250 198 27 13


3.02

Fig. 3.02: Choice of high efficiency turbochargers, make MAN B&W

178 21 12-5.0

Examples: 6K80MC-C Mk 6Nominal MCR (L1) 100% power, 100% speed: 2 x NA57/T9Specified MCR (M) 80% power, 95% speed: 1 x NA70/T9 or 2 x NA57/T9


459 100 250 198 27 13

3.03

Fig. 3.03: Choice of high efficiency turbochargers, make ABB, type TPL

Examples: 6K80MC-C Mk 6Nominal MCR (L1) 100% power, 100% speed: 2 x TPL80-B11Specified MCR (M) 80% power, 95% speed: 1 x TPL85-B12 or 2 x TPL77-B12

178 21 13-7.0

459 100 250 198 27 13


Fig. 3.04: Choice of high efficiency turbochargers, make ABB, type VTR

Examples: 6K80MC-C Mk 6Nominal MCR (L1) 100% power, 100% speed: 2 x VTR714DSpecified MCR (M) 80% power, 95% speed: 2 x VTR564E or 1 x VTR714E.

3.04

178 21 14-9.0


459 100 250 198 27 13

Fig. 3.05: Choice of high efficiency turbochargers, make MHI

3.05

Examples: 6K80MC-C Mk 6Nominal MCR (L1) 100% power, 100% speed: 1 x MET90SE or 2 x MET66SESpecified MCR (M) 80% power, 95% speed: 1 x MET83SD or 2 x MET66SE

178 21 15-0.0

Cut-off or By-pass of Exhaust Gas

The exhaust gas can be cut-off or by-passed theturbochargers using either of the following threesystems.

Turbocharger cut-out systemOption: 4 60 110

This system, Fig. 3.10, is to be investigated case bycase as its application depends on the layout of theturbocharger(s), can be profitable to introduce onengines with three turbochargers if the engine is tooperate for long periods at low loads of about 50%of the optimised power or below.

The advantages are:

• Reduced SFOC if one or more turbochargers arecut-out

• Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure.This results in less maintenance and lower spareparts requirements

• The increased scavenge air pressure permits run-ning without auxiliary blowers down to 20-30% ofspecified MCR, instead of 30-40%, thus savingelectrical power.

The saving in SFOC at 50% of optimised power isabout 1-2 g/BHPh, while larger savings in SFOC areobtainable at lower loads.

459 100 250 198 27 13


3.06

Fig. 3.10: Position of turbocharger cut-out valves

178 06 93-6.0

Valve for partial by-passOption: 4 60 117

Valve for partial by-pass of the exhaust gas roundthe high efficiency turbocharger(s), Fig. 3.11, can beused in order to obtain improved SFOC at partloads. For engine loads above 50% of optimisedpower, the turbocharger allows part of the exhaustgas to be by-passed round the turbocharger, givingan increased exhaust temperature to the exhaustgas boiler.

At loads below 50% of optimised power, theby-pass closes automatically and the turbochargerworks under improved conditions with high effi-ciency. Furthermore, the limit for activating the aux-iliary blowers decreases correspondingly.

Total by-pass for emergency runningOption: 4 60 119

By-pass of the total amount of exhaust gas roundthe turbocharger, Fig. 3.12, is only used for emer-gency running in case of turbocharger failure.

This enables the engine to run at a higher load thanwith a locked rotor under emergency conditions.The engine’s exhaust gas receiver will in this casebe fitted with a by-pass flange of the same diameteras the inlet pipe to the turbocharger. The emergencypipe is the yard’s delivery.


459 100 250 198 27 13

Fig. 3.11: Valve for partical by-pass

3.07

Fig. 3.12: Total by-pass of exhaust for emergency running

178 06 72-1.1178 06 69-8.0

Electricity Production 4

4 Electricity Production

Introduction

Next to power for propulsion, electricity production isthe largest fuel consumer on board. The electricity isproduced by using one or more of the following typesof machinery, either running alone or in parallel:

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

The machinery installed should be selected basedon an economical evaluation of first cost, operatingcosts, and the demand of man-hours for mainte-nance.

In the following, technical information is given re-garding main engine driven generators (PTO) andthe auxiliary diesel generating sets produced byMAN B&W.

The possibility of using a turbogenerator driven bythe steam produced by an exhaust gas boiler can beevaluated based on the exhaust gas data.

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO)from the main engine, the electricity can be pro-duced based on the main engine`s low SFOC anduse of heavy fuel oil. Several standardised PTO sys-tems are available, see Fig. 4.01 and the designa-tions on Fig. 4.02:

PTO/RCF(Power Take Off/Renk Constant Frequency):Generator giving constant frequency, based onmechanical-hydraulical speed control.

PTO/CFE(Power Take Off/Constant Frequency Electrical):Generator giving constant frequency, based onelectrical frequency control.

PTO/GCR(Power Take Off/Gear Constant Ratio):Generator coupled to a constant ratio step-upgear, used only for engines running at constantspeed.

The DMG/CFE (Direct Mounted Generator/Con-stant Frequency Electrical) and the SMG/CFE (ShaftMounted Generator/Constant Frequency Electrical)are special designs within the PTO/CFE group inwhich the generator is coupled directly to the mainengine crankshaft and the intermediate shaft, re-spectively, without a gear. The electrical output ofthe generator is controlled by electrical frequencycontrol.

Within each PTO system, several designs are avail-able, depending on the positioning of the gear:

BW I:Gear with a vertical generator mounted onto thefore end of the diesel engine, without any con-nections to the ship structure.

BW II:A free-standing gear mounted on the tank topand connected to the fore end of the diesel en-gine, with a vertical or horizontal generator.

BW III:A crankshaft gear mounted onto the fore end ofthe diesel engine, with a side-mounted generator,without any connections to the ship structure.

BW IV:A free-standing step-up gear connected to theintermediate shaft, with a horizontal generator.

For ships installations with this engine type, theSMG/CFE (or the DMG/CFE) are most often used.

The most popular of the gear based alternatives isthe type designated BWIII/RCF for plants with afixed ptich propeller (FPP), as it requires no separateseating in the ship and only little attention from theshipyard with respect to alignment.


485 600 100 198 27 14

4.01

485 600 100 198 27 14


4.02

Alternative types and layouts of shaft generators Design Seating Totalefficiency (%)

PTO

/RC

F

1a 1b BW I/RCF On engine(vertical generator)

88-91

2a 2b BW II/RCF On tank top 88-91

3a 3b BW III/RCF On engine 88-91

4a 4b BW IV/RCF On tank top 88-91

PTO

/CFE

5a 5b DMG/CFE On engine 84-88

6a 6b SMG/CFE On tank top 84-88

PTO

/GC

R

7 BW I/GCR On engine(vertical generator)

92

8 BW II/GCR On tank top 92

9 BW III/GCR On engine 92

10 BW IV/GCR On tank top 92

Fig. 4.01: Types of PTO

178 19 66-3.1

For further information please refer to our publication:

P. 364: “Shaft GeneratorsPower Take Offfrom the Main Engine”

This publication is available at the Internet ad-dress www.manbw.dk under “Libraries” fromwhere it can be downloaded.


485 600 100 198 27 14

Fig. 4.02: Designation of PTO

4.03

Power take off:BW III K80-C/RCF 700-60

178 06 48-3.1

50: 50 Hz60: 60 Hz

kW on generator terminals

RCF: Renk constant frequency unitCFE: Electrically frequency controlled unitGCR: Step-up gear with constant ratio

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W

PTO/RCF

Side mounted generator, BWIII/RCF(Fig. 4.01, Alternative 3)

The PTO/RCF generator systems have been devel-oped in close cooperation with the German gearmanufacturer Renk. A complete package solution isoffered, comprising a flexible coupling, a step-upgear, an epicyclic, variable-ratio gear with built-inclutch, hydraulic pump and motor, and a standardgenerator, see Fig. 4.03.

For marine engines with controllable pitch propel-lers running at constant engine speed, the hydraulicsystem can be dispensed with, i.e. a PTO/GCR de-sign is normally used.

Fig. 4.03 shows the principles of the PTO/RCF ar-rangement. As can be seen, a step-up gear box(called crankshaft gear) with three gear wheels isbolted directly to the frame box of the main engine.The bearings of the three gear wheels are mountedin the gear box so that the weight of the wheels is notcarried by the crankshaft. In the frame box, betweenthe crankcase and the gear drive, space is availablefor tuning wheel, counterweights, axial vibrationdamper, etc.

The first gear wheel is connected to the crankshaftvia a special flexible coupling made in one piecewith a tooth coupling driving the crankshaft gear,thus isolating it against torsional and axial vibrations.

By means of a simple arrangement, the shaft in thecrankshaft gear carrying the first gear wheel and the

485 600 100 198 27 14


4.04

Fig. 4.03: Power Take Off with Renk constant frequency gear: BW III/RCF, option: 4 85 253

178 00 45-5.0

female part of the toothed coupling can be movedforward, thus disconnecting the two parts of thetoothed coupling.

The power from the crankshaft gear is transferred,via a multi-disc clutch, to an epicyclic variable-ratiogear and the generator. These are mounted on acommon bedplate, bolted to brackets integratedwith the engine bedplate.

The BWIII/RCF unit is an epicyclic gear with a hydro-static superposition drive. The hydrostatic inputdrives the annulus of the epicyclic gear in either di-rection of rotation, hence continuously varying thegearing ratio to keep the generator speed constantthroughout an engine speed variation of 30%. In thestandard layout, this is between 100% and 70% ofthe engine speed at specified MCR, but it can beplaced in a lower range if required.

The input power to the gear is divided into two paths– one mechanical and the other hydrostatic – andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gear isequipped with a hydrostatic motor driven by a pump,and controlled by an electronic control unit. Thiskeeps the generator speed constant during single run-ning as well as when running in parallel with other gen-erators.

The multi-disc clutch, integrated into the gear inputshaft, permits the engaging and disengaging of theepicyclic gear, and thus the generator, from themain engine during operation.

An electronic control system with a Renk controllerensures that the control signals to the main electri-cal switchboard are identical to those for the normalauxiliary generator sets. This applies to ships withautomatic synchronising and load sharing, as wellas to ships with manual switchboard operation.

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BWIII/RCF unit. If any monitored value ex-ceeds the normal operation limits, a warning or analarm is given depending upon the origin, severityand the extent of deviation from the permissible val-

ues. The cause of a warning or an alarm is shown ona digital display.

Extent of delivery for BWIII/RCF units

The delivery comprises a complete unit ready to bebuilt-on to the main engine. Fig. 4.04 shows the re-quired space and the standard electrical outputrange on the generator terminals.

In the case that a larger generator is required, pleasecontact MAN B&W Diesel A/S.

If a main engine speed other than the nominal is re-quired as a basis for the PTO operation, this must betaken into consideration when determining the ratioof the crankshaft gear. However, this has no influ-ence on the space required for the gears and thegenerator.

The PTO can be operated as a motor (PTI) as well asa generator by adding some minor modifications.


485 600 100 198 27 14

4.05

Standard sizes of the crankshaft gears and the RCFunits are designed for 700, 1200, 1800 and 2600 kW,while the generator sizes of make A. van Kaick are:

Type

DSG

440 V1800kVA

60 Hzr/minkW

380 V1500kVA

50 Hzr/minkW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-474 L2-486 K1-486 M1-486 L2-499 K1-4

707855

105612711432165119241942234527923222

566684845

10171146132115391554187622342578

627761940

11371280146817091844214825422989

501609752909

1024117413681475171820332391

178 34 89-3.1

Yard deliveries are:

1. Cooling water pipes to the built-on lubricating oilcooling system, including the valves.

2. Electrical power supply to the lubricating oilstand-by pump built on to the RCF unit.

3. Wiring between the generator and the operatorcontrol panel in the switch-board.

4. An external permanent lubricating oil filling-upconnection can be established in connection withthe RCF unit. The system is shown in Fig. 4.07 “Lu-bricating oil system for RCF gear”. The dosagetank and the pertaining piping are to be deliveredby the yard. The size of the dosage tank is stated inthe table for RCF gear in “Necessary capacities forPTO/RCF” (Fig. 4.06).

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF

The capacities stated in the “List of capacities” forthe main engine in question are to be increased bythe additional capacities for the crankshaft gear andthe RCF gear stated in Fig. 4.06.

485 600 100 198 27 14


4.06


485 600 100 198 27 14

4.07

kW generator - 60 Hz frequency

700 kW 1200 kW 1800 kW 2600 kW

A 3396 3396 3536 3536

B 747 747 747 747

C 4056 4056 4336 4336

D 4450 4450 4730 4730

F 1797 1917 2037 2147

G 2797 2797 3197 3197

H 1801 2303 2638 3968

S 390 480 520 660

System mass (kg) with generator:

30750 35500 48100 64550

System mass (kg) without generator:

28750 32850 43800 59350

The stated kW, which is at generator terminals, is available between 70% and 100% of the enginespeed at specified MCR

Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,frequency = 60 Hz, speed = 1800 r/min

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll K80-C/RCF

178 21 09-1.0

178 36 29-6.0

485 600 100 198 27 14


4.08

Fig. 4.05a: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 40 42-8.0


485 600 100 198 27 14

4.09

Pos. 1 Special face on bedplate and frame box

Pos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or statorhousing

Pos. 3 Machined washers placed on frame box part of face to ensure, that it is flush with the face on thebedplate

Pos. 4 Rubber gasket placed on frame box part of face

Pos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplate

Pos. 6 Distance tubes and long bolts

Pos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTOmaker

Pos. 8 Flange of crankshaft, normally the standard execution can be used

Pos. 9 Studs and nuts for crankshaft flange

Pos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)

Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)

Pos. 12 Face for brackets

Pos. 13 Brackets

Pos. 14 Studs for mounting the brackets

Pos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the brackets

Pos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unit

Pos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTO

Pos. 18 Intermediate shaft between crankshaft and PTO

Pos. 19 Oil sealing for intermediate shaft

Pos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame box

Pos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. No: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

BWIII/RCF A A A A B A B A A A A A B B A A

BWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A A

BWII/RCF A A A A A A

BWII/GCR, BWII/CFE A A A A A A

BWI/RCF A A A A B A B A A

BWI/GCR, BWI/CFE A A A A B A B A A A A

DMG/CFE A A A B C A B A A

A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker

C: See text of pos. No.

Fig. 4.05b: Necessary preparations to be made on engine for mounting PTO (to be decided when ordering the engine)

178 33 84-9.0

485 600 100 198 27 14


4.10

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 1200 1800 2600

Lubricating oil flow m3/h 4.1 4.1 4.9 6.2

Heat dissipation kW 12.1 20.8 31.1 45.0

RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1200 1800 2600

Cooling water quantity m3/h 14.1 22.1 30.0 39.0

Heat dissipation kW 55 92 134 180

El. power for oil pump kW 11.0 15.0 18.0 21.0

Dosage tank capacity m3 0.40 0.51 0.69 0.95

El. power for Renk-controller 24V DC ± 10%, 8 amp

From main engine:Design lub. oil pressure: 2.25 barLub. oil pressure at crankshaft gear: min. 1 barLub. oil working temperature: 50 °CLub. oil type: SAE 30

Cooling water inlet temperature: 36 °CPressure drop across cooler: approximately 0.5 barFill pipe for lub. oil system store tank (~ø32)Drain pipe to lub. oil system drain tank (~ø40)Electric cable between Renk terminal at gearbox andoperator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5

Fig. 4.06: Necessary capacities for PTO/RCF, BW III/RCF system

178 33 85-0.0


485 600 100 198 27 14

4.11

The letters refer to the “List of flanges”, which will beextended by the engine builder, when PTO systems arebuilt on the main engine

Fig. 4.07: Lubricating oil system for RCF gear

178 06 47-1.0

DMG/CFE GeneratorsOption: 4 85 259

Fig. 4.01 alternative 5, shows the DMG/CFE (DirectMounted Generator/Constant Frequency Electrical)which is a low speed generator with its rotor mount-ed directly on the crankshaft and its stator bolted onto the frame box as shown in Figs. 4.08 and 4.09.

The DMG/CFE is separated from the crankcase by aplate, and a labyrinth stuffing box.

The DMG/CFE system has been developed in coop-eration with the German generator manufacturersSiemens and AEG (now STN Atlas), but similar types

of generators can be supplied by others, e.g. Fuji,Nishishiba and Shinko in Japan.

For generators in the normal output range, the massof the rotor can normally be carried by the foremostmain bearing without exceeding the permissiblebearing load (see Fig. 4.09), but this must bechecked by the engine manufacturer in each case.

If the permissible load on the foremost main bearingis exceeded, e.g. because a tuning wheel is needed,this does not preclude the use of a DMG/CFE.

485 600 100 198 27 14


Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)

178 06 73-3.1

4.12


485 600 100 198 27 14

Fig. 4.10: Diagram of DMG/CFE with static converter

Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel

178 06 63-7.1

178 56 55-3.1

4.13

In such a case, the problem is solved by installing asmall, elastically supported bearing in front of thestator housing, as shown in Fig. 4.09.

As the DMG type is directly connected to the crank-shaft, it has a very low rotational speed and, conse-quently, the electric output current has a low fre-quency – normally in order of 15 Hz.

Therefore, it is necessary to use a static frequencyconverter between the DMG and the main switch-board. The DMG/CFE is, as standard, laid out foroperation with full output between 100% and 70%and with reduced output between 70% and 50% ofthe engine speed at specified MCR.

Static converter

The static frequency converter system (see Fig.4.10) consists of a static part, i.e. thyristors and con-trol equipment, and a rotary electric machine.

The DMG produces a three-phase alternating cur-rent with a low frequency, which varies in accor-dance with the main engine speed. This alternatingcurrent is rectified and led to a thyristor inverter pro-ducing a three-phase alternating current with con-stant frequency.

Since the frequency converter system uses a DC in-termediate link, no reactive power can be suppliedto the electric mains. To supply this reactive power,a synchronous condenser is used. The synchronouscondenser consists of an ordinary synchronousgenerator coupled to the electric mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to themain engine inclusive of the synchronous con-denser unit, and the static converter cubicles whichare to be installed in the engine room.

If required, the DMG/CFE can be made so it can beoperated both as a generator and as a motor (PTI).

Yard deliveries are:

1. Installation, i.e. seating in the ship for the syn-chronous condenser unit, and for the static con-verter cubicles

2. Cooling water pipes to the generator if watercooling is applied

3. Cabling.

The necessary preparations to be made on the en-gine are specified in Figs. 4.05a and 4.05b.

SMG/CFE Generators

The PTO SMG/CFE (see Fig. 4.01 alternative 6) hasthe same working principle as the PTO DMG/CFE,but instead of being located on the front end of theengine, the alternator is installed aft of the engine,with the rotor integrated on the intermediate shaft.

In addition to the yard deliveries mentioned for thePTO DMG/CFE, the shipyard must also provide thefoundation for the stator housing in the case of thePTO SMG/CFE.

The engine needs no preparation for the installationof this PTO system.

485 600 100 198 27 14


4.14


485 600 100 198 27 14

4.15

Fig. 4.11a: Power and outline of L16/24

L16/24 Holeby GenSet Data

178 33 87-4.2

Bore: 160 mm Stroke: 240 mm

Power lay-out

1200 r/min 60 Hz 1000 r/min 50 Hz

Eng. kW Gen. kW Eng. kW Gen. kW

5L16/24 500 475 450 430

6L16/24 600 570 540 515

7L16/24 700 665 630 600

8L16/24 800 760 720 680

9L16/24 900 855 810 770

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 1800 mm.

* Depending on alternator** Weight incl. standard alternator (based on a Leroy Somer alternator)

All dimensions and masses are approximate, and subject to changes without prior notice.

Cyl. no

5 (1000 rpm)5 (1200 rpm)

6 (1000 rpm)6 (1200 rpm)

7 (1000 rpm)7 (1200 rpm)

8 (1000 rpm)8 (1200 rpm)

9 (1000 rpm)9 (1200 rpm)

**Dry weightGenSet (t)

9.59.5

10.510.5

11.411.4

12.412.4

13.113.1

A (mm)

27512751

30263026

33013301

35763576

38513851

* B (mm)

14001400

14901490

15851585

16801680

16801680

* C (mm)

41514151

45164516

48864886

52565256

55315531

H (mm)

22262226

22262226

22262266

22662266

22662266

485 600 100 198 27 14


4.16

Max. continuous rating at Cyl. 5 6 7 8 9

1000/1200 r/min Engine kW 450/500 540/600 630/700 720/800 810/9001000/1200 r/min 50-60 Hz Gen. kW 430/475 515/570 600/665 680/760 770/855

ENGINE DRIVEN PUMPS

HT cooling water pump** (2.0/3.2 bar) m3/h 10.9/13.1 12.7/15.2 14.5/17.4 16.3/19.5 18.1/21.6LT cooling water pump** (1.7/3.0 bar) m3/h 15.7/17.3 18.9/20.7 22.0/24.2 25.1/27.7 28.3/31.1Lubricating oil (3-5.0 bar) m3/h 21/25 23/27 24/29 26/31 28/33

EXTERNAL PUMPS

Fuel oil feed pump (4 bar) m3/h 0.14/0.15 0.16/0.18 0.19/0.21 0.22/0.24 0.24/0.27Fuel booster pump (8 bar) m3/h 0.41/0.45 0.49/0.54 0.57/0.63 0.65/0.72 0.73/0.81

COOLING CAPACITIES

Lubricating oil kW 79/85 95/102 110/161 126/136 142/153Charge air LT kW 43/50 51/60 60/63 68/80 77/90

*Flow LT at 36°C inlet and 44°C outlet engine m3/h 13.1/14.6 15.7/17.5 18.4/24.2 21.0/23.3 23.6/26.2

Jacket cooling kW 107/125 129/150 150/152 171/200 193/225Charge air HT kW 107/114 129/137 150/146 171/182 193/205*Flow HT at 36°C inlet and 80°C outlet engine m3/h 4.2/4.7 5.0/5.6 5.9/5.8 6.7/7.5 7.6/8.4

GAS DATA

Exhaust gas flow kg/h 3321/3675 3985/4410 4649/4701 5314/5880 5978/6615Exhaust gas temp. °C 330 330 330 330 330Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 3231/3575 3877/4290 4523/4561 5170/5720 5816/6435

STARTING AIR SYSTEM

Air consumption per start Nm3 0.19 0.23 0.27 0.31 0.35

HEAT RADIATION

Engine kW 11/12 13/15 15/17 17/20 19/22Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures the flow will changeaccordingly.

Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flowwill change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C, then the LT outlet will rise accordingly.

** Max. permission inlet pressure 2.0 bar.

Fig. 4.11b: List of capacities for L16/24


178 33 88-6.0


485 600 100 198 27 14

4.17


L23/30H Holeby GenSet Data

Fig. 4.12a: Power and outline of L23/30H

Power lay-out

720 r/min 60Hz 750 r/min 50Hz 900 r/min 60Hz

Eng. kW Gen. kW Eng. kW Gen. kW Eng. kW Gen. kW

5L23/30H 650 615 675 645

6L23/30H 780 740 810 770 960 910

7L23/30H 910 865 945 900 1120 1060

8L23/30H 1040 990 1080 1025 1280 1215

178 34 53-3.1P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 2250 mm.

* Depending on alternator** Weight included a standard alternator, make A. van Kaick


Cyl. no

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)6 (900 rpm)

7 (720 rpm)7 (750 rpm)7 (900 rpm)

8 (720 rpm)8 (750 rpm)8 (900 rpm)


18.017.6

19.719.721.0

21.421.422.8

23.522.924.5

A (mm)

33693369

373837383738

410941094109

447544754475

* B (mm)

21552155

226522652265

239523952395

248024802340

* C (mm)

55245524

600460046004

650465046504

695969596815

H (mm)

23832383

238323832815

281528152815

281528152815

485 600 100 198 27 14


4.18

Max. continuous rating at Cyl. 5 6 7 8

720/750 r/min Engine kW 650/675 780/810 910/945 1040/1080900 r/min Engine kW 960 1120 1280720/750 r/min 60/50 Hz Gen. kW 615/645 740/770 865/900 990/1025900 r/min 60 Hz Gen. kW 910 1060 1215

ENGINE-DRIVEN PUMPS 720, 750/900 r/min

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.0/1.3 1.0/1.3 1.0/1.3 1.0/1.3LT cooling water pump (1-2.5 bar) m3/h 55/69 55/69 55/69 55/69HT cooling water pump (1-2.5 bar) m3/h 36/45 36/45 36/45 36/45Lub. oil main pump (3-5/3.5-5 bar) m3/h 16/20 16/20 20/20 20/20

SEPARATE PUMPS

Fuel oil feed pump*** (4-10 bar) m3/h 0.19 0.23/0.29 0.27/0.34 0.30/0.39LT cooling water pump* (1-2.5 bar) m3/h 35/44 42/52 48/61 55/70LT cooling water pump** (1-2.5 bar) m3/h 48/56 54/63 60/71 73/85HT cooling water pump (1-2.5 bar) m3/h 20/25 24/30 28/35 32/40Lub. oil stand-by pump (3-5/3.5-5 bar) m3/h 14/16 15/17 16/18 17/19

COOLING CAPACITIES

LUBRICATING OILHeat dissipation kW 69/97 84/117 98/137 112/158LT cooling water quantity* m3/h 5.3/6.2 6.4/7.5 7.5/8.8 8.5/10.1SW LT cooling water quantity** m3/h 18 18 18 25Lub. oil temp. inlet cooler °C 67 67 67 67LT cooling water temp. inlet cooler °C 36 36 36 36

CHARGE AIRHeat dissipation kW 251/310 299/369 348/428 395/487LT cooling water quantity m3/h 30/38 36/46 42/53 48/61LT cooling water inlet cooler °C 36 36 36 36

JACKET COOLINGHeat dissipation kW 182/198 219/239 257/281 294/323HT cooling water quantity m3/h 20/25 24/30 28/35 32/40HT cooling water temp. inlet cooler °C 77 77 77 77

GAS DATA

Exhaust gas flow kg/h 5510/6980 6620/8370 7720/9770 8820/11160Exhaust gas temp. °C 310/325 310/325 310/325 310/325Max. allowable back. press. bar 0.025 0.025 0.025 0.025Air consumption kg/h 5364/6732 6444/8100 7524/9432 8604/10800

STARTING AIR SYSTEM

Air consumption per start Nm3 0.30 0.35 0.40 0.45

HEAT RADIATION

Engine kW 21/26 25/32 29/37 34/42Generator kW (See separate data from generator maker)

Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than statedat the 720 r/min engine. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.

These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.

*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumptionis multiplied by 1.45.

Fig. 4.12b: List of capacities for L23/30H


178 34 54-5.1


485 600 100 198 27 14

4.19




178 33 89-8.1

Power lay-out

720 r/min 60Hz 750 r/min 50Hz


5L27/38 1500 1425 1600 1520

6L27/38 1800 1710 1920 1825

7L27/38 2100 1995 2240 2130

8L27/38 2400 2280 2560 2430

9L27/38 2700 2565 2880 2735

P Free passage between the engines, width 600 mm and height 2000 mm.Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)

* Depending on alternator** Weight included a standard alternator


Cyl. no

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)

7 (720 rpm)7 (750 rpm)

8 (720 rpm)8 (750 rpm)

9 (720 rpm)9 (750 rpm)


42.042.3

45.846.1

52.152.1

56.558.3

61.863.9

A (mm)

43464346

47914791

52365236

56815681

61266126

* B (mm)

24862486

27662766

27662766

29862986

29862986

* C (mm)

68326832

75577557

80028002

86678667

91129112

H (mm)

37053705

37053717

37173717

37973797

37973797

485 600 100 198 27 14


4.20


L27/38 Holeby GenSet DataMax. continuous rating at Cyl. 5 6 7 8 9

720/750 r/min Engine kW 1500/1600 1800/1920 2100/2240 2400/2560 2700/2880720/750 r/min 60/50 Hz Gen. kW 1425/1520 1710/1825 1995/2130 2280/2430 2565/2735

ENGINE DRIVEN PUMPS

HT cooling water pump (1-2.5 bar) m3/h 36/39 44/46 51/54 58/62 65/70LT cooling water pump (1-2.5 bar) m3/h 36/39 44/46 51/54 58/62 65/70Lubricating oil pump (4.5-5.5 bar) m3/h 30/32 36/38 42/45 48/51 54/58

EXTERNAL PUMPS

Fuel oil feed pump (4 bar) m3/h 0.45/0.48 0.54/0.58 0.63/0.67 0.72/0.77 0.81/0.86Fuel booster pump (8 bar) m3/h 1.35/1.44 1.62/1.73 1.89/2.02 2.16/2.30 2.43/2.59

COOLING CAPACITIES

Lubricating oil kW 264/282 317/338 370/395 423/451 476/508Charge air LT kW 150/160 180/192 210/224 240/256 270/288*Flow LT at 36°C inlet and 44°C outlet m3/h 35.8/38.2 42.9/45.8 50.1/53.4 57.2/61.1 64.4/68.7

Jacket cooling kW 264/282 317/338 370/395 423/451 476/508Charge air HT kW 299/319 359/383 419/447 479/511 539/575*Flow HT at 36°C inlet and 80°C outlet m3/h 11.1/11.8 13.3/14.2 15.5/16.5 17.7/18.9 19.9/21.2

GAS DATA

Exhaust gas flow kg/h 11310/12064 13572/14476 15834/16889 18096/19302 20358/21715Exhaust gas temp. °C 350 350 350 350 350Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 11010/11744 13212/14093 15414/16442 17616/18790 19818/21139

STARTING AIR SYSTEM


HEAT RADIATION

Engine kW 54/57 64/69 75/80 86/92 97/103Generator kW (see separate data from the generator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.

* The outlet temperature of the HT water is fixed to 80°C, and44°C for LT water.

At different inlet temperature the flow will change accordingly.

Example: if the inlet temperature is 25°C then the LT flow willchange to (46-36)/(44-25)*100 = 53% of the original flow.

The HT flow will change to (80-36)/(80-25)*100 = 80% of theoriginal flow.

** Max. permission inlet pressure 2.0 bar.178 33 90-8.1


485 600 100 198 27 14

4.21

Fig. 4.14a: Power and outline of L28/32H



178 33 92-1.2

Power lay-out



5L28/32H 1050 1000 1100 1045

6L28/32H 1260 1200 1320 1255

7L28/32H 1470 1400 1540 1465

8L28/32H 1680 1600 1760 1670

9L28/32H 1890 1800 1980 1880


* Depending on alternator** Weight included a standard alternator, make A. van Kaick


Cyl. no

5 (720 rpm)5 (750 rpm)

6 (720 rpm)6 (750 rpm)

7 (720 rpm)7 (750 rpm)

8 (720 rpm)8 (750 rpm)

9 (720 rpm)9 (750 rpm)


32.632.3

36.336.3

39.439.4

40.740.6

47.147.1

A (mm)

42794279

47594759

54995499

59795979

61996199

* B (mm)

24002400

25102510

26802680

27702770

26902690

* C (mm)

66796679

72697269

81798179

87498749

88898889

H (mm)

31843184

31843184

33743374

33743374

35343534

485 600 100 198 27 14


4.22

Fig. 4.14b: List of capacities for L28/32H

Max. continuous rating at Cyl. 5 6 7 8 9

720/750 r/min Engine kW 1050/1100 1260/1320 1470/1540 1680/1760 1890/1980720/750 r/min 60/50 Hz Gen. kW 1000/1045 1200/1255 1400/1465 1600/1670 1800/1880

ENGINE-DRIVEN PUMPS

Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4LT cooling water pump (1-2.5 bar) m3/h 45 60 75 75 75HT cooling water pump (1-2.5 bar) m3/h 45 45 60 60 60Lub. oil main pump (3-5 bar) m3/h 24 24 33 33 33

SEPARATE PUMPS

Fuel oil feed pump*** (4-10 bar) m3/h 0.31 0.36 0.43 0.49 0.55LT cooling water pump* (1-2.5 bar) m3/h 45 54 65 77 89LT cooling water pump** (1-2.5 bar) m3/h 65 73 95 105 115HT cooling water pump (1-2.5 bar) m3/h 37 45 50 55 60Lub. oil stand-by pump (3-5 bar) m3/h 22 23 25 27 28

COOLING CAPACITIES

LUBRICATING OILHeat dissipation kW 105 127 149 172 194LT cooling water quantity* m3/h 7.8 9.4 11.0 12.7 14.4SW LT cooling water quantity** m3/h 28 28 40 40 40Lub. oil temp. inlet cooler °C 67 67 67 67 67LT cooling water temp. inlet cooler °C 36 36 36 36 36

CHARGE AIRHeat dissipation kW 393 467 541 614 687LT cooling water quantity m3/h 37 45 55 65 75LT cooling water inlet cooler °C 36 36 36 36 36

JACKET COOLINGHeat dissipation kW 264 320 375 432 489HT cooling water quantity m3/h 37 45 50 55 60HT cooling water temp. inlet cooler °C 77 77 77 77 77

GAS DATA

Exhaust gas flow kg/h 9260 11110 12970 14820 16670Exhaust gas temp. °C 305 305 305 305 305Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 9036 10872 12672 14472 16308

STARTING AIR SYSTEM


HEAT RADIATION

Engine kW 26 32 38 44 50Generator kW (See separate data from generator maker)

The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 r/min. Heat dissipation gas and pumpcapacities at 750 r/min are 4% higher than stated. If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.

These data are based on tropical conditions, except for exhaust flow and air consumption which are based on ISO conditions.

* Only valid for engines equipped with internal basic cooling water system no 1 and 2.** Only valid for engines equipped with combined coolers, internal basic cooling water system no 3.

*** To compensate for built on pumps, ambient condition, calorific value and adequate circulations flow. The ISO fuel oil consumptionis multiplied by 1.45.


178 33 93-3.1


485 600 100 198 27 14

4.23

Bore: 320 mm Stroke: 400 mmL32/40 Holeby GenSet Data


178 34 55-7.1

Power lay-out



5L32/40 2290 2185 2290 2185

6L32/40 2750 2625 2750 2625

7L32/40 3205 3060 3205 3060

8L32/40 3665 3500 3665 3500

9L32/40 4120 3935 4120 3935


* Depending on alternator** Weight included an alternator, Type B16, Make Siemens


Cyl. no

6 (720 rpm)6 (750 rpm)

7 (720 rpm)7 (750 rpm)

8 (720 rpm)8 (750 rpm)

9 (720 rpm)9 (750 rpm)


75.075.0

79.079.0

87.087.0

91.091.0

A (mm)

63406340

68706870

74007400

79307930

* B (mm)

34153415

34153415

36353635

36353635

* C (mm)

97559755

1028510285

1103511035

1156511565

H (mm)

45104510

45104510

47804780

47804780

485 600 100 198 27 14


4.24

480 kW/Cyl. - two stage air cooler

Max. continuous rating at Cyl. 6 7 8 9

720 r/min Engine kW 2880 3360 3840 4320720 r/min 60 Hz Gen. kW 2750 3210 3665 4125

ENGINE-DRIVEN PUMPS

LT cooling water pump (3 bar) m3/h 36 42 48 54HT cooling water pump (3 bar) m3/h 36 42 48 54Lub. oil main pump (8 bar) m3/h 75 88 100 113

SEPARATE PUMPS

Fuel oil feed pump (4 bar) m3/h 0.9 1.0 1.2 1.3Fuel oil booster pump (8 bar) m3/h 2.6 3.0 3.5 3.9Lub. oil stand-by pump (8 bar) m3/h 75 88 100 113Prelubricating oil pump (8 bar) m3/h 19 22 26 29LT cooling water pump (3 bar) m3/h 36 42 48 54HT cooling water pump (3 bar) m3/h 36 42 48 54

COOLING CAPACITIES

LT charge air kW 303 354 405 455Lubricating oil kW 394 460 526 591Flow LT at 36° C m3/h 36 42 48 54

HT charge air kW 801 934 1067 1201Jacket cooling kW 367 428 489 550Flow HT 80° C outlet engine m³/h 36 42 48 54

GAS DATA

Exhaust gas flow kg/h 22480 26227 29974 33720Exhaust gas temp. °C 360 360 360 360Max. allowable back. press. bar 0.025 0.025 0.025 0.025Air consumption kg/h 21956 25615 29275 32934

STARTING AIR SYSTEM

Air consumption per start Nm3 0.97 1.13 1.29 1.45

HEAT RADIATION

Engine kW 137 160 183 206Generator kW (See separate data from generator maker)

The stated heat balances are based on 100% load and tropical condition, the flows are based on ISO ambient condition.



178 34 56-9.0

Installation Aspects 5

5 Installation Aspects

The figures shown in this chapter are intended as anaid at the project stage. The data is subject tochange without notice, and binding data is to begiven by the engine builder in the “Installation Doc-umentation” mentioned in section 10.

Please note that the newest version of most of thedrawings of this section can be downloaded fromour website on www.manbw.dk under 'Products','Marine Power', 'Two-stroke Engines' where youthen choose the engine type.

Space Requirements for the Engine

The space requirements stated in Fig. 5.01 are validfor engines rated at nominal MCR (L1).

Additional space needed for engines equipped withPTO is stated in section 4.

Overhaul of Engine

The overhaul heights stated from the centre of thecrankshaft to the crane hook are for vertical lift, seenote F in Fig. 5.01.

A lower overhaul height is, however, available by us-ing the MAN B&W Double-Jib Crane, built by DanishCrane Building A/S, shown in Fig. 5.02.

Please note that the height given by using a dou-ble-jib crane is from the centre of the crankshaft tothe lower edge of the deck beam, see note E in Fig.5.01.

Only a 2 x 4.0 tons double-jib crane can be used forthe K80MC-C engine as this crane has beenindividually designed for the engine.

The capacity of a normal engine room crane has tobe minimum 8.0 tons.

For the recommended area to be covered by theengine room crane and regarding crane for disman-tling the turbocharger, see fig. 5.01c and 5.01d.

The overhaul tools for the engine are designed to beused with a crane hook according to DIN 15400,June 1990, material class M and load capacity 1Amand dimensions of the single hook type according toDIN 15401, part 1.

Engine and Gallery Outline

The total length of the engine at the crankshaft levelmay vary depending on the equipment to be fittedon the fore end of the engine, such as adjustablecounterweights, tuning wheel, moment compensa-tors and PTO.

Fig. 5.03a, 5.03b and 5.03c shows the engine andgallery outline for a 10 cylinder engine with high effi-ciency turbochargers and rated at nominal MCR(L1).

Engine Masses and Centre of Gravity

The partial and total engine masses appear fromsection 9, “Dispatch Pattern”, to which the massesof water and oil in the engine, Fig. 5.05, are to beadded. The centre of gravity is shown in Fig. 5.04,including the water and oil in the engine, but withoutmoment compensators or PTO.


430 100 030 198 27 15

5.01

Engine Pipe Connections

The positions of the external pipe connections onthe engine are stated in Figs. 5.06a, 5.06b and 5.06cand the corresponding lists of counterflanges forpipes and turbocharger in Figs. 5.07 and 5.08, re-spectively.

The flange connection on the turbocharger gas out-let is rectangular, but a transition piece to a circularform can be supplied as an option: 4 60 601.

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the seating stated in Figs. 5.09and 5.10 are for guidance only.

The engine is basically mounted on epoxy chocks4 82 102 in which case the underside of thebed-plate’s lower flanges has no taper.

The epoxy types approved by MAN B&W Diesel A/Sare:

“Chockfast Orange PR 610 TCF”from ITW Philadelphia Resins Corporation, USA,and“Epocast 36"from H.A. Springer – Kiel, Germany

The engine may alternatively, be mounted on castiron chocks (solid chocks 4 82 101), in which casethe underside of the bedplate’s lower flanges is withtaper 1:100.

Top Bracing

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. When the piston of a cylinder is not ex-actly in its top or bottom position, the gas force fromthe combustion, transferred through the connectingrod will have a component acting on the crossheadand the crankshaft perpendicularly to the axis of thecylinder. Its resultant is acting on the guide shoe (orpiston skirt in the case of a trunk engine), and to-gether they form a guide force moment.

The moments may excite engine vibrations movingthe engine top athwartships and causing a rocking(excited by H-moment) or twisting (excited byX-moment) movement of the engine.

For engines with fewer than seven cylinders, thisguide force moment tends to rock the engine intransverse direction, and for engines with seven cyl-inders or more, it tends to twist the engine. Bothforms are shown in section 7 dealing with vibrations.The guide force moments are harmless to the en-gine, however, they may cause annoying vibrationsin the superstructure and/or engine room, if propercountermeasures are not taken.

As a detailed calculation of this system is normallynot available, MAN B&W Diesel recommend that atop bracing is installed between the engine's upperplatform brackets and the casing side.

However, the top bracing is not needed in all cases.In some cases the vibration level is lower if the topbracing is not installed. This has normally to bechecked by measurements, i.e. with and without topbracing.

If a vibration measurement in the first vessel of a se-ries shows that the vibration level is acceptablewithout the top bracing, then we have no objectionto the top bracing being dismounted and the rest ofthe series produced without top bracing.

It is our experience that especially a seven-cylinderengine will often have a lower vibration level withouttop bracing.

Without top bracing, the natural frequency of thevibrating system comprising engine, ship’s bottom,and ship’s side, is often so low that resonance withthe excitation source (the guide force moment) canoccur close to the normal speed range, resulting inthe risk of vibration.

With top bracing, such a resonance will occurabove the normal speed range, as the top bracingincreases the natural frequency of the above-mentioned vibrating system.

The top bracing is normally placed on the exhaustside of the engine (4 83 110), but it can alternatively

430 100 030 198 27 15


5.02

be placed on the camshaft side, option: 4 83 111,see Figs 5.11, and 5.12.

The top bracing is to be made by the shipyard inaccordance with MAN B&W instructions.

Mechanical top bracing

The mechanical top bracing, option: 4 83 112shown in Figs. 5.11a and 5.11b comprises stiff con-nections (links) with friction plates.

Force per mechanical top bracing minimum hori-zontal rigidity at attachment to the hull.

Force per bracing. . . . . . . . . . . . . . . . . . . ± 165 kNMinimum horizontal rigidity at the link'spoints of attachment to the hull . . . . . . . 190 MN/mTightening torque at hull side. . . . . . . . . . . 450 NmTightening torque at engine side . . . . . . . 1250 Nm

Hydraulic top bracing

The hydraulic top bracings are available in two de-signs:

with pump station, option 4 83 122, orwithout pump station, option 4 83 123

See Figs. 5.12a, 5.12b, 5.12c, 5.12d and 5.12e.

The hydraulically adjustable top bracing is an alter-native to our standard top bracing and is intendedfor application in vessels where hull deflection isforeseen to exceed the usual level.

Similar to our standard mechanical top bracing, thishydraulically adjustable top bracing is intended forone side mounting, either the exhaust side (alterna-tive 1), or the camshaft side (alternative 2).

Force per bracing . . . . . . . . . . . . . . . . . . . ±127 kNMaximum horizontal deflection at thelink’s points of attachment to the hullfor two cylinders . . . . . . . . . . . . . . . . . . . . 0.51 mm

Earthing Device

In some cases, it has been found that the differencein the electrical potential between the hull and thepropeller shaft (due to the propeller being immersedin seawater) has caused spark erosion on the mainbearings and journals of the engine.

A potential difference of less than 80 mV is harmlessto the main bearings so, in order to reduce the po-tential between the crankshaft and the engine struc-ture (hull), and thus prevent spark erosion, we rec-ommend the installation of a highly efficient earthingdevice.

The sketch Fig. 5.13 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hullmV-meter so that the potential, and thus the correctfunctioning of the device, can be checked.


430 100 030 198 27 15

5.03

Normal/minimum centreline distance for twin engine in-stallation: 8450/7150 mm (7150 mm for common galleryfor starboard and port design engines).

The dimensions are given in mm, for guidance only.If dimensions cannot be fulfilled, please contact MANB&W Diesel A/S or our local representative.

430 100 034 198 27 16


5.04

178 89 98-8.0

Fig. 5.01a: Space requirement for the engine


430 100 034 198 27 16

Cyl. No. 6 7 8 9 10 11 12

A

min. 11154 12578 14002 16476 17900 19324 20748 Fore end: A minimum shows basic engineA maximum shows engine withbuildt-on tuning wheel

For PTO: See corresponding space requirementmax. 11736 13160 14584 17058 18482 19906 21330

B

5355 5435 MAN B&W turbocharger

The required space to theengine room casingincludes top bracing

5270 - ABB TPL turbocharger

5355 ABB VTR turbocharger

5355 5445 MHI turbocharger

C

4125 4325 4525 4830 4625 4725 4875 MAN B&W turbocharger

Dimensions according toturbocharger choice atnominal MCR

3926 4126 4498 4803 4953 5053 4848 ABB TPL turbocharger

3932 4132 4332 4282 4432 4532 4682 ABB VTR turbocharger

4688 4171 4429 4734 4884 5138 5288 MHI turbocharger

D 4012 4077 4142 4237 4282 4342 4392The dimension includes a cofferdam of 600 mm andmust fulfil minimum height to tanktop according toclassification rules

E 11300The distance from crankshaft centreline to loweredge of deck beam, when using MAN B&WDouble-Jib Crane

F

11900 Minimum overhaul height, normal lifting procedure

11500 Minimum overhaul height, reduced height liftingprocedure

G 4500 See "top bracing arrangement",if top bracing fitted on camshaft side

H

- 7742 MAN B&W turbocharger

Dimensions according toturbocharger choice atnominal MCR

7973 - ABB TPL turbocharger

- 7759 ABB VTR turbocharger

7720 7758 MHI turbocharger

J 510 Space for tightening control of holding down bolts

K See textK must be equal to or larger than the propeller shaft,if the propeller shaft is to be drawn into the engineroom

V 0°, 15°, 30°, 45°, 60°, 75°, 90° Max. 45° when engine room has min. headroom abovethe turbocharger

5.05

Fig. 5.01b: Space requirement for the engine, (4 59 122)

178 21 74-7.0

For the overhaul of a turbocharger, a crane beam withtrolleys is required at each end of the turbocharger.

Two trolleys are to be available at the compressor endand one trolley is needed at the gas inlet end.

The crane beam can be omitted if the main engineroom crane also covers the turbocharger area.

The crane beam is used for lifting the following compo-nents:

- Exhaust gas inlet casing- Turbocharger inlet silencer- Compressor casing- Turbine rotor with bearings

The sketch shows a turbocharger and a crane beamthat can lift the components mentioned.

The crane beam(s) is/are to be located in relation to theturbocharger(s) so that the components around the gasoutlet casing can be removed in connection with over-haul of the turbocharger(s).

MAN B&W turbocharger related figuresType NA

57 70W kg 2000 3000HB mm 1800 2300

ABB turbocharger related figuresType TPL

73 77 80 85W kg 1000 1000 1500 2200HB mm 800 900 1000 1200

Type VTR564 714

W kg 2000 3000HB mm 1700 2200

MHI turbocharger related figuresType MET

71 83 90W kg 3000 5000 6000HB mm 1800 2200 2300

The table indicates the position of the crane beam(s) inthe vertical level related to the centre of theturbocharger(s).

*)The crane beam location in horizontal directionEngines with the turbocharger(s) located on the ex-haust side.The letter ‘a’ indicates the distance between verti-cal centrelines of the engine and theturbocharger(s).

*) Engines with the turbocharger located on the aftend of engine.The letter ‘a’ indicates the distance between verti-cal centrelines of the aft cylinder and theturbocharger.The figures ‘a’ are stated on the ‘Engine Outline’drawing

The crane beam can be bolted to brackets that are fas-tened to the ship structure or to columns that are lo-cated on the top platform of the engine.

The lifting capacity of the crane beam is indicated inthe table for the various turbocharger makes. The cranebeam shall be dimensioned for lifting the weight ‘W’with a deflection of some 5 mm only.

430 100 034 198 27 16


Fig. 5.01c: Crane beams for overhaul of turbocharger

5.06

178 32 20-8.0

The crane hook travelling area must cover at least the fulllength of the engine and a width in accordance with di-mension A given on the drawing, see cross-hatched area.

It is furthermore recommended that the engine roomcrane can be used for transport of heavy spare parts fromthe engine room hatch to the spare part stores and to theengine. See example on this drawing.

The crane hook should at least be able to reach down to alevel corresponding to the centreline of the crankshaft.

For overhaul of the turbocharger(s) trolley mounted chainhoists must be installed on a separate crane beam or, al-ternatively, in combination with the engine room cranestructure, see Fig. 5.01e with information about the re-quired lifting capacity for overhaul of turbocharger(s).


430 100 034 198 27 16

Weight in kginclusive lifting tools

Crane capacityin tons

Craneoperating

widthin mm

Normal crane MAN B&W Double-Jib Crane

Heightto crane hook

in mm(vertical lift ofpiston/tiltedlift of piston)

Building-in height in mm

Cylindercover

completewith

exhaustvalve

Cylinderliner withcoolingjacket

Pistonwith

pistonrod andstuffing

box

Normalcrane

MAN B&WDouble-Jib

Crane

AMinimumdistance

B1/B2Minimum

height fromcentreline

crankshaft tocentreline

crane hook

CMinimum

height fromcentrelinecrankshaftto undersidedeck beam

DAdditional height

required for overhaulof exhaust valve

without removing anyexhaust valve stud

6375 4800 3675 8.0 2 x4.0 3500 11900/11500 11300 575

Fig. 5.01d: Engine room crane

5.07

178 21 75-9.0

1) The lifting tools for the engine aredesigned to fit together with astandard crane hook with a liftingcapacity in accordance with the figurestated in the table. If a larger cranehook is used, it may not fit directly tothe overhaul tools, and the use of anintermediate shackle or similarbetween the lifting tool and the cranehook will affect the requirements forthe minimum lifting height in theengine room (dimension B)

2) The hatched area shows the heightwhere an MAN B&W Double JibCrane has to be used.

178 34 30-5.2

488 701 010 198 27 17


5.08

Fig. 5.02a: Overhaul with double-jib crane

Deck beam

MAN B&W Double-Jib Crane

Centreline crankshaft

The double-jib cranecan be delivered by:

Danish Crane Building A/SP.O. Box 54Østerlandsvej 2DK-9240 Nibe, Denmark

Telephone:Telefax:E-mail:

+ 45 98 35 31 33+ 45 98 35 30 [email protected]

178 06 25-5.3


488 701 010 198 27 18

This crane is adapted to the special tools for low overhaul

Fig. 5.02b: MAN B&W double-jib crane 2 x 4.0 t, option: 4 88 701

5.09

178 21 52-0.1

430 100 080 198 27 19


5.03a: Engine and gallery outline, 7-8K80MC-C

178 21 62-7.0

5.10

T/C type 8 cyl. c1 c2MAN B&W NA70/TO9 2160 7856

ABB TPL85B 2110 7806MHI MET83SE/SEII 2485 8181

T/C type 7 cyl. c1 c2MAN B&W NA70/TO9 2160 7856

ABBTPL80B 2354 8050VTR714D 2110 7806

MHI MET83SE/SEII 2485 8181

Please note:The dimensions are in mm andsubject to revision without notice


430 100 080 198 27 19

5.11

178 21 62-7.0

5.03b: Engine and gallery outline, 7-8K80MC-C

T/C type a b dMAN B&W 3420 7742 5180

ABBTPL80B 3430 7973 5000VTR714D 3300 7759 5100

MHI MET83SEII/SEII 3290 7758 5100

L7 cylinders 85448 cylinders 9968

430 100 080 198 27 19


Fig. 5.03c: Engine and gallery outline, 7-8K80MC-C

5.12

178 21 62-7.0


430 100 046 198 27 20

No. of cylinders 6 7 8 9 10 11 12

Distance X mm 4180 4850 5530 6300 6950 7650 8330

Distance Y mm 2735 2795 2795 2745 2705 2815 2755

Distance Z mm 170 190 170 170 150 190 180

For engine dry weights, see dispatch pattern i section 9

Fig. 5.04: Centre of gravity

5.13

178 21 59-3.0

178 35 48-8.0

Centre ofcylinder 1

Centre of cranshaft

Centre ofgravity

430 100 059 198 27 21


5.14

No. ofcylinders

Mass of water and oil in engine in service

Mass of water Mass of oil in

Freshwaterkg

Seawaterkg

Totalkg

Enginesystem

kg

Oil pan*

kg

Total

kg

6 8500 540 9040 1850 1400 3250

7 10000 700 10700 2150 1300 3450

8 11600 800 12400 2750 1500 4250

9 13100 800 13900 3150 2000 5150

10 14600 1000 15600 3500 1900 5400

11 16300 1400 17700 4100 2150 6250

12 17700 1500 19200 4500 2450 6950

* The stated values are valid for horizontally aligned engines with vertical oil outlets

Fig. 5.06: Water and oil in engine

178 21 24-5.0


483 100 082 198 27 24

5.15

178 21 64-0.0

Please note:The dimensions are in mm and subject to revision without notice. For engine dimensions see “Engine outline”

Fig.5.06a: Engine pipe connections, 8K80MC-C with 2 x NA70/TO9

483 100 082 198 27 24


5.16

Fig. 5.06b: Engine pipe connections, 8K80MC-C with 2 x NA70/TO9

178 21 64-0.0


483 100 082 198 27 24

5.17

The letter refer to "List of flanges"Some of the pipes can be connected fore or aft as shown, and the engine builder has to be informed which end to beused.

For engine diemnsions see "Engine ouline" and "Gallery outline"

Fig. 5.06c: Engine pipe connections, 8K80MC-C with 2 x NA70/TO9

178 21 64-0.0

430 200 152 198 27 25


Refer-ence

Cyl.No.

Flange BoltsDescriptionDiam.

mmPCDmm

Thickn.mm

Diam.mm

No.

A 6 - 8 Flange for pipe 165,2x7.1 Starting air inletB 6 - 8 Coupling for 20 mm pipe Control air inletC 6 - 8 Coupling for 16 mm pipe Safety air inletD See figure 5.08 Exhaust gas outlet

E1MET 66 140 145 14 M16 4 Venting of lubricating oil discharge pipe

for MHI MET turbochargersMET 83 180 145 14 M16 4

E2 2xNA70 200 165 16 M16 8 Venting of lubricating oil discharge pipefor MAN B&W turbocharger

F 6 - 8 225 185 22 M20 8 Fuel oil outletK 6 - 8 320 280 20 M20 8 Jacket cooling water inletL 6 - 8 320 280 20 M20 8 Jacket cooling water outletM 6 - 8 Coupling for 1 1/4” pipe Cooling water de-aeration

N6 320 280 20 M20 8

Cooling water inlet to air cooler (central cooling)7 - 8 385 345 22 M20 12

P6 320 280 20 M20 8 Cooling water outlet from air cooler

(central cooling)7 - 8 385 345 22 M20 12

N6 - 7 385 345 22 M20 12

Cooling water inlet to air cooler (sea water)8 430 390 22 M20 12

P6 - 7 385 345 22 M20 12

Cooling water outlet from air cooler (sea water)8 430 390 22 M20 12

S 6 - 8 Available on request System oil outlet to bottom tankRU 6 - 8 540 495 24 M22 16 Lubricating & cooling oil (system oil)X 6 - 8 225 185 22 M20 8 Fuel oil inletY 6 - 8 130 105 14 M12 4 Lubricating oil inlet to exhaust valve actuator

AA

2xTPL80 120 95 14 M12 4

Lubricating oil inlet to turbocharger MAN B&W,MHI MET and ABB TPL

2xTPL85 180 145 14 M16 42xNA70 180 145 14 M16 4

2xMET 66 155 130 14 M12 42xMET 83 180 145 14 M16 4

AB

2xTPL80 235 200 16 M16 8 Lubricating oil outlet from turbocharger

2xNA70 320 280 20 M20 Venting of lubricating oil discharge pipefor MAN B&W turbocharger

2xMET 83 320 280 20 M20 8Lubricating oil outlet from turbocharger

2xMET 66 265 230 18 M16 8AC 6 - 8 115 90 12 M12 4 Lubricating oil inlet to cylinder lubricatorsAD 6 - 8 115 90 12 M12 4 Fuel oil return from umbrella sealingAE 6 - 8 115 90 12 M12 4 Drain from bedplate/cleaning turbochargerAF 6 - 8 115 90 12 M12 4 Fuel oil to draintankAG 6 - 8 115 90 12 M12 4 Drain oil from piston rod stuffing boxesAH 6 - 8 115 90 12 M12 4 Fresh cooling water drainAK 6 - 8 Coupling for 30 mm pipe Inlet cleaning air coolerAL 6 - 8 130 105 14 M12 4 Outlet air cooler cleaning/water mist catcherAM 6 - 8 130 105 14 M12 4 Outlet air cooler to chemical cleaning tankAN 6 - 8 Coupling for 30 mm pipe Water inlet for cleaning of turbocharger

Fig. 5.07a: List of counterflanges, option: 4 30 202

5.18

178 21 65-2.0


430 200 152 198 27 25

Refer-ence

Cyl.No.

Flange BoltsDescriptionDiam.

mmPCDmm

Thickn.mm

Diam.mm

No.

AP 6 - 8 Coupling for 30 mm pipe Air inlet for dry cleaning of turbochargerAR 6 - 8 130 105 14 M12 4 Oil vapour dischargeAS 6 - 8 Coupling for 30 mm pipe Cooling water drain air coolerAT 6 - 8 120 95 12 M12 4 Extinguishing of fire in scavenge air box

AV 6 - 8 180 145 14 M16 4 Drain from scavenge air box to closed drain tank,manoeuvring side

AV1 6 - 8 115 90 12 M12 4 Drain from scavenge air box to closed drain tank,exhaust side

BD 6 - 8 Coupling for 16 mm pipe Fresh water outlet for heating fuel oil drain pipesBX 6 - 8 Coupling for 16 mm pipe Steam inlet for heating fuel oil pipesBF 6 - 8 Coupling for 16 mm pipe Steam outlet for heating fuel oil pipesBV 6 - 8 Coupling for 16 mm pipe Steam inlet for cleaning drain scavenge air box

The list of flanges will be extended, when PTO system is built onto the engine

Fig. 5.07b: List of counterflanges, option: 4 30 202

5.19

178 21 65-2.0

430 200 152 198 27 25


5.20

Thickness of flanges: 25 mm

Fig. 5.08: List of counterflanges, turbocharger exhaust outlet (yard’s supply)

MAN B&W NA57/TO9

ABB TPL 85ABB TPL 80

MAN B&W NA57/TO9

ABB VTR714D

178 21 65-2.0

MHI MET 66SD/SE

MHI MET 83SE/SD MHI MET 90SE


482 600 015 198 27 26

5.21

For details of chocks and bolts see special drawings

This drawing may, subject to the written consent of theactual engine builder concerned, be used as a basis formarking-off and drilling the holes for holding down boltsin the top plates, provided that:

2)

3)

The shipyard drills the holes for holding downbolts in the top plates while observing thetoleranced locations given on the present drawing

The holding down bolts are made in accordancewith MAN B&W Diesel A/S drawings of thesebolts.

1) The engine builder drills the holes for holding downbolts in the bedplate while observing the tolerancedlocations indicated on MAN B&W Diesel A/S draw-ings for machining the bedplate

Fig. 5.09: Arrangement of epoxy chocks and holding down bolts

178 15 49-4.1

482 600 010 198 27 27


Section A-A

5.22

Fig. 5.10a: Profile of engine seating

178 15 47-0.1

Holding down bolts, option: 4 82 602 includes:123

Protecting capSpherical nutSpherical washer

456

Distance pipeRound nutHolding down bolt

Side chock brackets, option: 4 82 622 includes:1 Side chock brackets

Side chock liners, option: 4 82 620 includes:2 Liner for side chock3 Lock plate4 Washer5 Hexagon socket set screw


482 600 010 198 27 27

178 15 48-2.1

5.23

Fig. 5.10c: Profile of engine seating, end chocks

End chocks

Detail D1

Fig. 5.10b: Profile of engine seating, side chocksEnd chock liners, option: 4 82 612 include:7 Liner for end chocks

End chock bolts, option: 4 82 610 includes:4 Spherical washer5 Spherical washer2 Round nut1 Stud for end chock bolt6 Protecting cap3 Round nut

End chock brackets, option: 4 82 614 include:8 End chock brackets

Section B-B

483 110 007 198 27 28


5.24

Fig. 5.11a: Mechanical top bracing arrangement

Top bracing should only be installed on one side of theengine, either the exhaust side (alternative 1) or thecamdshaft side (alternative 2).

T/C: Turbocharger C: Chain drive

Horizontal distance between top bracing fix point andcentre line of cylinder 1:

a = 712 f = 7832 m = 13254b = 2136 g = 9256 n = 14678c = 3560 h = 10680 o = 16102d = 4984 k = 10406 p = 17526e = 6408 l = 11830

Turbocharger Q RNA57NA70/T09VTR564VTR714TPL80BMET66SDMET83SP

4085436040754210421540854390

5355543553555355527053555445

178 89 97-6.0


483 110 007 198 27 28

Fig. 5.11b: Mechanical top bracing outline, option: 4 83 112

5.25

1780963-3.2

483 110 008 198 27 29


5.26

Top bracing should only be installed on one side, eitherthe exhaust side (alternative 1), or the camshaft side(alternative 2)

Fig. 5.12a: Hydraulic top bracing arrangement

178 15 51-6.1

T/C: Turbocharger C: Chain drive

Horizontal distance between top bracing fix point andcentre line of cylinder 1:

a = 712 f = 7832 m = 13254b = 2136 g = 9256 n = 14678c = 3560 h = 10680 o = 16102d = 4984 k = 10406 p = 17526e = 6408 l = 11830

T/C RNA70/TO9VTR714MET83SD/SE

565555755575


483 110 008 198 27 29

Fig. 5.12b: Hydraulic top bracing layout of system with pump station, option: 4 83 122

The hydraulically adjustable top bracing system con-sists basically of two or four hydraulic cylinders, twoaccumulator units and one pump station

Pump stationincluding:two pumpsoil tankfilterreleif valves andcontrol box

Fig. 5.12c: Hydraulic cylinder for option 4 83 122

Valve block withsolenoid valveand relief valve

Hullside

Inlet Outlet

Engineside

5.27

Pipe:

Electric wiring:

Hydraulic cylinders

Accumulator unit

With pneumatic/hydrauliccylinders only

178 16 47-6.0

178 16 68-0.0

483 110 008 198 27 29


Fig. 5.12e: Hydraulic cylinder for option 4 83 123

Fig. 5.12d: Hydraulic top bracing layout of system without pump station, option: 4 83 123

5.28

With pneumatic/hydrauliccylinders only

178 18 60-7.0

178 15 73-2.0


420 600 010 198 27 30

5.29

Cross section must not be smaller than 45 mm2 andthe length of the cable must be as short as possible

Rudder

Voltmeter for shaft-hull potential difference

Main bearing

Propeller

Intermediate shaft

Earthing devicePropeller shaft

Current

Silver metalgraphite brushes

Hull

Slipringsolid silver track

Voltmeter for shaft-hullpotential difference

Fig. 5.13: Earthing device, (yard's supply)

178 32 07-8.0

Auxiliary Systems 6

6.01 List of Capacities

The Lists of Capacities contain data regarding thenecessary capacities of the auxiliary machinery forthe main engine only.

The heat dissipation figures include 10% extra mar-gin for overload running except for the scavenge aircooler, which is an integrated part of the diesel en-gine.

The capacities given in the tables are based on trop-ical ambient reference conditions and refer to en-gines with high efficiency turbochargers running atnominal MCR (L1) for, respectively:

• Seawater cooling system,Figs. 6.01.01a and 6.01.02a

• Central cooling water system,Figs. 6.01.01b and 6.01.02b

A detailed specification of the various componentsis given in the description of each system. If a fresh-water generator is installed, the water production can

be calculated by using the formula stated later in thischapter and the way of calculating the exhaust gasdata is also shown later in this chapter. The air con-sumption is approximately 98% of the calculated ex-haust gas amount.

The location of the flanges on the engine is shownin: “Engine pipe connections”, and the flanges areidentified by reference letters stated in the “List offlanges”; both can be found in section 5.

The diagrams use the symbols shown in Fig. 6.01.17“Basic symbols for piping”, whereas the symbols forinstrumentation accord to the “Symbolic represen-tation of instruments” and the instrumentation listfound in section 8.

Heat radiation

The heat radiation and convection to the engineroom is about 1.1% of the engine nominal power(kW in L1).


430 200 025 198 27 31

Fig. 6.01.01a: Diagram for seawater cooling system

178 11 26-4.1

Fig. 6.01.01b: Diagram for central cooling water system

178 11 27-6.1

6.01.01

430 200 025 198 27 31


Nominal MCR at 104 r/minCyl. 6 7 8 9 10 11 12kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps

Fuel oil circulating pump m3/h 9.4 10.9 12.5 14.0 15.6 17.1 18.7Fuel oil supply pump m3/h 5.5 6.5 7.4 8.3 9.2 10.2 11.1Jacket cooling water pump m3/h 1) 165 200 225 250 285 315 340

2) 155 180 210 235 260 285 3103) 165 190 220 245 275 300 3254) 155 180 210 235 260 285 310

Seawater cooling pump* m3/h 1) 670 780 890 1000 1120 1230 13402) 670 770 890 1000 1100 1210 13303) 660 770 880 990 1100 1210 13204) 660 770 880 990 1100 1200 1320

Lubricating oil pump* m3/h 1) 490 580 660 740 830 910 9902) 500 580 670 740 820 900 10003) 475 550 630 710 790 870 9504) 490 570 650 740 820 900 980

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 8820 10290 11760 13230 14700 16170 17640Seawater m3/h 432 504 576 648 720 792 864Lubricating oil coolerHeat dissipation approx.* kW 1) 1850 2250 2530 2810 3240 3510 3790

2) 1940 2220 2610 2890 3170 3450 39203) 1670 1950 2230 2510 2790 3060 33404) 1800 2070 2400 2720 2990 3270 3590

Lubricating oil* m3/h See above “Lubricating oil pump”Seawater m3/h 1) 237 275 313 351 399 437 475

2) 237 265 313 351 379 417 4653) 227 265 303 341 379 417 4554) 227 265 303 341 379 407 455

Jacket water coolerHeat dissipation approx. kW 1) 2910 3400 3860 4330 4870 5330 5790

2) 2780 3240 3700 4170 4630 5090 55603) 2970 3430 3890 4350 4910 5370 58404) 2780 3240 3700 4170 4630 5090 5560

Jacket cooling water m3/h See above “Jacket cooling water”Seawater m3/h See above “Central cooling water quantity” for lube oil cooler

Fuel oil heater kW 245 285 330 365 410 450 490

Exhaust gas flow at 235 °C** kg/h 207600 242200 276800 311400 346000 380600 415200

Air consumption of engine kg/s 56.6 66.1 75.5 84.9 94.4 103.8 113.2

*

**

For main engine arrangements with built-on power take off (PTO) of an MAN B&W recommended type and/or torsionalvibration damper the engine’s capacities must be increased by those stated for the actual systemThe exhaust gas amount and temperature must be adjusted according to the actual plant specification

1) Engines with MAN B&W turbochargers, type NA 3) Engines with ABB turbochargers, type VTR2) Engines with ABB turbochargers, type TPL 4) Engines with Mitsubishi turbochargers, type MET

Fig. 6.01.02a: List of capacities, K80MC-C with seawater system stated at the nominal MCR power (L1) for enginescomplying with IMO's NOx emission limitations

178 87 79-6.1

6.01.02


430 200 025 198 27 31

6.01.03

Nominal MCR at 104 r/min

Cyl. 6 7 8 9 10 11 12

kW 21660 25270 28880 32490 36100 39710 43320

Pum

ps

Fuel oil circulating pump m3/h 9.4 10.9 12.5 14.0 15.6 17.1 18.7Fuel oil supply pump m3/h 5.5 6.5 7.4 8.3 9.2 10.2 11.1Jacket cooling water pump m3/h 1) 165 200 225 250 285 315 340

2) 155 180 210 235 260 285 3103) 165 190 220 245 275 300 3254) 155 180 210 235 260 285 310

Central cooling water pump* m3/h 1) 550 650 740 830 930 1020 11102) 550 640 730 820 910 1000 11003) 550 640 730 820 910 1000 10904) 540 630 720 820 910 990 1090

Seawater cooling pump* m3/h 1) 660 780 890 1000 1120 1220 13302) 660 770 880 990 1100 1210 13303) 660 770 880 980 1100 1200 13104) 660 760 870 980 1090 1200 1310

Lubricating oil pump* m3/h 1) 490 580 660 740 830 910 9902) 500 580 670 740 820 900 10003) 475 550 630 710 790 870 9504) 490 570 650 740 820 900 980

Booster pump for camshaft m3/h 10.4 12.1 13.9 15.6 17.3 19.1 20.8

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 8750 10210 11670 13120 14580 16040 17500Central cooling water m3/h 324 378 432 486 540 594 648Lubricating oil coolerHeat dissipation approx.* kW 1) 1850 2250 2530 2810 3240 3510 3790

2) 1940 2220 2610 2890 3170 3450 39203) 1670 1950 2230 2510 2790 3060 33404) 1800 2070 2400 2720 2990 3270 3590

Lubricating oil* m3/h See above "Lubricating oil pump"Central cooling water m3/h 1) 225 271 307 343 389 425 461

2) 225 261 297 333 369 405 4513) 225 261 297 333 369 405 4414) 215 251 287 333 369 395 441

Jacket water coolerHeat dissipation approx. kW 1) 2910 3400 3860 4330 4870 5330 5790

2) 2780 3240 3700 4170 4630 5090 55603) 2970 3430 3890 4350 4910 5370 58404) 2780 3240 3700 4170 4630 5090 5560

Jacket cooling water m3/h See above "Jacket cooling water"Central cooling water m3/h See above "Central cooling water quantity" for lube oil coolerCentral coolerHeat dissipation approx.* kW 1) 13510 15860 18060 20260 22690 24880 27080

2) 13470 15670 17980 20180 22380 24580 269803) 13390 15590 17790 19980 22280 24470 266804) 13330 15520 17770 20010 22200 24400 26650

Central cooling water* m3/h See above "Central cooling water pump"Seawater* m3/h See above "Seawater cooling pump"

Fuel oil heater kW 245 285 330 365 410 450 490

Exhaust gas flow at 235 °C** kg/h 207600 242200 276800 311400 346000 380600 415200

Air consumption of engine kg/s 56.6 66.1 75.5 84.9 94.4 103.8 113.2

Fig. 6.01.02b: List of capacities, K80MC-C with central cooling water system stated at the nominal MCR power (L1) forengines complying with IMO's NOx emission limitations

178 87 80-6.1

Auxiliary System Capacities forDerated Engines

The dimensioning of heat exchangers (coolers) andpumps for derated engines can be calculated on thebasis of the heat dissipation values found by using thefollowing description and diagrams. Those for thenominal MCR (L1), see Figs. 6.01.02a and 6.01.02b,may also be used if wanted.

Cooler heat dissipations

For the specified MCR (M) the diagrams in Figs.6.01.04, 6.01.05 and 6.01.06 show reduction fac-tors for the corresponding heat dissipations for thecoolers, relative to the values stated in the “List ofCapacities” valid for nominal MCR (L1).

430 200 025 198 27 31


6.01.04

Starting air system: 30 bar (gauge)

Cylinder No. 6 7 8 9 10 11 12

Reversible engine, 12 startsReceiver volume m3 2 x 8.5 2 x 8.5 2 x 9.0 2 x 9.0 2 x 9.0 2 x 9.0 2 x 9.5

Compressor capacity, total m3/h 510 510 540 540 540 540 570

Non-reversible engine, 6 startsReceiver volume m3 2 x 4.5 2 x 4.5 2 x 4.5 2 x4.5 2 x 5.0 2 x 5.0 2 x 5.0

Compressor capacity, total m3/h 270 270 270 270 300 300 300

Fig. 6.01.03 Capacities of starting air receivers and compressors for main engine K80MC-C

178 21 68-8.0

Fig. 6.01.05: Jacket water cooler, heat dissipationqjw% in % of L1 value

Fig. 6.01.04: Scavenge air cooler, heat dissipationqair% in % of L1 value

Fig. 6.01.06: Lubricating oil cooler, heat dissipationqlub% in % of L1 value

178 07 99-2.0

178 06 57-8.1178 07 98-0.0

The percentage power (P%) and speed (n%) of L1for specified MCR (M) of the derated engine is usedas input in the above-mentioned diagrams, giving the% heat dissipation figures relative to those in the“List of Capacities”, Figs. 6.01.02a and 6.01.02b.

Pump capacities

The pump capacities given in the “List of Capac-ities” refer to engines rated at nominal MCR (L1). Forlower rated engines, only a marginal saving in thepump capacities is obtainable.

To ensure proper lubrication, the lubricating oil pumpmust remain unchanged.

Also, the fuel oil circulating and supply pumps shouldremain unchanged, and the same applies to the fueloil preheater.

The jacket cooling water pump capacity is relativelylow, and practically no saving is possible, and there-fore kept unchanged.

In order to ensure a proper starting ability, the start-ing air compressors and the starting air receiversmust also remain unchanged.

Seawater cooling system

The seawater flow capacity for each of the scav-enge air, lube. oil and jacket water cooler can be re-duced proportionally to the reduced heat dissipa-tions found in Figs. 6.01.04, 6.01.05 and 6.01.06,respectively.

However, regarding the scavenge air coolers, theengine maker has to approve this reduction in orderto avoid too low a water velocity in the scavenge aircooler pipes, in order to avoid growing of barnaclesetc.

As the jacket water cooler is connected in serieswith the lube oil cooler, the seawater flow capacityfor the latter is used also for the jacket water cooler.

The derated seawater pump capacity is equal to thesum of the above found derated seawater flow ca-

pacities through the scavenge air and lube oil cool-ers, as these are connected in parallel.

Central cooling water system

If a central cooler is used, the above still applies, butthe central cooling water capacities are used in-stead of the above seawater capacities. The seawa-ter flow capacity for the central cooler can be re-duced in proportion to the reduction of the totalcooler heat dissipation.

Pump pressures

Irrespective of the capacities selected as per theabove guidelines, the below-mentioned pump headsat the mentioned maximum working temperaturesfor each system shall be kept:

Pumpheadbar

Maxworkingtemp.°C

Fuel oil supply pump 4 100

Fuel oil circulating pump 6 150

Lubricating oil pump 4.3 60

Booster pump for camshaft 3 60

Seawater pump 2.5 50

Central cooling water pump 2.5 80

Jacket water pump 3 100

Flow velocities

For external pipe connections, we prescribe the fol-lowing maximum velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/sLubricating oil . . . . . . . . . . . . . . . . . . . . . . . 1.8 m/sCooling water . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Due to space requirements the internal piping onthe engine can have higher flow velocities thanspecified.


430 200 025 198 27 31

6.01.05

430 200 025 198 27 31


Nominal rated engine (L1) Example 1Specified MCR (M)

Shaft power at MCR 29,400 BHPat 104 r/min

23,520 BHPat 93.6 r/min

Pum

ps

Fuel oil circulating pump m3/h 9.4 9.4Fuel oil supply pump m3/h 5.5 5.5Jacket cooling water pump m3/h 165 165Seawater pump m3/h 670 531Lubricating oil pump m3/h 490 490

Co

ole

rs

Scavenge air coolerHeat dissipation kW 8,820 6,439Seawater quantity m3/h 432 315Lub. oil coolerHeat dissipation kW 1,850 1,684Lubricating oil quantity m3/h 490 490Seawater quantity m3/h 237 216Jacket water coolerHeat dissipation kW 2,910 2,444Jacket cooling water quantity m3/h 165 165Seawater quantity m3/h 237 216Fuel oil preheater: kW 245 245Gases at ISO ambient conditions

Exhaust gas flow kg/h 207,600 162,690Exhaust gas temperature °C 235 226Air consumption kg/sec. 56.6 44.3Starting air system: 30 bar (gauge)Reversible engineReceiver volume (12 starts) m3 2 x 8.5 2 x 8.5Compressor capacity, total m3/h 510 510Non-reversible engineReceiver volume (6 starts) m3 2 x 4.5 2 x 4.5Compressor capacity, total m3/h 270 270

Fig. 6.01.07: Example 1 – Capacities of derated 6K80MC-C with MAN B&W turbocharger and seawater cooling system

178 21 71-1.0

Example 1: Derated 6K80MC-C with MAN B&W turbocharger and seawater cooling system6K80MC-C derated with fixed pitch propellerNominal MCR, (L1) 21,660 kW = 29,400 BHP (100.0%) 104 r/min (100.0%)Specified MCR, (M) 17,328 kW = 23,520 BHP (80.0%) 93.6 r/min (90.0%)Optimised power, (O) 16,202 kW = 21,991 BHP (74.8%) 91.5 r/min (88.0%)The method of calculating the reduced capacities for point M is shown below.

178 21 72-3.0

Heat dissipation of lube oil coolerFig. 6.01.06 indicates a 91% heat dissipation:

1,850 x 0.91 = 1,684 kW

Heat dissipation of jacket water coolerFig. 6.01.05 indicates a 84% heat dissipation:

2,910 x 0.84 = 2,444 kW

Seawater pumpScavenge air cooler:Lubricating oil cooler:Total:

432 x 0.73 = 315.0 m3/h237 x 0.91 = 216.0 m3/h

531.0 m3/h

The values valid for the nominal rated engine are foundin the “List of Capacities” Fig. 6.01.02a, and are listedtogether with the result in Fig. 6.01.07.

Heat dissipation of scavenge air coolerFig. 6.01.04 which is approximate indicates a 76% heatdissipation:

8,820 x 0.73 = 6,439 kW

6.01.06

Freshwater Generator

If a freshwater generator is installed and is utilisingthe heat in the jacket water cooling system, it shouldbe noted that the actual available heat in the jacketcooling water system is lower than indicated by theheat dissipation figures valid for nominal MCR (L1)given in the List of Capacities. This is because thelatter figures are used for dimensioning the jacketwater cooler and hence incorporate a safety marginwhich can be needed when the engine is operatingunder conditions such as, e.g. overload. Normally,this margin is 10% at nominal MCR.

For a derated diesel engine, i.e. an engine having aspecified MCR (M) and/or an optimising point (O)different from L1, the relative jacket water heat dissi-pation for point M and O may be found, as previ-ously described, by means of Fig. 6.01.05.

At part load operation, lower than optimised power,the actual jacket water heat dissipation will be re-

duced according to the curves for fixed pitch pro-peller (FPP). Fig. 6.01.08.

With reference to the above, the heat actually avail-able for a derated diesel engine may then be foundas follows:

1. Engine power between optimised and specifiedpower

For powers between specified MCR (M) and op-timised power (O), the diagram Fig. 6.01.05 is tobe used,i.e. giving the percentage correctionfactor “qjw%” and hence

Qjw = QL1 xq

100jw% x 0.9 (0.87) [1]

2. Engine power lower than optimised power

For powers lower than the optimised power, thevalue Qjw,O found for point O by means of theabove equation [1] is to be multiplied by the cor-rection factor kp found in Fig. 6.01.08 and hence

Qjw = Qjw,O x kp [2]

where

QjwQL1

qjw%

Qjw,O

kp0.9

==

=

=

==

jacket water heat dissipationjacket water heat dissipation at nominalMCR (L1)percentage correction factor fromFig. 6.01.05jacket water heat dissipation atoptimised power (O), found by means ofequation [1]correction factor from Fig. 6.01.08factor for overload margin, tropicalambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature conditions,yet the overload factor of about 0.87 instead of 0.90will be more accurate for ambient conditions corre-sponding to ISO temperatures or lower.

If necessary, all the actually available jacket cool-ing water heat may be used provided that a specialtemperature control system ensures that the jacketcooling water temperature at the outlet from theengine does not fall below a certain level. Such a


430 200 025 198 27 31

6.01.07

Fig. 6.01.08: Correction factor “kp” for jacket coolingwater heat dissipation at part load, relative to heatdissipation at optimised power

178 89 66-5.0

temperature control system may consist, e.g., of aspecial by-pass pipe installed in the jacket coolingwater system, see Fig. 6.01.09, or a special built-intemperature control in the freshwater generator,e.g., an automatic start/stop function, or similar. Ifsuch a special temperature control is not applied,we recommend limiting the heat utilised to maxi-mum 50% of the heat actually available at specifiedMCR, and only using the freshwater generator at en-gine loads above 50%.

When using a normal freshwater generator of the sin-gle-effect vacuum evaporator type, the freshwaterproduction may, for guidance, be estimated as 0.03t/24h per 1 kW heat, i.e.:

Mfw = 0.03 x Qjw t/24h [3]

where Mfw is the freshwater production in tons per 24hours and Qjw is to be stated in kW.

430 200 025 198 27 31


Valve A: ensures that Tjw < 80 °CValve B: ensures that Tjw >80 – 5 °C = 75 °CValve B and the corresponding bypass may be omitted if, for example, the freshwater generator is equipped with anautomatic start/stop function for too low jacket cooling water temperatureIf necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature controlsystem ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level

Fig. 6.01.09: Freshwater generators. Jacket cooling water heat recovery flow diagram

Freshwater generator system Jacket cooling water system

178 16 79-9.2

6.01.08

Calculation of Exhaust Gas Amount andTemperature

Influencing factors

The exhaust gas data to be expected in practice de-pends, primarily, on the following three factors:

a) The optimising point of the engine (point O):

PO:nO:

power in kW (BHP) at optimising pointspeed in r/min at optimising point

b) The ambient conditions, and exhaust gasback-pressure:

Tair:pbar:TCW:�pO:

actual ambient air temperature, in °Cactual barometric pressure, in mbaractual scavengeaircoolant temperature, in °Cexhaust gas back-pressure in mm WC atoptimising point

c) The continuous service rating of the engine(point S), valid for fixed pitch propeller orcontrollable pitch propeller (constant engine speed)

PS: continuous service rating of engine,in kW (BHP)


430 200 025 198 27 31

Example 2:

Freshwater production from a derated 6K80MC-C with MAN B&W turbocharger

Based on the engine ratings below, this example will show how to calculate the expected available jacketcooling water heat removed from the diesel engine, together with the corresponding freshwater productionfrom a freshwater generator.

The calculation is made for the service rating (S) of the diesel engine being 80% of the optimised power.

6K80MC-C derated with fixed pitch propeller

Nominal MCR, PL1: 21,660 kW = 29,400 BHP (100.0%) 104.0 r/min (100.0%)

Specified MCR, PM: 17,328 kW = 23,520 BHP (80.0%) 93.6 r/min (90.0%)

Optimised power, PO: 16,202 kW = 21,991 BHP (74.8%) 91.5 r/min (88.0%)

Service rating, PS: 12,953 kW = 17,581 BHP (59.8%) 85.0 r/min (81.7%)

The expected available jacket cooling water heat atservice rating is found as follows:

QL1 = 2,910 kW from “List of Capacities”

qjw% = 84.0% using 80.0% power and 90.0%speed for the optimising point O inFig. 6.01.05

By means of equation [1], and using factor 0.87 foractual ambient condition the heat dissipation in theoptimising point (O) is found:

Qjw,O = QL1 xq

100jw% x 0.87

= 2,910 x84.0100

x 0.87 = 2,127 kW

By means of equation [2], the heat dissipation in theservice point (S) is found:

Qjw = Qjw,O x kp = 2,127 x 0.85 = 1,808 kW

kp = 0.85 using Ps% = 80% in Fig. 6.01.08

For the service point the corresponding expectedobtainable freshwater production from a freshwatergenerator of the single-effect vacuum evaporatortype is then found from equation [3]:

Mfw = 0.03 x Qjw = 0.03 x 1,808 = 54.0 t/24h

178 21 73-5.0

6.01.09

Calculation method

To enable the project engineer to estimate the ac-tual exhaust gas data at an arbitrary service rating,the following method of calculation may be used.

Mexh:Texh:

exhaust gas amount in kg/h, to be foundexhaust gas temperature in °C, to be found

The partial calculations based on the above influenc-ing factors have been summarised in equations [4]and [5], see Fig. 6.01.10.

The partial calculations based on the influencingfactors are described in the following:

a) Correction for choice of optimising pointWhen choosing an optimising point “O” other thanthe nominal MCR point “L1”, the resulting changesin specific exhaust gas amount and temperature arefound by using as input in diagrams 6.01.11 and6.01.12 the corresponding percentage values (of L1)for optimised power PO% and speed nO%.

mO%: specific exhaust gas amount, in % of specificgas amount at nominal MCR (L1), see Fig.6.01.11.

�TO: change in exhaust gas temperature aftertur-bocharger relative to the L1 value, in °C,see Fig. 6.01.12.

430 200 025 198 27 31


Fig. 6.01.11: Specific exhaust gas amount, mo% in % ofL1 value

Mexh = ML1 xP

PO

L1

xm

100O% x (1 +

�M

100amb% ) x (1 +

�m

100s% ) x

P

100S% kg/h [4]

Texh = TL1 + �TO + �Tamb + �TS °C [5]

where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WCback-pressure and optimised in L1:

ML1: exhaust gas amount in kg/h at nominal MCR (L1)

TL1: exhaust gas temperatures after turbocharger in °C at nominal MCR (L1)

Fig. 6.01.10: Summarising equations for exhaust gas amounts and temperatures

178 30 58-0.0

Fig. 6.01.12: Change of exhaust gas temperature, �To inoC after turbocharger relative to L1 value

178 08 06-5.0178 08 05-3.0

6.01.10

b) Correction for actual ambient conditions andback-pressureFor ambient conditions other than ISO 3046/1-1986, and back-pressure other than 300 mm WC atoptimising point (O), the correction factors stated inthe table in Fig. 6.01.13 may be used as a guide, andthe corresponding relative change in the exhaustgas data may be found from equations [6] and [7],shown in Fig. 6.01.14.


430 200 025 198 27 31

Parameter Change Change of exhaustgas temperature

Change of exhaust gasamount

Blower inlet temperature

Blower inlet pressure (barometricpressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure atthe optimising point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

– 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

+ 0.3%

+ 1.9%

– 1.1%

Fig. 6.01.13: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

178 30 59-2.1

�Mamb% = –0.41 x (Tair – 25) + 0.03 x (pbar – 1000) + 0.19 x (TCW – 25 ) - 0.011 x (�pO – 300) % [6]

�Tamb = 1.6 x (Tair – 25) – 0.01 x (pbar – 1000) +0.1 x (TCW – 25) + 0.05 x (�pO– 300) °C [7]

where the following nomenclature is used:

�Mamb%: change in exhaust gas amount, in % of amount at ISO conditions

�Tamb: change in exhaust gas temperature, in °C

The back-pressure at the optimising point can, as an approximation, be calculated by:

�pO = �pMx (PO/PM)2 [8]

where,

PM: power in kW (BHP) at specified MCR

�pM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.14: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

6.01.11

178 30 60-2.1

c) Correction for engine loadFigs. 6.01.15 and 6.01.16 may be used, as guidance,to determine the relative changes in the specific ex-haust gas data when running at part load, comparedto the values in the optimising point, i.e. using as inputPS% = (PS/PO) x 100%:

�mS%: change in specific exhaust gas amount, in% of specific amount at optimising point,see Fig. 6.01.15.

�TS: change in exhaust gas temperature, in°C, see Fig. 6.01.16.

430 200 025 198 27 31


Fig. 6.01.16: Change of exhaust gas temperature,�Ts in °C at part load

178 89 68-9.0

Fig. 6.01.15: Change of specific exhaust gas amount,�ms% in % at part load

178 89 67-7.7

6.01.12


430 200 025 198 27 31

Example 3:

Expected exhaust data for a derated 6K80MC-C with MAN B&W turbocharger

Based on the engine ratings below, and by means of an example, this chapter will show how to calculate theexpected exhaust gas amount and temperature at service rating , and corrected to ISO conditions

The calculation is made for the service rating (S) of the diesel engine.

6K80MC-C derated with fixed pitch propeller:

Nominal MCR, PL1: 21,660 kW = 29,400 BHP (100.0%) 104.0 r/min (100.0%)

Specified MCR, PM: 17,328 kW = 23,520 BHP (80.0%) 93.6 r/min (90.0%)

Optimised power, PO: 16,202 kW = 21,991 BHP (74.8%) 91.5 r/min (88.0%)

Service rating, PS: 12,953 kW = 17,581 BHP (59.8%) 85.0 r/min (81.7%)

Reference conditions:

Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperature TCW. . . . . 18 °CBarometric pressure pbar . . . . . . . . . . . . 1013 mbarExhaust gas back-pressure at specified MCR�pM . . . . . . . . . . . . . . . . . . . . . . . . . . 300 mm WC

a) Correction for choice of optimising point:

PO% =16,20221,660

x 100 = 74.8%

nO% =91.5104

x 100 = 88%

By means of Figs. 6.01.11 and 6.01.12:

mO% = 97.6 %

�TO = - 8.9 °C

b) Correction for ambient conditions andback-pressure:

The back-pressure at the optimising point is foundby means of equation [8]:

�pO = 300 x16,20217,328

��

��

2

= 262 mm WC

By means of equations [6] and [7]:�Mamb% = - 0.41 x (20-25) – 0.03 x (1013-1000)

+ 0.19 x (18-25) – 0.011 x (262-300) %

�Mamb% = + 0.75%

�Tamb = 1.6 x (20- 25) + 0.01 x (1013-1000)+ 0.1 x (18-25) + 0.05 x (262-300) °C

�Tamb = - 10.5 °C

c) Correction for the engine load:

Service rating = 80% of optimised powerBy means of Figs. 6.01.15 and 6.01.16:�mS% = + 3.2%

�TS = - 3.6 °C

By means of equations [4] and [5], the final result isfound taking the exhaust gas flow ML1 and tempera-ture TL1 from the “List of Capacities”:ML1 = 207,600 kg/h

Mexh = 207,600 x16,20221,660

x97.6100

x (1 +0.75100

) x

(1 +3.2100

) x80

100x (1 +

0100

) = 126,067 kg/h

Mexh = 126,070 kg/h +/- 5%

6.01.13

The exhaust gas temperature:

TL1 = 235 °C

Texh = 235 – 8.9 – 10.5 – 3.6 = 212.0 °C

Texh = 212 °C -/+15 °C

Exhaust gas data at specified MCR (ISO)At specified MCR (M), the running point may be con-sidered as a service point where:

PS% =P

PM

O

x 100% =17,32816,202

x 100% = 107.0%

and for ISO ambient reference conditions, the corre-sponding calculations will be as follows:

Mexh,M = 207,600 x16,20221,660

x97.6100

x (10.42100

� ) x

(10.1

100�

) x

107.0100

= 162,688 kg/h

Mexh,M = 162,690 kg/h

Texh,M = 235 – 8.9 – 1.9 + 2.2 = 226.4 °C

Texh,M = 226.4 °C

The air consumption will be:

162,690 x 0.98 kg/h = 44.3 kg/sec

430 200 025 198 27 31


6.01.14


430 200 025 198 27 31

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle safety valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)

2.16 Bulkhead crossing, non-watertight

Fig. 6.01.17a: Basic symbols for piping 178 30 61-4.1

6.01.15

430 200 025 198 27 31



3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

3.25 Double-seated changeover valve, angle 5.2 Filter or strainer

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

2.28 Cock, three-way, L-port in plug 5.5 Steam trap

3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump

3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

3.32 Cock, straight through, with bottom conn. 5.9 Ejector

3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)

3.34 Cock, three-way, with bottom connection 5.11 Piston pump

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.17b: Basic symbols for piping178 30 61-4.1

6.01.16


430 200 025 198 27 31


6.6 Air pipe with cover and net 7

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

Fig. 6.01.17c: Basic symbols for piping178 30 61-4.1

6.01.17

Indicating instruments with ordinary symbol designations

6.02 Fuel Oil System

Pressurised Fuel Oil System

The system is so arranged that both diesel oil andheavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electricallydriven supply pump (4 35 660) by means of which apressure of approximately 4 bar can be maintainedin the low pressure part of the fuel circulating sys-tem, thus avoiding gasification of the fuel in theventing box (4 35 690) in the temperature rangesapplied.

The venting box is connected to the service tank viaan automatic deaerating valve (4 35 691), which willrelease any gases present, but will retain liquids.

From the low pressure part of the fuel system thefuel oil is led to an electrically-driven circulatingpump (4 35 670), which pumps the fuel oil through aheater (4 35 677) and a full flow filter (4 35 685) situ-ated immediately before the inlet to the engine.

To ensure ample filling of the fuel pumps, the capacityof the electrically-driven circulating pump is higherthan the amount of fuel consumed by the diesel engine.Surplus fuel oil is recirculated from the enginethrough the venting box.

To ensure a constant fuel pressure to the fuel injectionpumps during all engine loads, a spring loaded over-flow valve is inserted in the fuel oil system on the en-gine, as shown on “Fuel oil pipes”, Fig.6.02.02.


435 600 025 198 27 32

– – – – – – Diesel oil

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing drain lines: by jacket coolingwater max. 90 °C, min. 50 °C

The letters refer to the “List of flanges”D shall have min. 50% larger area than d.

Fig. 6.02.01: Fuel oil system

178 14 70-1.2

6.02.01

The fuel oil pressure measured on the engine (at fuelpump level) should be 7-8 bar, equivalent to a circu-lating pump pressure of 10 bar.

When the engine is stopped, the circulating pumpwill continue to circulate heated heavy fuel throughthe fuel oil system on the engine, thereby keepingthe fuel pumps heated and the fuel valvesdeae-rated. This automatic circulation of preheatedfuel during engine standstill is the background forour recommendation:

constant operation on heavy fuel

In addition, if this recommendation was not fol-lowed, there would be a latent risk of diesel oil andheavy fuels of marginal quality forming incompatibleblends during fuel change over. Therefore, westrongly advise against the use of diesel oil for oper-ation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oilmay become necessary – and this can be performedat any time, even when the engine is not running.Such a change-over may become necessary if, forinstance, the vessel is expected to be inactive for aprolonged period with cold engine e.g. due to:

dockingstop for more than five days’major repairs of the fuel system, etc.environmental requirements

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 8 bar, whereas the ex-ternal bypass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.

435 600 025 198 27 32


6.02.02

The piping is delivered with and fitted onto the engineThe letters refer to the “List of flanges”The pos. numbers refer to list of standard instruments

Fig. 6.02.02: Fuel oil pipes and drain pipes

178 34 84-4.1

The remote controlled quick-closing valve at inlet“X” to the engine (Fig. 6.02.01) is required by MANB&W in order to be able to stop the engine immedi-ately, especially during quay and sea trials, in theevent that the other shut-down systems should fail.This valve is yard’s supply and is to be situated asclose as possible to the engine. If the fuel oil pipe “X”at inlet to engine is made as a straight line immedi-ately at the end of the engine, it will be necessary tomount an expansion joint. If the connection ismade as indicated, with a bend immediately at theend of the engine, no expansion joint is required.

The main purpose of the drain "AF" is to collect oilfrom the various fuel oil pipes in the fuel oil system,however when the cylinders are overhauled, someinhibited cooling water may be drained to this tank,which means that the oil drained to it is not neces-sarily pure fuel oil.

The umbrella type fuel oil pumps have an additionalexternal leakage rate of fuel oil which, through “AD”.is led back to the HFO setting. The flow rate isapprox, 0.75 I/cyl. h.

The drained clean oil will, of course, influence themeasured SFOC, but the oil is thus not wasted, andthe quantity is well within the measuring accuracy ofthe flowmeters normally used.


435 600 025 198 27 32

6.02.03

The piping is delivered with and fitted onto the engineThe letters refer to the “List of flanges”The pos. numbers refer to list of standard instruments

Fig. 6.02.03: Fuel oil drain pipes

178 34 85-6.0

Heating of drain pipe

Owing to the relatively high viscosity of the heavyfuel oil, it is recommended that the drain pipe andthe tank are heated to min. 50 °C.

The drain pipe between engine and tank can beheated by the jacket water, as shown in Figs.6.02.01 and 6.02.04.

The size of the sludge tank is determined on the ba-sis of the draining intervals, the classification soci-ety rules, and on whether it may be vented directly tothe engine room.

This drained clean oil will, of course, influence themeasured SFOC, but the oil is thus not wasted, andthe quantity is well within the measuring accuracy ofthe flowmeters normally used.

The drain arrangement from the fuel oil system andthe cylinder lubricator is shown in Fig. 6.02.03 “Fueloil drain pipes”. As shown in Fig. 6.02.04 “Fuel oil

pipes heating” the drain pipes are heated by thejacket cooling water outlet from the main engine,whereas the HFO pipes as basic are heated bysteam.

For external pipe connections, we prescribe the fol-lowing maximum flow velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

For arrangement common for main engine and aux-iliary engines from MAN B&W Holeby, please referto our puplication:

P.240: “Operation on Heavy Residual Fuels MANB&W Diesel Two-stroke Engines and MANB&W Diesel Four-stroke Holeby GenSets.”

The publication is also availble at the Internet ad-dress: www.manwbw.dk under “Libraries”, fromwhere it can be downloaded.

435 600 025 198 27 32


The piping is delivered with and fitted onto the engineThe letters refer to “List of flanges”

Fig. 6.02.04: Fuel oil pipes, steam and jacket water heating: 4 35 110

178 30 77-1.0

6.02.04

Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipesshould not be carried out until the piping systemshave been subjected to the pressure tests specifiedand approved by the respective classification soci-ety and/or authorities.

The directions mentioned below include insulationof hot pipes, flanges and valves with a surface tem-perature of the complete insulation of maximum 55°C at a room temperature of maximum 38 °C. As forthe choice of material and, if required, approval forthe specific purpose, reference is made to the re-spective classification society.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineralwool of minimum 150 kg/m3 and covered with glasscloth of minimum 400 g/m2.

Fuel oil pipes and heating pipes together

Two or more pipes can be insulated with 30 mmwired mats of mineral wool of minimum 150 kg/m3

covered with glass cloth of minimum 400 g/m2.

Flanges and valves

The flanges and valves are to be insulated by meansof removable pads. Flange and valve pads are madeof glass cloth, minimum 400 g/m2, containing min-eral wool stuffed to minimum 150 kg/m3.

Thickness of the mats to be:Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mmFuel oil pipes and heating pipes together . . 30 mm

The pads are to be fitted so that they overlap thepipe insulating material by the pad thickness. Atflanged joints, insulating material on pipes shouldnot be fitted closer than corresponding to the mini-mum bolt length.

Mounting

Mounting of the insulation is to be carried out in ac-cordance with the supplier’s instructions.


435 600 025 198 27 32

6.02.05

Fig. 6.02.05: Fuel oil pipes heat, insulation, option: 4 35 121

178 30 70-9.1

Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMBBritish Standard 6843, Class DMBSimilar oils may also be used

Heavy fuel oil (HFO)

Most commercially available HFO with a viscositybelow 700 cSt at 50 °C (7000 sec. Redwood I at100 °F) can be used.

For guidance on purchase, reference is made to ISO8217, British Standard 6843 and to CIMAC recom-mendations regarding requirements for heavy fuelfor diesel engines, third edition 1990, in which themaximum acceptable grades are RMH 55 and K55.The above-mentioned ISO and BS standards super-sede BSMA 100 in which the limit was M9.

The data in the above HFO standards and specifica-tions refer to fuel as delivered to the ship, i.e. beforeon board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO i.e. removal of water and solid contami-nants – the fuel oil specific gravity at 15 °C (60 °F)should be below 0.991.

Higher densities can be allowed if special treatmentsystems are installed.

Current analysis information is not sufficient for esti-mating the combustion properties of the oil. Thismeans that service results depend on oil propertieswhich cannot be known beforehand. This especiallyapplies to the tendency of the oil to form deposits incombustion chambers, gas passages and turbines.It may, therefore, be necessary to rule out some oilsthat cause difficulties.

Guiding heavy fuel oil specification

Based on our general service experience we have,as a supplement to the above-mentioned stan-dards, drawn up the guiding HFO specificationshown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W two-strokeslow speed diesel engines.

The data refers to the fuel as supplied i.e. before anyon board cleaning.

Property Units Value

Density at 15°C kg/m3 < 991*

Kinematic viscosityat 100 °Cat 50 °C

cStcSt

< 55< 700

Flash point °C > 60

Pour point °C < 30

Carbon residue % mass < 22

Ash % mass < 0.15

Total sediment after ageing % mass < 0.10

Water % volume < 1.0

Sulphur % mass < 5.0

Vanadium mg/kg < 600

Aluminum + Silicon mg/kg < 80

*) May be increased to 1.010 provided adequatecleaning equipment is installed, i.e. modern type ofcentrifuges.

If heavy fuel oils with analysis data exceeding theabove figures are to be used, especially with regardto viscosity and specific gravity, the engine buildershould be contacted for advice regarding possiblefuel oil system changes.

435 600 025 198 27 32


6.02.06

Components for fuel oil system(See Fig. 6.02.01)

Fuel oil centrifuges

The manual cleaning type of centrifuges are not tobe recommended, neither for attended machineryspaces (AMS) nor for unattended machinery spaces(UMS). Centrifuges must be self-cleaning, eitherwith total discharge or with partial discharge.

Distinction must be made between installations for:

• Specific gravities < 0.991 (corresponding to ISO8217 and British Standard 6843 from RMA toRMH, and CIMAC from A to H-grades

• Specific gravities > 0.991 and (corresponding toCIMAC K-grades).

For the latter specific gravities, the manufacturershave developed special types of centrifuges, e.g.:

Alfa-Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . AlcapWestfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . UnitrolMitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II

The centrifuge should be able to treat approximatelythe following quantity of oil:

0.27 l/kWh = 0.20 l/BHPh

This figure includes a margin for:

• Water content in fuel oil

• Possible sludge, ash and other impurities in thefuel oil

• Increased fuel oil consumption, in connection withother conditions than ISO. standard condition

• Purifier service for cleaning and maintenance.

The size of the centrifuge has to be chosen accord-ing to the supplier’s table valid for the selected vis-cosity of the Heavy Fuel Oil. Normally, two centri-fuges are installed for Heavy Fuel Oil (HFO), eachwith adequate capacity to comply with the aboverecommendation.

A centrifuge for Marine Diesel Oil (MDO) is not amust, but if it is decided to install one on board, thecapacity should be based on the above recommen-dation, or it should be a centrifuge of the same sizeas that for lubricating oil.

The Nominal MCR is used to determine the totalinstalled capacity. Any derating can be taken intoconsideration in border-line cases where the centri-fuge that is one step smaller is able to cover Spec-ified MCR.

Fuel oil supply pump (4 35 660)

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity maximum . . . . . . . . . . . 1000 cStPump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 barWorking temperature . . . . . . . . . . . . . . . . . 100 °C

The capacity is to be fulfilled with a tolerance of:-0% +15% and shall also be able to cover the backflushing, see “Fuel oil filter”.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °CFuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cStFuel oil viscosity maximum. . . . . . . . . . . . 1000 cStFuel oil flow . . . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . 10 barWorking temperature . . . . . . . . . . . . . . . . . . 150 °C

The capacity is to be fulfilled with a tolerance of:- 0% + 15% and shall also be able to cover theback-flushing see “Fuel oil filter”.

Pump head is based on a total pressure drop in filterand preheater of maximum 1.5 bar.


435 600 025 198 27 32

6.02.07

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat ex-changer type.

The required heating temperature for different oilviscosities will appear from the “Fuel oil heatingchart”. The chart is based on information from oilsuppliers regarding typical marine fuels with viscos-ity index 70-80.

Since the viscosity after the heater is the controlledparameter, the heating temperature may vary, de-pending on the viscosity and viscosity index of thefuel.

Recommended viscosity meter setting is 10-15 cSt.

To maintain a correct and constant viscosity of thefuel oil at the inlet to the main engine, the steam sup-ply shall be automatically controlled, usually basedon a pneumatic or an electrically controlled system.

435 600 025 198 27 32


Fig. 6.02.06: Fuel oil heating chart

Fuel oil viscosity specified . . . . up to 700 cSt at 50 °CFuel oil flow. . . . . . . . . . . . . . . . . . . . .see capacity of

fuel oil circulating pumpPump head . . . . . . . . . . . . . . see “List of capacities”Pressure drop on fuel oil side. . . . . . . maximum 1 barWorking pressure . . . . . . . . . . . . . . . . . . . . . . 10 barFuel oil inlet temperature, . . . . . . . . . . approx. 100 °CFuel oil outlet temperature . . . . . . . . . . . . . . . 150 °CSteam supply, saturated . . . . . . . . . . . . . . 7 bar abs.

178 06 28-0.1

6.02.08

Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplex typeor an automatic filter with a manually cleanedby-pass filter.

If a double filter (duplex) is installed, it should havesufficient capacity to allow the specified full amountof oil to flow through each side of the filter at a givenworking temperature with a max. 0.3 bar pressuredrop across the filter (clean filter).

If a filter with back-flushing arrangement is in-stalled, the following should be noted. The requiredoil flow specified in the “List of capacities”, i.e. thedelivery rate of the fuel oil supply pump and the fueloil circulating pump should be increased by theamount of oil used for the back-flushing, so that thefuel oil pressure at the inlet to the main engine canbe maintained during cleaning.

In those cases where an automatically cleaned fil-ter is installed, it should be noted that in order to ac-tivate the cleaning process, certain makers of filtersrequire a greater oil pressure at the inlet to the filterthan the pump pressure specified. Therefore, thepump capacity should be adequate for this pur-pose, too.

The fuel oil filter should be based on heavy fuel oil of:130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Red-wood I/100 °F.

Fuel oil flow . . . . . . . . . . . . see “List of capacities”Working pressure. . . . . . . . . . . . . . . . . . . . . 10 barTest pressure . . . . . . . . . . . according to class ruleAbsolute fineness . . . . . . . . . . . . . . . . . . . . . 50 mWorking temperature . . . . . . . . . maximum 150 °COil viscosity at working temperature . . . . . . 15 cStPressure drop at clean filter . . . . maximum 0.3 barFilter to be cleanedat a pressure drop at . . . . . . . . . maximum 0.5 bar

Note:Absolute fineness corresponds to a nominal fine-ness of approximately 30 mm at a retaining rate of90%.

The filter housing shall be fitted with a steam jacketfor heat tracing.

Fuel oil venting box (4 35 690)

The design is shown on “Fuel oil venting box”, seeFig. 6.02.07.

The systems fitted onto the main engine are shown on:“Fuel oil pipes"“Fuel oil drain pipes"“Fuel oil pipes, steam and jacket water tracing” and“Fuel oil pipes, insulation”


435 600 025 198 27 32

Fig. 6.02.07: Fuel oil venting box

6.02.09

Flow m3/h Dimensions in mmQ (max.)* D1 D2 D3 H1 H2 H3 H4 H5

1.3 150 32 15 100 600 171.3 1000 5502.1 150 40 15 100 600 171.3 1000 5505.0 200 65 15 100 600 171.3 1000 5508.4 400 80 15 150 1200 333.5 1800 110011.5 400 90 15 150 1200 333.5 1800 110019.5 400 125 15 150 1200 333.5 1800 110029.4 500 150 15 150 1500 402.4 2150 135043.0 500 200 15 150 1500 402.4 2150 1350

* The actual maximum flow of the fuel oil circulation pump 178 89 06-7.0

178 38 39-3.2

Modular units

The pressurised fuel oil system is preferable whenoperating the diesel engine on high viscosity fuels.When using high viscosity fuel requiring a heatingtemperature above 100 °C, there is a risk of boilingand foaming if an open return pipe is used, espe-cially if moisture is present in the fuel.

The pressurised system can be delivered as amo-dular unit including wiring, piping, valves and in-struments, see Fig. 6.02.08 below.

The fuel oil supply unit is tested and ready for ser-vice supply connections.

The unit is available in the following sizes:

F – 10.0 – 6.0 – 65 = 50 Hz, 3 x 380V6 = 60 Hz, 3 x 440V

Capacity of fuel oil supply pumpin m3/h

Capacity of fuel oil circulatingpump in m3/h

Fuel oil supply unit

435 600 025 198 27 32


Fig. 6.02.08 Fuel oil supply unit, MAN B&W Diesel /C.C Jensen, option: 4 35 610

178 30 73-4.0

6.02.10

178 21 16-2.0

Engine type

Units

60 Hz3 x 440 V

50 Hz3 x 380 V

6K80MC-C F - 10.0 - 6.0 - 6 F - 9.2 - 6.7 - 5

7K80MC-C F - 11.2 - 6.0 - 6 F - 12.6 - 6.7 - 5

8K80MC-C F - 15.6 - 8.1 - 6 F - 12.6 - 8.6 - 5

9K80MC-C F - 15.6 - 8.1 - 6 F - 18.4 - 8.6 - 5

10K90MC-C F - 15.6 - 11.7 - 6 F - 18.4 - 8.6 - 5

11K80MC-C F - 22.5 - 11.7 - 6 F - 18.4 - 13.5 - 5

12K80MC-C F - 22.5 - 11.7 - 6 F - 18.4 - 13.5 - 5

6.03 Uni-lubricating Oil System

Since mid 1995 we have introduced as standard,the so called “umbrella” type of fuel pump for whichreason a separate camshaft lube oil system is nolonger necessary.

As a consequence the uni-lubricating oil systemsupplies lubricating oil through inlet “RU”, to the en-gine bearings and cooling oil to the pistons etc., andlubricating oil to the camshaft and to the exhaustvalve actuators trough “Y”.

Separate inlet “AA” and outlet “AB” are fitted for thelubrication of the turbocharger(s), see Figs. 6.03.01and 6.03.03.

The engine crankcase is vented through “AR” by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank, see details in Fig. 6.03.06.Drains from the engine bedplate “AE” are fitted onboth sides, see Fig. 6.03.07 “Bedplate drain pipes”.


440 600 025 198 27 33

6.03.01

The letters refer to “List of flanges”* Venting for MAN B&W or Mitsubishi turbochargers only

Fig. 6.03.01: Lubricating and cooling oil system

178 15 84-0.0

440 600 025 198 27 33


6.03.02

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

Fig. 6.03.02a: Lubricating and cooling oil pipes

Fig. 6.03.02b: Lubricating oil pipes for camshaft and exhaust valve actuator

178 31 06-8.2

178 31 07-2.1


440 600 025 198 27 33

6.03.03

Fig. 6.03.03d: Separate inlet and outlet for lube oil pipesfor Mitsubishi turbocharger type MET, option 4 40 140

Fig. 6.03.03c: Separate inlet and outlet for lube oil pipes forABB turbocharger type TPL, option: 4 40 140

178 38 67-9.1178 45 00-6.0

Fig. 6.03.03a: Separate inlet and outlet for lube oil pipesfor MAN B&W turbocharger type NA/S, option: 4 40 140

Fig. 6.03.03b: Separate inlet and outlet for lube oil pipesfor MAN B&W turbocharger type NA/T, option: 4 40 140

178 47 98-9.0 178 47 99-0.0

The engine crankcase is vented through “AR” by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank, see details in Fig. 6.03.06.Drains from the engine bedplate “AE” are fitted onboth sides, see Fig. 6.03.07 “Bedplate drain pipes”.

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump (4 40 601), tothe lubricating oil cooler (4 40 605), a thermostaticvalve (4 40 610) and, through a full-flow filter (4 40 615),to the engine, where it is distributed to pistons andbearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank, see Fig.6.03.05 “Lubricating oil tank, with cofferdam”.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s.

The MAN B&W, ABB type TPL and Mitsubishi turbo-chargers are lubricated from the main engine systemthrough the separate inlet “AA”, see Fig. 6.03.03a, b, cand d “Turbocharger lubricating oil pipes”, “AB” beingthe lubricating oil outlet from the turbocharger to the lu-bricating oil bottom tank and it is vented through “E”directly to the deck.

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for at-tended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifuges withtotal discharge or partial discharge are to be used.

The nominal capacity of the centrifuge is to be accord-ing to the supplier’s recommendation for lubricatingoil, based on the figures:

0.136 litres/kWh = 0.1 litres/BHPh

The Nominal MCR is used as the total installed ef-fect.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

The oils listed have all given satisfactory service inMAN B&W engine installations:

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

Also other brands have been used with satisfactoryresults.

440 600 025 198 27 33


6.03.04

Components for lube oil system

Lubricating oil pump (4 40 601)

The lubricating oil pump can be of the screw wheel,or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °CLubricating oil viscosity,. . . . . maximum 400 cStLubricating oil flow . . . . . . see “List of capacities”Design pump head . . . . . . . . . . . . . . . . . . . 4.5 barDelivery pressure. . . . . . . . . . . . . . . . . . . . . 4.5 barMax. working temperature . . . . . . . . . . . . . . 60 °C

400 cSt is specified, as it is normal practice whenstarting on cold oil, to partly open the bypassvalves of the lubricating oil pumps, so as to reducethe electric power requirements for the pumps.

The pump head is based on the following:

Lubricating oil inlet pressure to the engineat 1800 mm above crankshaft . . . . . . . . . . . 2.6 barPressure drop of cooler . . . . . . . . . . . . . . . . 0.5 barPressure drop of filter . . . . . . . . . . . . . . . . . 0.5 barPressure drop of temperature control valve 0.3 barPressure drop of oil pipe lines . . . . . . . . . . . 0.2 barVertical distance from the tank bottomto the centre of the crankshaft. . . . . . . . . . . . 4.1 m

The flow capacity is to be within a tolerance of:0 +12%.

The pump head is based on a total pressure dropacross cooler and filter of maximum 1 bar.

The by-pass valve, shown between the main lubricat-ing oil pumps, may be omitted in cases where thepumps have a built-in by-pass or if centrifugal pumpsare used.

If centrifugal pumps are used, it is recommended toinstall an orifice at position “005”, its function being toprevent an excessive oil level in the oil pan, if the cen-trifugal pump is supplying too much oil to the engine.

During trials, the valve should be adjusted by means ofa device which permits the valve to be closed only tothe extent that the minimum flow area through thevalve gives the specified lubricating oil pressure at the

inlet to the engine at full normal load conditions. Itshould be possible to fully open the valve, e.g. whenstarting the engine with cold oil.

It is recommended to install a 25 mm valve (pos. 006)with a hose connection after the main lubricating oilpumps, for checking the cleanliness of the lubricatingoil system during the flushing procedure. The valve isto be located on the underside of a horizontal pipe justafter the discharge from the lubricating oil pumps.

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell and tubetype made of seawater resistant material, or a platetype heat exchanger with plate material of titanium,unless freshwater is used in a central cooling system.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow. . . . . . . see “List of capacities”Heat dissipation . . . . . . . . . see “List of capacities”Lubricating oil temperature,outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °CPressure drop on oil side . . . . . . maximum 0.5 barCooling water flow . . . . . . . see “List of capacities”Cooling water temperature at inlet,seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °Cfreshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on water side. . . . maximum 0.2 bar

The lubricating oil flow capacity is to be within a tol-erance of: 0 to + 12%.

The cooling water flow capacity is to be within a tol-erance of: 0% +10%.

To ensure the correct functioning of the lubricatingoil cooler, we recommend that the seawater tem-perature is regulated so that it will not be lower than10 °C.

The pressure drop may be larger, depending on theactual cooler design.


440 600 025 198 27 33

6.03.05

Lubricating oil temperature control valve(4 40 610)

The temperature control system can, by means of a three-way valve unit, by-pass the cooler totally or partly.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow . . . . . . . . . . . “see List of capacities”Temperature range, inlet to engine . . . . . . . . . . 40-45 °C

Lubricating oil full flow filter (4 40 615)

Lubricating oil flow . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . . . . 4.5 barTest pressure . . . . . . . . . . . . . . according to class rulesAbsolute fineness . . . . . . . . . . . . . . . . . . . . . . 50 m *Working temperature . . . . . . . . . . . approximately 45 °COil viscosity at working temperature. . . . . . . . 90-100 cStPressure drop with clean filter . . . . . . . maximum 0.2 barFilter to be cleanedat a pressure drop . . . . . . . . . . . . . . . maximum 0.5 bar

* The absolute fineness corresponds to a nominalfineness of approximately 30 m at a retaining rate of90%

The flow capacity is to be within a tolerance of:0 to 12%.

Thefull-flowfilter is tobe locatedascloseaspossible tothemain engine. If a double filter (duplex) is installed, it shouldhavesufficientcapacity toallowthespecified fullamountofoil to flow through each side of the filter at a given workingtemperature, with a pressure drop across the filter of maxi-mum 0.2 bar (clean filter).

If a filter with back-flushing arrangement is installed,the following should be noted:

• The required oil flow, specified in the “List of ca-pacities” should be increased by the amount of oilused for the back-flushing, so that the lubricatingoil pressure at the inlet to the main engine can bemaintained during cleaning

• In those cases where an automatically-cleaned filteris installed, it should be noted that in order to acti-vate the cleaning process, certain makes of filter re-quire a greater oil pressure at the inlet to the filter

than the pump pressure specified. Therefore, thepump capacity should be adequate for this pur-pose, too.

Lubricating oil booster pump for camshaft andexhaust valve actuators (4 41 624)

The lubricating oil boster pump can be of the screw wheel,the gear wheel, or the centrifugal type:

Lubricating oil viscosity, specified . . . . . . 75 cSt at 50 °CLubricating oil viscosity, . . . . . . . . . . . maximum 400 cStLubricating oil flow . . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 barWorking temperature . . . . . . . . . . . . . . . . . . . . . 60 °C

The flow capacity is to be within a tolerance of:0 to+12%.

Flushing of lube oil system

Before starting the engine for the first time, the lubri-cating oil system on board has to be cleaned in ac-cordance with MAN B&W’s recommendations:“Flushing of Main Lubricating Oil System”, which isavailable on request.

440 600 025 198 27 33


6.03.06


440 600 025 198 27 33

6.03.07

Fig. 6.03.04: Lubricating oil outlet

178 07 41-6.0

In the vertical direction it is secured by means ofscrews position 4 so as to prevent wear of the rubberplate.

A protecting ring position 1-4 is to be installed if re-quired, by class rules, and is placed loose on thetanktop and guided by the hole in the flange.

Note:When calculating the tank heights, allowance has notbeen made for the possibility that part of the oil quantityfrom the system outside the engine may, when he pumpsare stopped, be returned to the bottom tank. If the systemoutside the engine is so executed, that a part of the oilquantity is drained back to the tank when the pumps arestopped, the height of the bottom tank indicated on thedrawing is to be increased to include this additional quan-tity. If space is limited other proposals are possible.

* Based on 50 mm thickness of supporting chocks** Min. height according to class requirement

The lubricating oil bottom tank complies with the rulesof the classification socities by operation under the following conditions and the angles of inclination in de-grees are:

Athwartships Fore and aftStatic Dynamic Static Dynamic

15 22.5 5 7.5

Minimum lubricating oil bottom tank volume are following:6 cylinder 7 cylinder 8 cylinder27.0 m3 32.8 m3 37.4 m3

9 cylinder 10 cylinder 11 cylinder 12 cylinder42.0 m3 46.9 m3 51.8 m3 56.4 m3

440 600 025 198 27 33


6.03.08

CylinderNo.

Drain atcylinder No. D0 D1 D2 D3 H0 H1 H2 H3 W L OL Qm3

6 2-5 325 450 100 225 1150 450 90 400 600 9600 1050 27.07 2-4-6 350 475 100 250 1215 475 95 600 700 11200 1115 33.58 2-5-7 350 475 125 250 1280 475 95 600 700 12800 1180 40.59 2-5-7-9 375 550 125 275 1375 550 110 600 700 15200 1275 52.0

10 2-4-7-10 400 600 125 300 1420 600 110 600 700 16000 1320 56.511 2-5-8-11 425 600 125 300 1480 600 110 600 700 17600 1380 65.012 2-5-8-11 450 650 125 325 1530 650 120 600 800 19200 1430 73.5

Fig. 6.03.05: Lubricating oil tank, with cofferdam

178 89 69-0.0

178 89 93-9.0


440 600 025 198 27 33

6.03.09

Fig.6.03.06: Crankcase venting

The letters refer to “List of flanges”

Fig. 6.03.07: Bedplate drain pipes178 44 47-9.0

178 33 34-7.0

6.04 Cylinder Lubricating Oil System

The cylinder lubricators can be of the electronic type(4 42 140) or of the mechanical type driven by theengine, option: 4 42 111. The cylinder lube oil is sup-plied from a gravity-feed cylinder oil service tank,Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it is nor-mally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high-rated two-stroke engines have a rela-tively great demand for detergency in the cylinderoil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we recom-mend the use of a TBN 70 cylinder oil in combinationwith all fuel types within our guiding specification,regardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinderoils with higher alkalinity, such as TBN 80, may bebeneficial, especially in combination with high-sul-phur fuels.

The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ 70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate isbased on service experience from other MC enginetypes, as well as today’s fuel qualities and operatingconditions.

The recommendations are valid for all plants,whether controllable pitch or fixed pitch propellersare used.

The nominal cylinder oil feed rate at nominal MCR is:0.8–1.2 g/kWh0.6–0.9 g/BHPh

During the first operational period of about 1500hours, it is recommended to use the highest feedrate in the range.

The feed rate at part load is proportional to the


442 066 025 198 27 35

Fig. 6.04.01: Cylinder lubricating oil system

6.04.01

The letters refer to “List of flanges”178 06 14-7.3

Electronic Alpha CylinderLubrication System

The electronic Alpha cylinder lubrication system,(4 42 105) Fig. 6.04.02, is designed to supply cylin-der oil intermittently, e.g. every four engine revolu-tions, at a constant pressure and with electronicallycontrolled timing and dosage at a defined position.

Cylinder lubricating oil is fed to the engine by meansof a pump station which is mounted on the engine(4 42 150).

The oil fed to the injectors is pressurised by meansof two lubricators on each cylinder, equipped withsmall multi-piston pumps, Fig. 6.04.03. The amountof oil fed to the injectors can be finely tuned with anadjusting screw, which limits the length of the pistonstroke.

The whole system is controlled by the Master Con-trol Unit (MCU) which calculates the injection fre-quency on the basis of the engine-speed signalgiven by the tacho signal (ZE) and the fuel index.

The MCU is equipped with a Backup Control Unit(BCU) which, if the MCU malfunctions, activates analarm and takes control automatically or manually,via a switchboard unit (SBU).

The electronic lubricating system incorporates allthe lubricating oil functions of the mechanical sys-tem, such as “speed dependent, mep dependent,and load change dependent”.

Prior to start up, the cylinders can be pre-lubricatedand, during the running-in period, the operator canchoose to increase the lube oil feed rate by 25%,50% or 100%.

Fig. 6.04.04 shows the wiring diagram of the elec-tronic Alpha cylinder lubricator.

442 066 025 198 27 35


6.04.02

Fig. 6.04.02: Electronic Alpha cylinder lubricating oil system

178 89 94-0.0

The external electrical system must be capable ofproviding the MCU and BCU with an un-inter-ruptable 24 Volt DC power supply.

The electronic Alpha cylinder lubricator system isequipped with the following (Normally Closed)alarms:

• MCU – Unit failure• MCU – Power failure• MCU – Common alarm• BCU – Unit in control• BCU – Unit failure• BCU – Power failure• SBU – Failure

and slow down (Normally Open) for:

• Electronic cylinder lubricator system

The system has a connection for coupling it to acomputer system or a Display Unit (DU) so that en-gine speed, fuel index, injection frequency, alarms,etc. can be monitored.

The DU can be delivered separately for mounting inthe engine control room (4 42 655).


442 066 025 198 27 35

6.04.03

Fig. 6.04.03: Electronic Alpha cylinder lubricators on engine178 89 95-2.0

442 066 025 198 27 35


6.04.04

Fig. 6.04.04: Wiring diagram for electronic Alpha cylinder lubricator

178 46 54-0.1

Mechanical Cylinder LubricatorsOption: 4 42 1110

Each cylinder liner has a number of lubricating ori-fices (quills), through which the cylinder oil is intro-duced into the cylinders, see Fig. 6.04.05. The oil isdelivered into the cylinder via non-return valves,when the piston rings during the upward strokepass the lubricating orifices.

The mechanical cylinder lubricators are mounted onthe roller guide housings, and are interconnectedwith drive shafts. The lubricators have a built-in ca-pability for adjustment of the oil quantity. They are ofthe “Sight Feed Lubricator” type and are providedwith a sight glass for each lubricating point.

The lubricators in Fig. 6.04.07 are fitted with:

• Electrical heating coils• Low flow and low level alarms.The lubricator will, in the basic “Speed Dependent”design, option: 4 42 110, pump a fixed amount of oilto the cylinders for each engine revolution.

The “speed dependent” as well as the “mep de-pendent” lubricator is equipped with a “LoadChange Dependent” system, option: 42 120, suchthat the cylinder feed oil rate is automatically in-creased during starting, manoeuvring and, prefera-bly, during sudden load changes, see Fig. 6.04.06.

The signal for the “load change dependent” systemcomes from the electronic governor.


442 066 025 198 27 35

The letters refer to “List of flanges”The piping is delivered with and fitted onto the engine

Fig. 6.04.05: Cylinder lubricating oil pipes

6.04.05

Fig. 6.04.06: Load change dependent lubricator

178 34 68-9.1 178 45 03-1.0

442 066 025 198 27 35


6.04.06

178 36 47-5.1

Fig. 6.04.07a: Electrical diagram, mechanical cylinder lubricator178 10 83-1.1

Type: 18F010For alarm for low level and no flow

Low level switch “A” opens at low levelLow flow switch “B” opens at zero flowin one ball control glass

Type: 18F001For alarm for low level and alarm andslow down for no flowRequired by: ABS, GL, RINa,RS and recommended by IACS

Fig. 6.04.07b: Electrical diagram, mechanical cylinder lubricator

All cables and cable connections to be yard’s supplyOne 55 watt lubricator with eight glasses per cylinder.Power supply according to ship’s monophase 110 V or 220 V.Heater ensures oil temperature of approximately 40-50 °CNo flow and low level alarms, for cylinder lubricators

6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as the oildrained from the stuffing box is mixed with sludgefrom the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient, pri-marily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 litres/24 hours per cylinder during nor-mal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oil iseither mixed with the fuel oil in the fuel oil settlingtank before centrifuging and subsequently burnt inthe engine Fig. 6.05.01a or that it is burnt in theincinerator.

If the drain oil is to be re-used as lubricating oil Fig.6.05.01b, it will be necessary to install the stuffingbox drain oil cleaning system described below.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.


443 600 003 198 27 36

6.05.01

Fig. 6.05.01a: Stuffing box drain oil system

178 17 14-7.0

178 46 17-0.0


Fig. 6.05.01b: Optional stuffing box drain oil system

Piston rod lub oil pump and filter unit

The filter unit consisting of a pump and a fine filter(option: 4 43 640) could be of make C.C. JensenA/S, Denmark. The fine filter cartridge is made ofcellulose fibres and will retain small carbon particlesetc. with relatively low density, which are not re-moved by centrifuging

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 mWorking temperature . . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . . 75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar

443 600 003 198 27 36



Fig. 6.05.04: Stuffing box, drain pipes

178 30 86-6.0

No. of cylinders C.J.C. Filter004

Minimum capacity of tanks Capacity of pumpoption 4 43 640

at 2 barm3/h

Tank 001m3

Tank 002m3

6 - 9 1 x HDU 427/54 0.6 0.7 0.2

10 – 12 1 x HDU 427/81 or1 x HDU 327/108

0.9 1.0 0.3

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

No. ofcylinders

3 x 440 volts60 Hz

3 x 380 volts50 Hz

6 - 9 PR – 0.2 – 6 PR – 0.2 – 5

10 - 12 PR – 0.3 – 6 PR – 0.3 – 5

Fig. 6.05.03: Types of piston rod units

178 30 84-2.1

178 30 85-4.1

6.05.02

Designation of piston rod units

PR – 0.2 – 6

5 = 50 Hz, 3 x 380 Volts

6 = 60 Hz, 3 x 440 Volts

Pump capacity in m3/h

Piston rod unit

A modular unit is available for this system, option:4 43 610. See Fig. 6.05.05 “Piston rod unit, MANB&W/C.C. Jensen”.

The modular unit consists of a drain tank, a circulat-ing tank with a heating coil, a pump and a fine filter,and also includes wiring, piping, valves and instru-ments.

The piston rod unit is tested and ready to be con-nected to the supply connections on board.


443 600 003 198 27 36

Fig. 6.05.05.: Piston rod drain oil unit, MAN B&W Diesel/C. C. Jensen, option: 4 43 610

178 30 87-8.0

6.05.03

6.06 Cooling Water Systems

The water cooling can be arranged in several config-urations, the most common system choice being:

• A seawater cooling systemand a jacket cooling water system

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher main-tenance cost

• Expensive seawater piping of non-corrosive materi-als such as galvanised steel pipes or Cu-Ni pipes.

• A central cooling water system,option: 4 45 111 with three circuits:a seawater systema low temperature freshwater systema jacket cooling water system

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater,and thus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket waterhigh temperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is available onrequest.

For further information about common cooling watersystem for main engines and auxiliary engines pleaserefer to our publication:

P. 281: "Uni-concept Auxiliary Systems for Two-strokeMain Engine and Four-stroke AuxiliaryEngines."

The publication is also available at the Internet ad-dress: www.manbw.dk under "Libraries", fromwhere it can be downloaded.


445 600 025 198 27 38

6.06.01

Seawater Cooling System

The seawater cooling system is used for cooling, themain engine lubricating oil cooler (4 40 605), thejacket water cooler (4 46 620) and the scavenge aircooler (4 54 150).

The lubricating oil cooler for a PTO step-up gear shouldbe connected in parallel with the other coolers.The ca-pacity of the SW pump (4 45 601) is based on the out-let temperature of the SW being maximum 50 °C afterpassing through the coolers – with an inlet temperatureof maximum 32 °C (tropical conditions), i.e. a maxi-mum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

• The lowest possible cooling water inlet tempera-ture to the lubricating oil cooler in order to obtainthe cheapest cooler. On the other hand, in orderto prevent the lubricating oil from stiffening in coldservices, the inlet cooling water temperature shouldnot be lower than 10 °C

• The lowest possible cooling water inlet tempera-ture to the scavenge air cooler, in order to keepthe fuel oil consumption as low as possible.

The piping delivered with and fitted onto the en-gine is, for your guidance shown on Fig.6.06.02.

445 600 025 198 27 38


Fig. 6.06.01: Seawater cooling system


6.06.02

Components for seawater system

Seawater cooling pump (4 45 601)

The pumps are to be of the centrifugal type.

Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . . according to class ruleWorking temperature . . . . . . . . . . maximum 50 °C

The capacity must be fulfilled with a tolerance of be-tween 0% to +10% and covers the cooling of themain engine only.

Lube. oil cooler (4 40 605)

See section 6.03 “ Uni-Lubricating oil system”.

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant material.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature, inlet. . . . . . . . . . . 80 °CPressure dropon jacket water side . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature, inlet . . . . . . . . . . . . . 38 °CPressure drop on SW side . . . . . maximum 0.2 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”Seawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,for SW cooling inlet, max. . . . . . . . . . . . . . . 32 °CPressure drop oncooling water side . . . . . between 0.1 and 0.5 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Seawater thermostatic valve (4 45 610)

The temperature control valve is a three-way valvewhich can recirculate all or part of the SW to thepump’s suction side. The sensor is to be located atthe seawater inlet to the lubricating oil cooler, andthe temperature level must be a minimum of +10 °C.

Seawater flow . . . . . . . . . . see “List of capacities”Temperature range,adjustable within . . . . . . . . . . . . . . . . +5 to +32 °C


445 600 025 198 27 38

6.06.03

Fig. 6.06.02: Cooling water pipes, air cooler, two turbochargers

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments” The piping is delivered with and fitted onto the engine

178 31 23-8.1

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.03, is used for cooling the cylinder liners, cylindercovers and exhaust valves of the main engine andheating of the fuel oil drain pipes.

The jacket water pump (4 46 601) draws water from thejacket water cooler outlet and delivers it to the engine.

At the inlet to the jacket water cooler there is a ther-mostatically controlled regulating valve (4 46 610),with a sensor at the engine cooling water outlet,which keeps the main engine cooling water outlet ata temperature of 80 °C.

It is recommended to install a preheater if preheat-ing is not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gener-ator must be coupled in and out slowly over a periodof at least 3 minutes.

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Freshwater system treatment

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation.

MAN B&W’s recommendations about the fresh-water system de-greasing, descaling and treatmentby inhibitors are available on request.

445 600 025 198 27 38


Fig. 6.06.03: Jacket cooling water system

6.06.04

178 12 41-3.2


445 600 025 198 27 38

Fig. 6.06.04b: Jacket water cooling pipes ABB turbochargers, type VTR

178 46 20-4.0

Fig. 6.06.04c: Jacket water cooling pipes MHI turbochargers and ABB turbochargers, type TPL

178 46 19-4.0

The letters refer to“List of flanges”The pos. numbers refer to“List of instruments”The piping is delivered withand fitted onto the engine

6.06.05

Fig. 6.06.04a: Jacket water cooling pipes MAN B&W turbochargers

178 46 18-2.0

Components for jacket water system

Jacket water cooling pump (4 46 601)


Jacket water flow . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 barDelivery pressure. . . . . . . . . . depends on position

of expansion tankTest pressure . . . . . . . . . . . according to class ruleWorking temperature, normal 80 °C, max. 100 °C

The capacity must be met at a tolerance of 0% to+10%.

The stated capacities cover the main engine only.The pump head of the pumps is to be determinedbased on the total actual pressure drop across thecooling water system.

Freshwater generator (4 46 660)

If a generator is installed in the ship for production offreshwater by utilising the heat in the jacket watercooling system it should be noted that the actualavailable heat in the jacket water system is lowerthan indicated by the heat dissipation figures givenin the “List of capacities.” This is because the latterfigures are used for dimensioning the jacket watercooler and hence incorporate a safety margin whichcan be needed when the engine is operating underconditions such as, e.g. overload. Normally, thismargin is 10% at nominal MCR.

The calculation of the heat actually available atspecified MCR for a derated diesel engine is statedin section 6.01 “List of capacities”.

Jacket water thermostatic valve (4 46 610)

The temperature control system can be equippedwith a three-way valve mounted as a diverting valve,which by-pass all or part of the jacket water aroundthe jacket water cooler.

The sensor is to be located at the outlet from themain engine, and the temperature level must beadjustable in the range of 70-90 °C.

Jacket water preheater (4 46 630)

When a preheater see Fig. 6.06.03 is installed in thejacket cooling water system, its water flow, and thusthe preheater pump capacity (4 46 625), should beabout 10% of the jacket water main pump capacity.Based on experience, it is recommended that thepressure drop across the preheater should beapprox. 0.2 bar. The preheater pump and mainpump should be electrically interlocked to avoid therisk of simultaneous operation.

The preheater capacity depends on the requiredpreheating time and the required temperature in-crease of the engine jacket water. The temperatureand time relationships are shown in Fig. 6.06.05.

In general, a temperature increase of about 35 °C(from 15 °C to 50 °C) is required, and a preheatingtime of 12 hours requires a preheater capacity ofabout 1% of the enigne’s nominal MCR power.

Deaerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06“Deaerating tank” and the corresponding alarm de-vice (4 46 645) is shown on Fig. 6.06.07 “Deaeratingtank, alarm device”.

Expansion tank (4 46 648)

The total expansion tank volume has to be approxi-mate 10% of the total jacket cooling water amountin the system.

As a guideline, the volume of the expansion tanksfor main engine output are:

Above 15,000 kW. . . . . . . . . . . . . . . . . . . . 1.25 m3

445 600 025 198 27 38


6.06.06

Temperature at start of engine

In order to protect the engine, some minimum tem-perature restrictions have to be considered beforestarting the engine and, in order to avoid corrosiveattacks on the cylinder liners during starting.

Normal start of engine

Normally, a minimum engine jacket water tempera-ture of 50 °C is recommended before the engine isstarted and run up gradually to 90% of specifiedMCR speed.

For running between 90% and 100% of specifiedMCR speed, it is recommended that the load be in-creased slowly – i.e. over a period of 30 minutes.

Start of cold engine

In exceptional circumstances where it is not possi-ble to comply with the abovementioned recommen-dation, a minimum of 20 °C can be accepted beforethe engine is started and run up slowly to 90% ofspecified MCR speed.

However, before exceeding 90% specified MCRspeed, a minimum engine temperature of 50 °Cshould be obtained and, increased slowly – i.e. overa period of least 30 minutes.

The time period required for increasing the jacketwater temperature from 20 °C to 50 °C will dependon the amount of water in the jacket cooling watersystem, and the engine load.

Note:The above considerations are based on the assump-tion that the engine has already been well run-in.

Preheating of diesel engine

Preheating during standstill periods

During short stays in port (i.e. less than 4-5 days), itis recommended that the engine is kept preheated,the purpose being to prevent temperature variationin the engine structure and corresponding variationin thermal expansions and possible leakages.

The jacket cooling water outlet temperature shouldbe kept as high as possible and should – beforestarting-up – be increased to at least 50 °C, eitherby means of cooling water from the auxiliary en-gines, or by means of a built-in preheater in thejacket cooling water system, or a combination.


445 600 025 198 27 38

Fig. 6.06.05: Jacket water preheater

178 16 63-1.0

6.06.07

445 600 025 198 27 38


6.06.08

Fig. 6.06.07: Deaerating tank, alarm device

Fig. 6.06.06: Deaerating tank, option: 4 46 640

Dimensions in mm

Tank size 0.16 m3 0.70m3

Maximum J.W. capacity 300 m3/h 700 m3/h

Maximum nominal bore 200 300

D 150 200

E 500 800

F 1195 1728

øH 500 800

øI 520 820

øJ ND 80 ND 100

øK ND 50 ND 80

ND: Nominal diameter

Working pressure is according to actual piping ar-rangement.

In order not to impede the rotation of water, thepipe connection must end flush with the tank, sothat no internal edges are protruding.

178 86 15-5.0

178 06 27-9.0

178 07 37-0.1

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding to amaximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling water in-let temperature to the main engine scavenge air cooleras low as possible also applies to the central coolingsystem. This means that the temperature control valvein the FW-LT circuit is to be set to minimum 10 °C,whereby the temperature follows the outboard sea-water temperature when this exceeds 10 °C.

For further information about common cooling wa-ter system for main engines and MAN B&W Holebyauxiliary engines please refer to our publication:

P.281 Uni-concept Auxiliary Systems for Two-strokeMain Engine and Four-stroke Auxiliary Engines.

For your information, the publications, are alsoavailable at the Internet address: www.manbw.dkunder "Libraries", from where it can be downloaded.

For external pipe connections, we prescribe the fol-lowing maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


445 650 002 198 27 39

6.07.01

Fig. 6.07.01: Central cooling system

Letters refer to “ List of flanges”178 46 21-6.1

Components for central cooling watersystem

Seawater cooling pumps (4 45 601)


Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 °CWorking temperature . . . . . . . . . . maximum 50 °C

The capacity is to be within a tolerance of 0% +10%.

The differential pressure of the pumps is to be deter-mined on the basis of the total actual pressure dropacross the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant mate-rial.

Heat dissipation . . . . . . . . see “List of capacities”Central cooling water flow see “List of capacities”Central cooling water temperature,outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on central coolingside . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °CPressure drop on SW side . . . . . maximum 0.2 bar

The pressure drop may be larger, depending on theactual cooler design.

The heat dissipation and the SW flow figures arebased on MCR output at tropical conditions, i.e. aSW temperature of 32 °C and an ambient air tem-perature of 45 °C.

Overload running at tropical conditions will slightlyincrease the temperature level in the cooling sys-tem, and will also slightly influence the engine per-formance.

Central cooling water pumps,low temperature (4 45 651)


Freshwater flow . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barDelivery pressure. . . . . . . . depends on location of

expansion tankTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal . . . . . . . . . . . . . . . . . . approximately 80 °C

maximum 90 °C

The flow capacity is to be within a tolerance of 0%+10%.

The list of capacities covers the main engine only.Thedifferential pressure provided by the pumps is to bedetermined on the basis of the total actual pressuredrop across the cooling water system.

Central cooling water thermostatic valve(4 45 660)

The low temperature cooling system is to be equip-ped with a three-way valve, mounted as a mixingvalve, which by-passes all or part of the fresh wateraround the central cooler.

The sensor is to be located at the outlet pipe fromthe thermostatic valve and is set so as to keep atemperature level of minimum 10 °C.

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6.07.02

Jacket water cooler (4 46 620)

Due to the central cooler the cooling water inlet tem-perature is about 4°C higher for for this system com-pared to the seawater cooling system. The inputdata are therefore different for the scavenge aircooler, the lube oil cooler and the jacket watercooler.

The heat dissipation and the FW-LT flow figures arebased on an MCR output at tropical conditions, i.e.a maximum SW temperature of 32 °C and an ambi-ent air temperature of 45 °C.

The cooler is to be of the shell and tube or plate heatexchanger type.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °CPressure drop on jacket water side . max. 0.2 barFW-LT flow . . . . . . . . . . . . see “List of capacities”FW-LT temperature, inlet . . . . . . . . . approx. 42 °CPressure drop on FW-LT side . . . . . . max. 0.2 bar

The other data for the jacket cooling water systemcan be found in section 6.06.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . see “List of capacities”FW-LT water flow . . . . . . . see “List of capacities”FW-LT water temperature, inlet . . . . . . . . . . 36 °CPressure drop on FW-LTwater side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar

Lubricating oil cooler (4 40 605)

See "Lubricating oil system".


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6.07.03

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors (4 50 602) in Fig. 6.08.01 to thestarting air receivers (4 50 615) and from these to themain engine inlet “A”.

Through a reducing station (4 50 665), compressedair at 7 bar is supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

• Through a reducing valve (4 50 675) is suppliedcompressed air at 10 bar to “AP” for turbochargercleaning (soft blast) , and a minor volume used forthe fuel valve testing unit.

Please note that the air consumption for control air,safety air, turbocharger cleaning, sealing air for ex-haust valve and for fuel valve testing unit are mo-mentary requirements of the consumers. The ca-pacities stated for the air receivers and compressorsin the “List of Capacities” cover the main engine re-quirements and starting of the auxiliary engines.


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A: Valve “A” is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to “List of flanges”

Fig. 6.08.01: Starting and control air systems

178 33 28-8.1

6.08.01

* The size of the pipe depends on the length

The starting air pipes, Fig. 6.08.02, contains a mainstarting valve (a ball valve with actuator), anon-return valve, a starting air distributor and start-ing valves.

The main starting valve is combined with the ma-noeuvring system, which controls the start of theengine. Slow turning before start of engine is an op-tion: 4 50 140 and is recommended by MAN B&WDiesel, see section 6.11.

The starting air distributor regulates the supply ofcontrol air to the starting valves in accordance withthe correct firing sequence.

An arrangement common for main engine and MANB&W Holeby auxiliary engines is available on re-quest.

For further information about common starting airsystem for main engines and auxiliary enginesplease refer to our publication:

P. 281: “Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxili-ary Engines”


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Fig. 6.08.02: Starting air pipes

The letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

6.08.02

178 43 90-2.0

The exhaust valve is opened hydraulically, and theclosing force is provided by a “pneumatic spring”which leaves the valve spindle free to rotate. Thecompressed air is taken from the manoeuvring airsystem.

The sealing air for the exhaust valve spindle comesfrom the manoeuvring system, and is activated bythe control air pressure, see Fig. 6.08.03.


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The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

6.08.03

Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves

178 43 91-4.1

Components for starting air system

Starting air compressors (4 50 602)

The starting air compressors are to be of the wa-ter-cooled, two-stage type with intercooling.

More than two compressors may be installed tosupply the capacity stated.

Air intake quantity:Reversible engine,for 12 starts: . . . . . . . . . . see “List of capacities”Non-reversible engine,for 6 starts: . . . . . . . . . . . see “List of capacities”Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar

Starting air receivers (4 50 615)

The starting air receivers shall be provided with manholes and flanges for pipe connections.

The volume of the two receivers is:Reversible engine,for 12 starts: . . . . . . . . . . see “List of capacities” *Non-reversible engine,for 6 starts: . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 30 barTest pressure . . . . . . . . . . according to class rule

* The volume stated is at 25 °C and 1,000 m bar

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:2100 Normal litres/min of free air . . . . . 0.035 m3/sFilter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 m

Reducing valve (4 50 675)

Reduction from . . . . . . . . . . . . . . 30 bar to 10 bar(Tolerance -10% +10%)

Capacity:2600 Normal litres/min of free air . . . . . 0.043 m3/s

The piping delivered with and fitted onto the mainengine is, for your guidance, shown on:

• Starting air pipes

• Air spring pipes, exhaust valves

Turning gear

The turning wheel has cylindrical teeth and is fittedto the thrust shaft. The turning wheel is driven by apinion on the terminal shaft of the turning gear,which is mounted on the bedplate. Engagement anddisengagement of the turning gear is effected by ax-ial movement of the pinion.

The turning gear is driven by an electric motorwith a built-in brake. The size of the electric motoris stated in Fig. 6.08.04. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged.

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6.08.04


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Fig. 6.08.04: Electric motor for turning gear

6.08.05

Electric motor 3 x 440 V – 60 HzBrake power supply 220 V – 60 Hz

Electric motor 3 x 380 V – 50 HzBrake power supply 220 V – 50 Hz

Current Current

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

6-10 7.5 58.6 10.1 6-10 5.5 67.9 11.7

11-12 7.5 77.5 13.4 11-12 7.5 89.9 15.5

178 21 63-9.0

178 31 30-9.0

6.09 Scavenge Air System

The engine is supplied with scavenge air from twoor more turbochargers located on the exhaust sideof the engine.

The compressor of the turbocharger sucks air fromthe engine room, through an air filter, and the com-pressed air is cooled by the scavenge air cooler, oneper turbocharger. The scavenge air cooler is pro-vided with a water mist catcher, which preventscondensate water from being carried with the airinto the scavenge air receiver and to the combustionchamber.

The scavenge air system, (see Figs. 6.09.01 and6.09.02) is an integrated part of the main engine.

The heat dissipation and cooling water quantitiesare based on MCR at tropical conditions, i.e. a SWtemperature of 32 °C, or a FW temperature of 36 °C,and an ambient air inlet temperature of 45 °C.


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6.09.01

Fig. 6.09.01a: Scavenge air system178 07 27-4.1

Auxiliary Blowers

The engine is provided with two or more electricallydriven auxiliary blowers. Between the scavenge aircooler and the scavenge air receiver, non-returnvalves are fitted which close automatically when theauxiliary blowers start supplying the scavenge air,see Fig. 6.09.01b.

The auxiliary blowers start operating consecutivelybefore the engine is started and will ensure com-plete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blowerswill start automatically whenever the engine load isreduced to about 30-40%, and will continue operat-ing until the load again exceeds approximately40-50%.

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valvesbeing necessary.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted ontothe main engine, and the control system for the aux-iliary blowers can be delivered separately as an op-tion: 4 55 650.

The layout of the control system for the auxiliaryblowers is shown in Figs. 6.09.03a and 6.09.03b“Electrical panel for two auxiliary blowers”, andthe data for the electric motors fitted onto themain engine is found in Fig. 6.09.04 “Electric motorfor auxiliary blower”.

The data for the scavenge air cooler is specified inthe description of the cooling water system chosen.

For further information please refer to our publica-tion:

P.311: "Influence of Ambient Temperature Condi-tions on Main Engine Operation"


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6.09.02

Fig. 6.09.01b: Scavenge air system

Running with turbocharger alone Running with auxiliary blower

178 44 70-5.0


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6.09.03

Electric motor sizeDimensions of

control panel for2 auxiliary blowers

Dimensions ofcontrol panel for 3 or4 auxiliary blowers

Dimensions ofelectric panel Maximum stand-by

heating element

3 x 440 V60 Hz

3 x 380 V50 Hz

Wmm

Hmm

Dmm

Wmm

Hmm

Dmm

Wmm

Hmm

Dmm

18 - 80 A11 - 45 kW

18 - 80 A9 - 40 kW 300 460 150 400 460 150 400 600 300 100 W

63 - 250 A67 - 155 kW

80 - 250 A40 - 132 kW 300 460 150 400 460 150 600 600 350 250 W

Fig. 6.09.03a: Electrical panel for auxiliary blowers including starters, option 4 55 650

178 86 37-1.0

Fig. 6.09.02: Scavenge air pipes

178 21 81-9.0The letters refer to “list of flanges”The position numbers refer to“List of instruments”

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6.09.04

PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar

PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar

G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418

K1: Switch in telegraph system. Closed at “finished with engine”

K2: Switch in safety system. Closed at “shut down”

K3: Lamp test

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

178 31 44-2.0

Air cooler cleaning

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipearrangement fitted to the air chamber above the aircooler element.

Sludge is drained through “AL” to the bilge tank, andthe polluted grease dissolvent returns from “AM”,through a filter, to the chemical cleaning tank. Thecleaning must be carried out while the engine is atstandstill.

Drain from water mist catcher

The drain line for the air cooler system is, duringrunning, used as a permanent drain from the aircooler water mist catcher. The water is led thoughan orifice to prevent major losses of scavenge air.The system is equipped with a drain box, where alevel switch LSA 434 is mounted, indicating anyexcessive water level, see Fig. 6.09.05.


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6.09.05

No. ofcyls.

Engine outputkW

Nominal AmpereTwo auxiliary blowers

Nominal AmpereThree auxiliary blowers

Start AmpereTwo auxiliary blowers

Start AmpereThree auxiliary blowers

6 21,840 376 1,232

7 25,480 438 1,437

8 29,120 501 1,642

9 32,760 564 423 1,847 923

10 36,400 469 1,026

11 40,040 516 1,128

12 43,680 563 1,231

The specificied data are for guidance only.

Fig. 6.09.04: Electric motor for auxiliary blower

178 21 22-1.0

Fig. 6.09.05: Air cooler cleaning pipes


178 35 15-7.0

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6.09.06

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

* To suit the chemical requirement

Number of cylinders 6-8 9-12

Chemical tank capacity 0.9 m3 1.5 m3

Circulating pumpcapacity at 3 bar

3 m3/h 5 m3/h

d: Nominal diameter 50 mm 50 mm


178 06 15-9.1


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6.09.07


Fig. 6.09.08: Scavenge air space, drain pipes


Fig. 6.09.07: Scavenge box drain system

178 46 27-7.0

178 06 16-0.0

No. ofcylinders

Capacity of draintank

6 0.4 m3

7-9 0.7 m3

10-12 1.0 m3

178 34 15-1.0

Fire Extinguishing System for ScavengeAir Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, optionally,by water mist or CO2.

The alternative external systems are shown in Fig.6.09.10:

“Fire extinguishing system for scavenge air space”standard: 4 55 140 Steamor option: 4 55 142 Water mistor option: 4 55 143 CO2

The corresponding internal systems fitted on the en-gine are shown in Figs. 6.09.10a and 6.09.10b:

“Fire extinguishing in scavenge air space (steam)”“Fire extinguishing in scavenge air space (water mist)”“Fire extinguishing in scavenge air space (CO2)”

Steam pressure: 3-10 barSteam approx.: 5.8 kg/cyl.

Freshwater pressure: min. 3.5 barFreshwater approx.: 4.7 kg/cyl.

CO2 test pressure: 150 barCO2 approx.: 11.7 kg/cyl.

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The letters refer to “List of flanges

Fig. 6.09.09 Fire extinguishing system for scavenge airspace

178 06 17-2.0


Fig. 6.09.10a: Fire extinguishing pipes in scavenge airspace CO2, option: 4 55 143

178 35 21-6.1

Fig. 6.09.10b: Fire extinguishing pipes in scavenge airspace steam: 4 55 140, water mist, option: 4 55 142

178 12 89-3.1

6.09.08

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex-haust gas receiver where the fluctuating pressuresfrom the cylinders are equalised and from where thegas is led further on to the turbocharger at a constantpressure, see Fig. 6.10.01.

Compensators are fitted between the exhaustvalves and the exhaust gas receiver and betweenthe receiver and the turbocharger. A protective grat-ing is placed between the exhaust gas receiver andthe turbocharger. The turbocharger is fitted with apick-up for remote indication of the turbochargerspeed.

For quick assembling and disassembling of thejoints between the exhaust gas receiver and the ex-haust valves, clamping bands are fitted.

The exhaust gas receiver and the exhaust pipes areprovided with insulation, covered by steel plating.

Turbocharger arrangement andcleaning systems

The turbochargers are arranged on the exhaust sideof the engine, see Fig. 6.10.02.


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Fig. 6.10.01: Exhaust gas system on engine

6.10.01

178 07 27-4.1

460 600 025 198 27 42


Fig. 6.10.03: Water washing of turbinr and compressor side

Fig. 6.10.02: Exhaust gas pipes

6.10.02

178 31 50-1.1

178 89 64-1.0

The engine is designed for the installation of eitherMAN B&W turbocharger type NA/TO (4 59 101),ABB turbocharger type TPL or VTR (4 59 102 or 4 59102a), or MHI turbocharger type MET (4 59 103).

All turbocharger makes are fitted with an arrange-ment for water washing of the compressor side, andsoft blast cleaning of the turbine side. Water wash-ing of the turbine side is only available on MAN B&Wand ABB turbochargers, see Figs. 6.10.03 and6.10.04.


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6.10.03

Fig. 6.10.04: Soft blast cleaning of turbine side and water washing of compressor side

178 31 52-5.1

1. Tray for solid granules2. Container for granules3. Container for water

Exhaust Gas System for Main Engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the pipingafter the turbocharger – must not exceed 350 mmWC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gaspipings, the recommended maximum exhaust gasvelocity is 50 m/s at specified MCR (M). Fordimensioning of the external exhaust pipe connec-tions, see Fig. 6.10.07.

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is propor-tional to the square of the exhaust gas velocity, andhence inversely proportional to the pipe diameter tothe 4th power. It has by now become normal prac-tice in order to avoid too much pressure loss in thepipings, to have an exhaust gas velocity of about 35m/sec at specified MCR. The pipe diameters arestated in Figs. 6.10.08 and 6.10.11 for 35 m/sec and50 m/s respectively.

As long as the total back-pressure of the exhaustgas system – incorporating all resistance lossesfrom pipes and components – complies with theabovementioned requirements, the pressure lossesacross each component may be chosen independ-ently, see proposed measuring points "M" in Fig.6.10.07. The general design guidelines for eachcomponent, described below, can be used for guid-ance purposes at the initial project stage.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gas fromthe outlet of the turbocharger(s) to the atmosphere.

The exhaust piping is shown schematically on Figs.6.10.05.

The exhaust piping system for the main engine com-prises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester

• Expansion joints

• Pipe bracings.

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gassystem

• Maximum noise level at gas outlet to atmo-sphere

• Maximum force from exhaust piping onturbocharger(s)

• Utilisation of the heat energy of the exhaustgas.

Items that are to be calculated or read from tablesare:

• Exhaust gas mass flow rate, temperature andmaximum back pressure at turbocharger gasoutlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipe outlet

• Pressure drop across the exhaust gas system

• Expansion joints.

Diameter of exhaust gas pipes

The exhaust gas pipe diameters shown on Fig.6.10.11 for the specified MCR should be consideredan initial choice only.

As previously mentioned a lower gas velocity than50 m/s can be relevant with a view to reduce thepressure drop across pipes, bends and compo-nents in the entire exhaust piping system.

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6.10.04

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60610 for the expansion joint on the turbocharger gasoutlet transition pipe, option: 4 60 601, the exhaustgas pipe and components, are to be so arrangedthat the thermal expansions are absorbed by ex-pansion joints. The heat expansion of the pipes andthe components is to be calculated based on a tem-perature increase from 20 °C to 250 °C. The verticaland horizontal heat expansion of the engine mea-sured at the top of the exhaust gas transition pieceof the turbocharger outlet are indicated in Fig.6.10.08 and 6.10.09 as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with an elas-ticity that limit the forces and the moments of the ex-haust gas outlet flange of the turbocharger as statedfor each of the turbocharger makers on Fig. 6.10.10where are shown the orientation of the maximum al-lowable forces and moments on the gas outletflange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction or for heating the oil system.

The exhaust gas passes an exhaust gas boilerwhich is usually placed near the engine top or in thefunnel.

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is nor-mally 150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pres-sure losses from the inlet and outlet transitionpieces.


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6.10.05

Fig. 6.10.05: Exhaust gas system

178 33 46-7.2

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one metre from the top of the ex-haust gas uptake – are shown in Fig. 6.10.06.

The need for an exhaust gas silencer can be de-cided based on the requirement of a maximumnoise level at a certain place.

The exhaust gas noise data is valid for an exhaustgas system without boiler and silencer, etc.

The noise level refers to nominal at a distance of onemetre from the exhaust gas pipe outlet edge at anangle of 30° to the gas flow direction.

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

When the noise level at the exhaust gas outlet to theatmosphere needs to be silenced, a silencer can beplaced in the exhaust gas piping system after theexhaust gas boiler.

The exhaust gas silencer is usually of the absorptiontype and is dimensioned for a gas velocity of ap-proximately 35 m/s through the central tube of thesilencer.

An exhaust gas silencer can be designed based onthe required damping of noise from the exhaust gasgiven on the graph.

In the event that an exhaust gas silencer is required –this depends on the actual noise level requirementson the bridge wing, which is normally maximum60-70 dB(A) – a simple flow silencer of the absorp-tion type is recommended. Depending on the manu-facturer, this type of silencer normally has a pres-sure loss of around 20 mm WC at specified MCR.

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6.10.06

Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas systemThe noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe openingat an angle of 30 degrees to the gas flow and valid for an exhaust gas system – without boiler and silencer, etc.

178 15 59-0.0

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gas sys-tem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

It is recommended that the combined pressure lossacross the silencer and/or spark arrester should notbe allowed to exceed 100 mm WC at specified MCR– depending, of course, on the pressure loss in theremaining part of the system, thus if no exhaust gasboiler is installed, 200mm WC could be possible.

Calculation of Exhaust GasBack-Pressure

The exhaust gas back pressure after the turbo-charger(s) depends on the total pressure drop in theexhaust gas piping system.

The components exhaust gas boiler, silencer, andspark arrester, if fitted, usually contribute with a ma-jor part of the dynamic pressure drop through theentire exhaust gas piping system.

The components mentioned are to be specified sothat the sum of the dynamic pressure drop throughthe different components should if possible ap-proach 200 mm WC at an exhaust gas flow volumecorresponding to the specified MCR at tropical am-bient conditions. Then there will be a pressure dropof 100 mm WC for distribution among the remainingpiping system.

Fig. 6.10.07 shows some guidelines regarding resis-tance coefficients and back-pressure loss calcula-tions which can be used, if the maker’s data forback-pressure is not available at the early projectstage.

The pressure loss calculations have to be based onthe actual exhaust gas amount and temperaturevalid for specified MCR. Some general formulas anddefinitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR in kg/sec.

T exhaust gas temperature at specified MCR in °C

Please note that the actual exhaust gas temperatureis different before and after the boiler. The exhaustgas data valid after the turbocharger may be foundin Section 6.01.

Mass density of exhaust gas ( )

1.293273

273 + Tx 1.015 in kg/m3

The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaustgas system.

Exhaust gas velocity (v)

In a pipe with diameter D the exhaust gas velocity is:

v =M

x4

x D 2in m/sec

Pressure losses in pipes (�p)

For a pipe element, like a bend etc., with the resistancecoefficient , the corresponding pressure loss is:

�p x ½ v x1

9.812 in mm WC

where the expression after is the dynamic pres-sure of the flow in the pipe.

The friction losses in the straight pipes may, as aguidance, be estimated as :

1 mm WC 1 x diameter length

whereas the positive influence of the up-draught inthe vertical pipe is normally negligible.


460 600 025 198 27 42

6.10.07

Pressure losses across components (Dp)

The pressure loss Dp across silencer, exhaust gasboiler, spark arrester, rain water trap, etc., to bemeasured/ stated as shown in Fig. 6.11.07 (at speci-fied MCR) is normally given by the relevant manu-facturer.

Total back-pressure (DpM)

The total back-pressure, measured/stated as thestatic pressure in the pipe after the turbocharger, isthen:

DpM = S Dp

where Dp incorporates all pipe elements and com-ponents etc. as described:

DpM has to be lower than 350 mm WC.

(At design stage it is recommended to use max.300 mm WC in order to have some margin forfouling).

Measuring of Back Pressure

At any given position in the exhaust gas system, thetotal pressure of the flow can be divided into dy-namic pressure (referring to the gas velocity) andstatic pressure (referring to the wall pressure, wherethe gas velocity is zero).

At a given total pressure of the gas flow, the combi-nation of dynamic and static pressure may change,depending on the actual gas velocity. The measure-ments, in principle, give an indication of the wallpressure, i.e., the static pressure of the gas flow.

It is, therefore, very important that the back pressuremeasuring points are located on a straight part ofthe exhaust gas pipe, and at some distance from an“obstruction”, i.e. at a point where the gas flow, andthereby also the static pressure, is stable. The tak-ing of measurements, for example, in a transitionpiece, may lead to an unreliable measurement of thestatic pressure.

In consideration of the above, therefore, the totalback pressure of the system has to be measured

after the turbocharger in the circular pipe and notin the transition piece. The same considerationsapply to the measuring points before and after theexhaust gas boiler, etc.

460 600 025 198 27 42


6.10.08


460 600 025 198 27 42

Pipe bends etc.

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

Outlet fromtop of exhaustgas uptake

Inlet(fromturbocharger)

= 0.28= 0.20= 0.17

= 0.16= 0.12= 0.11

= 0.05

= 0.45= 0.35

= 0.30

= 0.14

= 1.00

= – 1.00

Change-over valves

Change-over valve oftype with constantcross section

a = 0.6 to 1.2b = 1.0 to 1.5c = 1.5 to 2.0

Change-over valve oftype with volume

a = b = about 2.0

178 32 09-1.0 178 06 85-3.1

Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

6.10.09

M: measuring points

460 600 025 198 27 42


6.10.10

178 21 17-4.0

Fig 6.10.08: Exhaust pipe system

DA DR

T/C make Cyl. No. 6-12 6 7 8 9 10 11 12

MAN B&W NA 57 11.3 5.5 5.9 6.2 6.6 7.0 7.5 7.9

NA70 13.0 5.9 6.2 6.6 6.9 7.3 7.7 8.2

ABB TPL 77 10.6 5.4 5.7 6.1 6.5 6.9 7.4 7.8

TPL 80 11.6 5.6 5.9 6.3 6.7 7.1 7.5 7.9

TPL 85 13.2 5.9 6.2 6.6 7.0 7.3 7.8 8.2

VTR 564 10.7 5.4 5.7 6.1 6.5 6.9 7.4 7.8

VTR 714 11.9 5.7 6.0 6.4 6.8 7.2 7.6 8.0

MHI MET66 11.0 5.5 5.8 6.2 6.6 7.0 7.4 7.9

MET71 11.5 5.5 5.9 6.3 6.7 7.1 7.5 7.9

MET83 12.7 5.8 6.2 6.5 6.9 7.3 7.7 8.1

MET90 12.9 5.9 6.2 6.6 6.9 7.3 7.7 8.1

Fig. 6.10.09: Movement at expansion joint based on the thermal expansionof the engine from ambient temperature to service


460 600 025 198 27 42

MANB&W NA57 NA70

M1 Nm 4300 5300M3 Nm 3000 3500F1 N 7000 8800F2 N 7000 8800F3 N 3000 3500

ABB VTR564 VTR714 TPL77 TPL80 TPL85M1 Nm 5000 7200 3200 4400 7100M3 Nm 3300 4700 1600 2000 3100F1 N 6700 8000 2100 2700 4100F2 N 3800 5400 2800 3000 3700F3 N 2800 4000 1800 2000 2500

MHI MET66 MET71 MET83 MET90M1 Nm 6800 7000 9800 11100M3 Nm 3400 3500 4900 5500F1 N 9300 9600 11700 12700F2 N 3200 3300 4100 4400F3 N 3000 3100 3700 4000

Fig. 6.10.10: Maximum forces and moments permissible at the turbocharger's gas outlet flanges

6.10.11

Gas velocity Exhaust pipe diameter D0 and H1mm

D4mm

35 m/s 50 m/s

m3/s kg/s m3/s kg/s 1 TC 2 TC 3 TC 4 TC

46.5 31.4 66.4 44.8 1300 900 750 1300

53.9 36.4 77.0 51.9 1000 800 1400

61.9 41.7 88.4 59.6 1050 850 1500

70.4 47.5 100.5 67.9 1150 900 1600

79.4 53.6 113.5 76.6 1200 1000 1700

89.1 60.1 127.2 85.9 1300 1050 1800

99.2 67.0 141.8 95.7 1300 1100 1900

110.0 74.2 157.1 106.0 1400 1150 2000

121.2 81.8 173.2 116.9 1200 2100

133.0 89.8 190.1 128.3 1300 2200

145.4 98.1 207.7 140.2 1300 1200 2300

158.3 106.9 226.2 152.7 1400 1200 2400

171.8 116.0 245.4 165.7 1400 1300 2500

Fig. 6.10.11: Minimum diameter of exhaust pipe for a standard installation based on an exhaust gas velocityof 35 m/s and 50 m/s

178 21 19-8.0

178 21 18-6.0

6.11 Manoeuvring System

Manoeuvring System on Engine

The basic diagram is applicable for reversibleengines, i.e. those with fixed pitch propeller (FPP).

The engine is, as standard, provided with a pneu-matic/electronic manoeuvring system, see diagramFig. 6.11.01.

The lever on the “Engine side manoeuvring console”can be set to either Manual or Remote position.

In the ‘Manual’ position the engine is controlled fromthe Engine Side Manoeuvring console by the pushbuttons START, STOP, and the AHEAD/ASTERN.The speed set is by the “Manual speed setting” bythe handwheel Fig. 6.11.03.

In the ‘Remote’ position all signals to the engine areelectronic, the START, STOP, AHEAD and ASTERNsignals activate the solenoid valves EV684, EV682,EV683 and EV685 respectively Figs. 6.11.01 and6.11.05, and the speed setting signal via the elec-tronic governor and the actuator E672.

The electrical signal comes from the remote controlsystem, i.e. the Bridge Control (BC) console, or fromthe Engine Control Room (ECR) console.

The engine side manoeuvring console is shown onFig. 6.11.04.

Shut down system

The engine is stopped by activating the puncturevalve located in the fuel pump either at normal stop-ping or at shut down by activating solenoid valveEV658.

Options

Some of the options are indicated in Fig. 6.11.01 bymeans of item numbers that refer to the “Extent ofDelivery” forms.

Slow turning

The standard manoeuvring system does not featureslow turning before starting, but for Unattended Ma-chinery Spaces (UMS) we strongly recommend theaddition of the slow turning device shown in Figs.6.11.01 and 6.11.02, option 4 50 140.

The slow turning valve allows the starting air to par-tially by pass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Governor

When selecting the governor, the complexity of theinstallation has to be considered. We normally dis-tinguish between “conventional” and “advanced”marine installations.

The governor consists of the following elements:

• Actuator• Revolution transmitter (pick-ups)• Electronic governor panel• Power supply unit• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pres-sure transmitter are mounted on the engine.

The electronic governors must be tailor-made, andthe specific layout of the system must be mutuallyagreed upon by the customer, the governor supplierand the engine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to beobtained.

The minimum speed is 20-25% of the engines nomi-nal speed when electronic governor is applied.


465 100 010 198 27 43

6.11.01

“Conventional” plants

A typical example of a “conventional” marine instal-lation is:

• An engine directly coupled to a fixed pitch propeller.

With a view to such an installations, the engine is, asstandard, equipped with a “conventional” elec-tronic governor approved by MAN B&W, e.g.:

4 65 172

4 65 174

4 65 177

Lyngsø Marine A/S electronic governorsystem, type EGS 2000 or EGS 2100Kongsberg Norcontrol A/S digitalgovernor system, type DGS 8800eSiemens digital governor system, typeSIMOS SPC 33.

“Advanced” plants

For more “advanced” marine installations, such as,for example:

• Plants with flexible coupling in the shafting system• Geared installations• Plants with disengageable clutch for discon-

necting the propeller• Plants with shaft generator with great require-

ment for frequency accuracy.

The electronic governors have to be tailor-made,and the specific layout of the system has to be mu-tually agreed upon by the customer, the governorsupplier and the engine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to beobtained.

Engine side manoeuvring console

The layout of the engine side mounted manoeuvringconsole includes the components indicated in the ma-noeuvring diagram, shown in Fig. 6.11.04. The con-sole is located on the camshaft side of the engine.

Fuel oil leakage detection

Leakage from the high pressure fuel oil pipes is col-lected in a drain box (4 35 105), which is equippedwith a level alarm; LSA 301 see section 8.

As an alternative, the leaks from the high pressurefuel oil pipes of each cylinder could activate a dia-phragm valve, putting out of action only the fuelpump of the cylinder in question, option: 4 35 107,shown in Fig. 6.11.01.

Sequence Diagram for Plants withBridge Control

MAN B&W Diesel’s requirements to the remote con-trol system makers are indicated graphically in Fig.6.11.07 “Sequence diagram” for fixed pitch propeller.

The diagram shows the functions as well as the de-lays which must be considered in respect to startingAhead and starting Astern, as well as for the activa-tion of the slow down and shut down functions.

On the right of the diagram, a situation is shownwhere the order Astern is over-ridden by an Aheadorder – the engine immediately starts Ahead if theengine speed is above the specified starting level.

465 100 010 198 27 43


6.11.02


465 100 010 198 27 43

Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP, with bridge control

6.11.03

178 46 65-9.0

465 100 010 198 27 43


Pos. Qty. Description

28 1 3/4-way solenoid valve

78 1 Switch, yard’s supply

Additional components for slow turning are the slow turning valve in by-pass and items 28 and 78The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engineThe letter refer to “List of flanges”

Fig. 6.11.02: Starting air system, with slow turning, option: 4 50 140

6.11.04

178 12 61-6.2


465 100 010 198 27 43

6.11.05

Fig. 6.11.03: Lyngsø Marine electronic governor, EGS 2000 or 2100: 4 65 172 orKongsberg Norcontrol Automation electronic governor DGS 8800e: 4 65 174

178 30 42-3.0

465 100 010 198 27 43


6.11.06

178 15 67-3.0

The instrument panel includes:

For reversible engine:

Tachometer for engine

Indication for engine side control

Indication for control room control (remote)

Indication for bridge control (remote)

Indication for “Ahead”

Indication for “Astern”

Indication for auxiliary blower running

Indication and buzzer for wrong way alarm

Indication for turning gear engaged

Indication for “Shut down”

Push button for canceling “Shut down”,with indication

Push button for “Emergency stop”, with indication

Push button for lamp test

Components included for:

Fixed pitch propeller:

Remote control – manual engine side control

Ahead – Astern handle

Start button

Stop button

Fig. 6.11.04: Engine side control console, and instrument panel


465 100 010 198 27 43

6.11.07

Fig. 6.11.05: Components for remote control for reversible engine with FPP with bridge control178 19 45-9.0

465 100 010 198 27 43


6.11.08

1 Free space for mounting of safety panelEngine builder’s supply

8 Switch and lamp for cancelling of limiters forgovernor

2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker3 Indication lamps for: 10 Pressure gauges for:

Ahead Scavenge airAstern Lubricating oil main engineEngine side control Cooling oil main engineControl room control Jacket cooling waterWrong way alarm Sea cooling waterTurning gear engaged Lubricating oil camshaftMain starting valve in service Fuel oil before filterMain starting valve in blocked Fuel oil after filterRemote control Starting airShut down Control air supply(Spare)Lamp test

4 Tachometer for main engine 10 Thermometer:5 Revolution counter Jacket cooling water6 Switch and lamps for auxiliary blowers Lubricating oil water7 Free spares for mounting of bridge control

equipment for main engine

Note: If an axial vibration monitor is ordered (option4 31 116 ) the manoeuvring console has to beextended by a remote alarm/slow down indicationlamp.

These instruments have to be ordered as option:4 75 645 and the corresponding analogue sensors onthe engine as option: 4 75 128,see Figs. 8.02a and8.02b.

Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard’s supply

178 30 45-9.0


465 100 010 198 27 43

Fig. 6.11.07: Sequence diagram for fixed pitch propeller178 34 16-3.1

6.11.09

Vibration Aspects 7

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the earlyproject stage, the influence of the excitationsources can be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced moments• These can be classified as unbalanced 1st and

2nd order external moments, the latter needs tobe considered only for certain cylinder numbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guide forcemoments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures needed torender them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, the 1st order (one cycle per revo-lution) and the 2nd order (two cycles per revolution)need to be considered for engines with a low numberof cylinders. On 7-cylinder engines, also the 4th orderexternal moment may have to be examined. The iner-tia forces on engines with more than 6 cylinders tend,more or less, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if the vi-bration level leads to higher accelerations and/orvelocities than the guidance values given by inter-national standards or recommendations (for in-stance related to special agreement between ship-owner and shipyard).

The natural frequency of the hull depends on thehull’s rigidity and distribution of masses, whereasthe vibration level at resonance depends mainlyon the magnitude of the external moment and theengine’s position in relation to the vibration nodesof the ship.


407 0000 100 198 27 44

Fig. 7.01: External unbalanced moments and guide forcemoments

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st

2nd

1st

order momentvertical 1 cycle/rev.order momentvertical 2 cycle/rev.

order moment,horizontal 1 cycle/rev.

Guide force moment,H transverse Z cycles/rev.Z is 1 or 2 times number ofcylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2 ...12

7.01

A

CC

B

D

178 06 82-8.0

2nd order moments on 6-cylinder engines

The 2nd order moment acts only in the vertical di-rection. Precautions need only to be considered forsix cylinder engines in general.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes, seeFig. 7.02. Contrary to the calculation of natural fre-quency with 2 and 3 nodes, the calculation of the 4and 5 node natural frequencies for the hull is a rathercomprehensive procedure and, despite advancedcalculation methods, is often not very accurate.Consequently, only a rather uncertain basis for de-cisions is available relating to the natural frequencyas well as the position of the nodes in relation to themain engine.

A 2nd order moment compensator comprises twocounter-rotating masses running at twice the en-gine speed. 2nd order moment compensators arenot included in the basic extent of delivery.

Several solutions, as shown in Fig. 7.03, are avail-able to cope with the 2nd order moment, out ofwhich the most cost efficient one can be chosen inthe individual case, e.g.:

1) No compensators, if considered unnecessaryon the basis of natural frequency, nodal pointand size of the 2nd order moment

2) A compensator mounted on the aft end of theengine, driven by the main chain drive: 4 31204

3) A compensator mounted on the front end,driven from the crankshaft through a separatechain drive, option: 4 31 213

407 0000 100 198 27 44


Fig. 7.02: Statistics of vertical hull vibrations in tankers and bulk carriers

178 06 92-4.0

7.02

Briefly, it can be stated that compensators posi-tioned in a node or close to it, will be inefficient. Insuch a case, solution (4) should be considered.

A decision regarding the vibrational aspects and thepossible use of compensators must be taken at thecontract stage. If no experience is available fromsister ships, which would be the best basis for de-ciding whether compensators are necessary or not,it is advisable to make calculations to determinewhich of the solutions should be applied.

If compensator(s) are omitted, the engine can be de-livered prepared for the fitting of compensators lateron, see option: 4 31 212. The decision for prepara-tion must also be taken at the contract stage. Mea-surements taken during the sea trial, or later in ser-vice and with fully loaded ship, will be able to showwhether compensator(s) have to be fitted or not.

If no calculations are available at the contract stage,we advise to order the engine with the standard 2ndorder moment compensator on the aft end, and tomake preparations for the fitting of a compensatoron the front end (option: 4 31 212).

If it is decided not to use compensators and, further-more, not to prepare the main engine for later fitting,another solution can be used, if annoying vibrationsshould occur:

An electrically driven compensator option: 4 31601, synchronised to the correct phase relative tothe external force or moment can neutralise the ex-citation. This type of compensator needs an extraseating fitted, preferably, in the steering gear roomwhere deflections are largest and the effect of thecompensator will therefore be greatest.

The electrically driven compensator will not giverise to distorting stresses in the hull, but it is moreexpensive than the engine-mounted compensa-tors. More than 70 electrically driven compensa-tors are in service and have given good results.


407 0000 100 198 27 44

7.03

407 0000 100 198 27 44


7.04

178 98 46-7.1

1st or 2nd order electrically driven momentcompensator, separately mounted, option: 4 31 601

Moment from compensatorM2C outbalances M2V

Compensating moment F2C x Lnodeoutbalances M2V fore end, option: 4 31 213.

option: 4 31 601

4 node

4 node

Node AFT

M2VF2electrical

F2CLnode

M2V

M2V

Fig. 7.03: Optional 2nd order moment compensators

Centrelinecrankshaft

2nd order moment compensator onfore end, option: 4 31 213

Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd orderexternal moments will excite disturbing hull vibra-tions, the concept Power Related Unbalance can beused as a guidance, see fig. 7.04.

PRUExternal moment

Engine power Nm/kW

With the PRU-value, stating the external momentrelative to the engine power, it is possible to give anestimate of the risk of hull vibrations for a specificengine. Based on service experience from a greaternumber of large ships with engines of different typesand cylinder numbers.

The PRU-values have been classified in four groupsas follows:

PRU Nm/kW Need for compensatorfrom 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevantfrom 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikelyfrom 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likelyabove 220. . . . . . . . . . . . . . . . . . . . . . . most likely

In the table at the end of this section, the externalmoments (M1) are stated at the speed (n1) and MCRrating in point L1 of the layout diagram. For otherspeeds (nA), the corresponding external moments(MA) are calculated by means of the formula:

M = M x kNmA 1

n

nA

1

2��

��

(The tolerance on the calculated values is 2.5%).


407 0000 100 198 27 44

Fig. 7.04: 2nd order moment compensator

7.05

178 67 16-_.2

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. These moments may excite engine vi-brations, moving the engine top athwartships andcausing a rocking (excited by H-moment) or twisting(excited by X-moment) movement of the engine asillustrated in Fig. 7.05.

The guide force moments corresponding to theMCR rating (L1) are stated in the last table.

Top bracing

The guide force moments are harmless to the en-gine but may excite relative large vibrations if a reso-nance occur in the engine/ship structure system.

As a detailed calculation of the system is normallynot available, MAN B&W Diesel recommend that atop bracing is installed between the engine's upperplatform brackets and the casing side for the firstvessel in a series. For further information please seesection 5 "Top bracing".

The mechanical top bracing, option: 4 83 112 com-prises stiff connections (links) with friction platesand alternatively a hydraulic top bracing, option: 483 122 to allow adjustment to the loading condi-tions of the ship. With both types of top bracingthe above-mentioned natural frequency will in-crease to a level where resonance will occur abovethe normal engine speed. Details of the top brac-ings are shown in section 5.

407 0000 100 198 27 44


Fig. 7.05a: H-type guide force moments Fig. 7.05b: X-type guide for moments

178 06 81-6.2

7.06

Definition of Guide Force Moments

During the years it has been discussed how to definethe guide force moments. Especially now that com-plete FEM-models are made to predict hull/engine in-teraction, the proper definition of these moments hasbecome increasingly important.

H-type Guide Force Moment (MH)

Each cylinder unit produces a force couple consist-ing of:

1: A force at crankshaft level.

2: Another force at crosshead guide level. The po-sition of the force changes over one revolution,as the guide shoe reciprocates on the guide.

As the deflection shape for the H-type is equal foreach cylinder the Nth order H-type guide force mo-ment for an N-cylinder engine with regular firing or-der is:

N • MH(one cylinder).

For modelling purpose the size of the forces in theforce couple is:

Force = MH / L kN

where L is the distance between crankshaft leveland the middle position of the crosshead guide (i.e.the length of the connecting rod).

As the interaction between engine and hull is at theengine seating and the top bracing positions, thisforce couple may alternatively be applied in thosepositions with a vertical distance of (LZ). Then theforce can be calculated as:

ForceZ = MH / LZ kN

Any other vertical distance may be applied, so as toaccommodate the actual hull (FEM) model.

The force couple may be distributed at any numberof points in the longitudinal direction. A reasonableway of dividing the couple is by the number of top

bracing and then applying the forces in thosepoints.

ForceZ,one point = ForceZ,total / Ntop bracing, total kN

X-type Guide Force Moment (MX)

The X-type guide force moment is calculated basedon the same force couple as described above. How-ever as the deflection shape is twisting the engineeach cylinder unit does not contribute with an equalamount. The centre units do not contribute verymuch whereas the units at each end contributesmuch.

A so-called ”Bi-moment” can be calculated (Fig. 7.08):

”Bi-moment” =S [force-couple(cyl.X) • distX]in kNm2

The X-type guide force moment is then defined as:

MX = ”Bi-Moment”/ L kNm

For modelling purpose the size of the four (4) forces(see Fig. 7.05) can be calculated:

Force = MX / LX kN

where:

LX: ishorizontal lengthbetween”forcepoints” (Fig.7.05)

Similar to the situation for the H-type guide forcemoment, the forces may be applied in positionssuitable for the FEM model of the hull. Thus theforces may be referred to another vertical level LZabove crankshaft centreline.These forces can becalculated as follows:

ForceZ,one point =M • LL • L

x

z xkN


407 0000 100 198 27 44

7.07

For calculating the forces the length of theconnectiing rod is to be used: L= 2920mm

Torsional Vibrations

The reciprocating and rotating masses of the engineincluding the crankshaft, the thrust shaft, the inter-mediate shaft(s), the propeller shaft and the propel-ler are for calculation purposes considered as asystem of rotating masses (inertia) interconnectedby torsional springs. The gas pressure of the engineacts through the connecting rod mechanism with avarying torque on each crank throw, exciting tor-sional vibration in the system with different frequen-cies.

In general, only torsional vibrations with one andtwo nodes need to be considered. The main criticalorder, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the number ofcylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper,option: 4 31 105.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with unusual shafting layout and for specialowner/yard requirements

• Plants with 8-11 or 12 cylinder engines.

Six-cylinder engines, require special attention. Onaccount of the heavy excitation, the natural fre-quency of the system with one-node vibrationshould be situated away from the normal operatingspeed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called under criticalor overcritical running, respectively.

Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper isnecessary.

407 0000 100 198 27 44


Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the arms ofthe crank throw deflect in the axial direction of thecrankshaft, exciting axial vibrations. Through thethrust bearing, the system is connected to the ship`shull.

Generally, only zero-node axial vibrations are of in-terest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrations ofthe ship`s structure due to the reaction force in thethrust bearing are to be considered.

An axial damper is fitted as standard: 4 31 111 to allMC engines minimising the effects of the axial vibra-tions.

7.08

Under critical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 35-45% above the engine speedat specified MCR.

Such under critical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an under critical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate ten-sile strength, but requiring careful shaft align-ment, (due to relatively high bending stiffness)

• Without barred speed range, option: 4 07 016.

When running under critical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) induces asignificant varying propeller thrust which, under ad-verse conditions, might excite annoying longitudinalvibrations on engine/double bottom and/or deckhouse.

The yard should be aware of this and ensure that thecomplete aft body structure of the ship, includingthe double bottom in the engine room, is designedto be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaftfore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range (4 07 015) of about±10% with respect to the critical engine speed.

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the use ofa torsional vibration damper, option: 4 31 105.

Overcritical layout is normally applied for engineswith more than four cylinders.

Please note:We do not include any tuning wheel, option: 4 31101 or torsional vibration damper, option: 4 31 105in the standard scope of supply, as the proper coun-termeasure has to be found after torsional vibrationcalculations for the specific plant, and after the deci-sion has been taken if and where a barred speedrange might be acceptable.

For further information about vibration aspectsplease refer to our publications:

P.222: “An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships”

P.268: “Vibration Characteristics of Two-strokeLow Speed Diesel Engines”

These publications, are also available at the Internetaddress: www.manbw.dk under "Libraries", fromwhere they can be downloaded.


407 0000 100 198 27 44

7.09

407 0000 100 198 27 44


7.10

No. of cyl. 6 7 8 9 10 11 12

Firing order 1-5-3-4-2-6

1-7-2-5-4-3-6

1-8-3-4-7-2-5-6

Uneven Uneven Uneven 1-8-12-4-2-9-10-5-3-7-11-6

External forces in kN0 0 0 0 0 0 0

External moments in kNmOrder:1st a 0 321 1078 574 54 28 0

2nd 3418 c 992 0 451 36 23 04th 144 408 166 203 289 370 287

Guide force H-moments in kNmOrder:

1st 0 0 0 0 0 0 02nd 0 0 0 0 0 0 03rd 0 0 0 74 527 248 04th 0 0 0 578 730 596 05th 0 0 0 565 240 297 06th 1224 0 0 145 70 296 07th 0 889 0 38 466 408 08th 0 0 623 55 122 321 09th 0 0 0 293 65 27 0

10th 0 0 0 19 68 39 011th 0 0 0 6 32 98 012th 77 0 0 14 13 30 154

Guide force X-moments in kNmOrder:

1st 0 148 497 265 25 13 02nd 47 14 0 6 0 0 03rd 865 946 1213 670 1864 2425 30334th 739 2099 853 1042 1484 1904 14775th 0 169 2124 907 332 1568 06th 0 27 0 1720 1147 127 07th 0 0 56 296 1294 131 08th 132 10 0 204 144 781 2639th 163 18 16 30 54 99 572

10th 32 92 0 43 103 66 011th 0 69 88 40 87 116 012th 0 6 25 89 45 52 0

a 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical momentsfor all cylinder numbers.

c 6-cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end,eliminating the 2nd order external moment.

Fig. 7.06: External forces and moments in layout point L1 for K80MC-C

178 87 60-3.0

Monitoring Systems and Instrumentation 8

8 Instrumentation

The instrumentation on the diesel engine can beroughly divided into:

• Local instruments, i.e. thermometers, pressuregauges and tachometers

• Control devices, i.e. position switches and sole-noid valves

• Analog sensors for alarm, slow down and remoteindication of temperatures and pressures

• Binary sensors, i.e. thermo switches and pres-sure switches for shut down etc.

All instruments are identified by a combination ofsymbols as shown in Fig. 8.01 and a position num-ber which appears from the instrumentation lists inthis section.

Local Instruments

The basic local instrumentation on the engine com-prises thermometers and pressure gauges locatedon the piping or mounted on panels on the engine,and an engine tachometer located at the engine sidecontrol panel.

These are listed in Fig. 8.02.

Additional local instruments, if required, can be or-dered as option: 4 70 129.

Control Devices

The control devices mainly include the positionswitches, called ZS, incorporated in the manoeuvringsystem, and the solenoid valves (EV), which are listedin Fig. 8.04.

Sensors forRemote Indication Instruments

Analog sensors for remote indication can be orderedas options 4 75 127, 4 75 128 or for CoCoS-EDS as 475 129, see Fig. 8.03. These sensors can also beused for Alarm or Slow Down simultaneously.

Alarm, Slow Down andShut Down Sensors

It is required that the system for shut down is electri-cally separated from the other systems.

This can be accomplished by using independentsensors, or sensors with galvanically separatedelectrical circuits, i.e. one sensor with two sets ofelectrically independent terminals.

The International Association of Classification Soci-eties (IACS) have agreed that a common sensor canbe used for alarm, slow down and remote indication.References are stated in the lists if a common sen-sor can be used.

A general outline of the electrical system is shown inFig. 8.05.

The extent of sensors for a specific plant is the sumof requirements of the classification society, theyard, the owner and MAN B&W’s minimum require-ments.

Figs. 8.06, 8.07 and 8.08 show the classification so-cieties’ requirements for UMS and MAN B&W’s min-imum requirements for alarm, slow down and shutdown as well as IACS`s recommendations, respec-tively.

Only MAN B&W’s minimum requirements for alarmand shut down are included in the basic scope ofsupply (4 75 124).

For the event that further signal equipment is re-quired, the piping on the engine has additionalsockets.


470 100 025 198 27 45

8.01

Slow down system

The slow down functions are designed to safeguardthe engine components against overloading duringnormal service conditions and, at the same time, tokeep the ship manoeuvrable, in the event that faultconditions occur.

The slow down sequence has to be adapted to theplant (with/without shaft generator, etc.) and the re-quired operating mode.

For further information please contact the enginesupplier.

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&Wengine is designed for Attended Machinery Spacesand comprises the temperature switches (thermo-stats) and pressure switches (pressure stats) thatare specified in the “MAN B&W” column for alarmand for shut down in Figs. 8.06 and 8.08, respec-tively. The sensors for shut down are included in thebasic scope of supply (4 75 124), see Fig. 8.08.

Additional digital sensors can be ordered as option:4 75 128.

Unattended Machinery Spaces (UMS)

The “Standard Extent of Delivery for MAN B&W Die-sel A/S” engines includes the temperature switches,pressure switches and analog sensors stated in the“MAN B&W” column for alarm, slow down and shutdown in Figs. 8.06, 8.07 and 8.08.

The shut down and slow down panel can be orderedas option: 4 75 610, 4 75 611 or 4 75 613, whereasthe alarm panel is a yard’s supply, as it has to in-clude several other alarms than those of the mainengine.

For practical reasons, the sensors to be applied arenormally delivered from the engine supplier, so thatthey can be wired to terminal boxes on the engine.The number and position of the terminal boxes de-pends on the degree of dismantling specified for the

forwarding of the engine, see “Dispatch Pattern” insection 9.

Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipes iscollected in a drain box (Fig. 8.09), which isequipped with a level alarm, LSA 301 (4 35 105).

As an alternative, the leaks from the high pressurefuel oil pipes of the cylinder could activate a dia-phragm valve putting out of action only the fuelpump of the cylinder in question, option: 4 35 107,Fig. 8.10a.

Another possibility is to arrange a semi-automaticmanually activated lifting arrangement of the fuelpump roller guide, option: 4 35 131, Fig. 8.10b.

Cylinder liner temperature measurement

Two temperature sensors per cylinder permit moni-toring of the cylinder liner temperature level.(Option: 4 75 136).

Oil Mist Detector andBearing Monitoring Systems

Based on our experience, the basic scope of supplyfor all plants for attended as well as for unattendedmachinery spaces (AMS and UMS) includes an oilmist detector, Fig. 8.11.

Make: Kidde Fire Protection, Graviner. . . 4 75 161orMake: SchallerType: Visatron VN 215 . . . . . . . . . . . . . . . 4 75 163

The combination of an oil mist detector and a bear-ing temperature monitoring system with deviationfrom average alarm (option 4 75 133, 4 75 134 or4 75 135) will in any case provide the optimumsafety.

470 100 025 198 27 45


8.02

PMI Calculating Systems

The PMI systems permit the measuring and moni-toring of the engine’s main parameters, such as cyl-inder pressure, fuel oil injection pressure, scavengeair pressure, engine speed, etc., which enable theengineer to run the diesel engine at its optimum per-formance.

The designation of the different types are:

Main engine:

PT: Portable transducer for cylinderpressure

S: Stationary junction andconverter boxes on engine

PT/S

The following alternative types can be applied:

• MAN B&W Diesel, PMI system type PT/Soff-line option: 4 75 208

The cylinder pressure monitoring system is basedon a Portable Transducer, Stationary junction andconverter boxes.Power supply: 24 V DC

CoCoS

The Computer Controlled Surveillance system isthe family name of the software application prod-ucts from the MAN B&W Diesel group.

CoCoS comprises four individual software applica-tion products:

CoCoS-EDS on-line:Engine Diagnostics System, option: 4 09 660.CoCoS-EDS assists in the engine performanceevaluation through diagnostics.

Key features are: on-line data logging, monitoring,diagnostics and trends.

CoCoS-ADM, administration,option: 4 09 664, includes:CoCoS-MPS, CoCoS-SPC and CoCoS-SPO.

CoCoS-MPS:Maintenance Planning SystemCoCoS-MPS assists in the planning and initiating ofpreventive maintenance.Key features are: scheduling of inspections andoverhaul, forecasting and budgeting of spare partrequirements, estimating of the amount of workhours needed, work procedures, and logging ofmaintenance history.

CoCoS-SPC:Spare Part CatalogueCoCoS-SPC assists in the identification of sparepart.Key features are: multilevel part lists, spare part in-formation, and graphics.

CoCoS-SPO:Stock Handling and Spare Part OrderingCoCoS-SPO assists in managing the procurementand control of the spare part stock.Key features are: available stock, store location,planned receipts and issues, minimum stock, safetystock, suppliers, prices and statistics.

CoCoS Suite:Package: option: 4 09 665Includes the above-mentioned system:4 09 660 and 4 09 664

CoCoS-MPS, SPC, and SPO can communicatewith one another. These three applications can alsohandle non-MAN B&W Diesel technical equipment;for instance pumps and separators.

Fig. 8.03 shows the maximum extent of additionalsensors recommended to enable on-line diagnos-tics if CoCoS-EDS is ordered.


470 100 025 198 27 45

8.03

Identification of instruments

The measuring instruments are identified by a com-bination of letters and a position number:

LSA 372 high

Level: high/low

Where: in which medium(lube oil, cooling water...)location (inlet/outlet engine)

Output signal:

A:I :

SHD:SLD:

alarmindicator (thermometer,manometer...)shut down (stop)slow down

How: by means of

E:S:

analog sensor (element)switch

(pressure stat,thermostat)

What is measured:

D:F:L:P:

PD:S:T:V:

W:Z:

densityflowlevelpressurepressure differencespeedtemperatureviscosityvibrationposition

FunctionsDSA Density switch for alarm (oil mist)DS - SLD Density switch for slow downE Electric devicesEV Solenoid valveESA Electrical switch for alarmFSA Flow switch for alarmFS - SLD Flow switch for slow downLSA Level switch for alarmPDEI Pressure difference sensor for remote

indication (analog)PDI Pressure difference indicatorPDSA Pressure difference switch for alarmPDE Pressure difference sensor (analog)PI Pressure indicator

PS Pressure switchPS - SHD Pressure switch for shut downPS - SLD Pressure switch for slow downPSA Pressure switch for alarmPSC Pressure switch for controlPE Pressure sensor (analog)PEA Pressure sensor for alarm (analog)PEI Pressure sensor for remote

indication (analog)PE - SLD Pressure sensor for

slow down (analog)SE Speed sensor (analog)SEA Speed sensor for alarm (analog)SSA Speed switch for alarmSS - SHD Speed switch for shut downTI Temperature indicatorTSA Temperature switch for alarmTSC Temperature switch for controlTS - SHD Temperature switch for shut downTS - SLD Temperature switch for slow downTE Temperature sensor (analog)TEA Temperature sensor for alarm (analog)TEI Temperature sensor for

remote indication (analog)TE - SLD Temperature sensor for

slow down (analog)VE Viscosity sensor (analog)VEI Viscosity sensor for remote indication

(analog)VI Viscosity indicatorZE Position sensorZS Position switchWEA Vibration signal for alarm (analog)WI Vibration indicatorWS - SLD Vibration switch for slow down

The symbols are shown in a circle indicating:

470 100 025 198 27 45


8.04

Fig. 8.01: Identification of instruments

178 30 04-4.1

Instrument locally mounted

Instrument mounted in panel on engine

Control panel mounted instrument


470 100 025 198 27 45

Description

Ther

mom

eter

stem

typ

e

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of location

TI 302 TE 302Fuel oilFuel oil, inlet engine

TI 311 TE 311Lubricating oilLubricating oil inlet to main bearings, thrust bearing, axial vibration damper,piston cooling oil and turbochargers

TI 317 TE 317 Piston cooling oil outlet/cylinderTI 349 TE 349 Thrust bearing segmentTI 355 TE 355 Lubricating oil inlet to camshaft and/or exhaust valve actuatorsTI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger

(depends on turbocharger design)

Low temperature cooling water:seawater or freshwater for central cooling

TI 375 TE 375 Cooling water inlet, air coolerTI 379 TE 379 Cooling water outlet, air cooler/air cooler

High temperature jacket cooling waterTI 385 TE 385 Jacket cooling water inletTI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinderTI 393 Jacket cooling water outlet/turbocharger

Scavenge airTI 411 TE 411 Scavenge air before air cooler/air coolerTI 412 TE 412 Scavenge air after air cooler/air coolerTI 413 TE 413 Scavenge air receiver

Ther

mom

eter

sd

ialt

ype

Exhaust gasTI 425TI 426

TE 425TE 426

Exhaust gas inlet turbocharger/turbochargerExhaust gas after exhaust valves/cylinder

Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors

8.05

178 86 42-9.0

470 100 025 198 27 45

MAN B&W Diesel A/S K80MC-C Project GuideP

ress

ure

gaug

es(m

anom

eter

s)

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of locationFuel oil

PI 305 PE 305 Fuel oil , inlet engine

Lubricating oilPI 330 PE 330 Lubricating oil inlet to main bearings thrust bearing, axial vibration damper

and piston cooling oil inletPI 357 PE 357 Lubricating oil inlet to camshaft and/or exhaust valve actuatorsPI 371 PE 371 Lubricating oil inlet to turbocharger with slide bearings/turbocharger

Low temperature cooling water:PI 382 PE 382 Cooling water inlet, air cooler

High temperature jacket cooling waterPI 386 PE 386 Jacket cooling water inlet

Starting and control airPI 401 PE 401 Starting air inlet main starting valvePI 403 PE 403 Control air inletPI 405 Safety air inlet

Scavenge airPI 417 PE 417 Scavenge air receiver

Exhaust gasPI 424 Exhaust gas receiverPI 435A Air inlet for dry cleaning of turbochargerPI 435B Water inlet for cleaning of turbocharger

Manoeuvring systemPI 668 Pilot pressure to actuator for V.I.T. system

Differential pressure gaugesPDI 420 Pressure drop across air cooler/air coolerPDI 422 Pressure drop across blower filter of turbocharger

(For ABB turbochargers only)

Tach

o-m

eter

s

SI 438 SE 438 Engine speedSI 439 SE 439 Turbocharger speed/turbochargerWI 471 Mechanical measuring of axial vibration

Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication

178 86 42-9.0

8.06


470 100 025 198 27 45

Use

sens

or

Point of location

Fuel oil system

TE 302 Fuel oil, inlet fuel pumps

VE 303 Fuel oil viscosity, inlet engine (yard’s supply)

PE 305 Fuel oil, inlet engine

PDE 308 Pressure drop across fuel oil filter (yard’s supply)

Lubricating oil system

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oiland turbochargers

TE 317 Piston cooling oil outlet/cylinder

PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper and pistoncooling oil inlet

TE 349 Thrust bearing segment

TE 355 Lubricating oil inlet to camshaft and/or exhaust valve actuator

PE 357 Lubricating oil inlet to camshaft and/or exhaust valve actuator and piston cooling oilinlet

TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger

Fig 8.03a: List of sensors for CoCoS-EDS on-line, option: 4 75 129

178 86 42-9.0

8.07

470 100 025 198 27 45

MAN B&W Diesel A/S K80MC-C Project GuideU

sese

nsor

Point of location

Cooling water systemTE 375 Cooling water inlet air cooler/air cooler

PE 382 Cooling water inlet air cooler

TE 379 Cooling water outlet air cooler/air cooler

TE 385 Jacket cooling water inlet

PE 386 Jacket cooling water inlet

TE 387A Jacket cooling water outlet/cylinder

PDSA 391 Jacket cooling water across engine

TE 393 Jacket cooling water outlet turbocharger/turbocharger(Depending on turbocharger design)

PDE 398 Pressure drop of cooling water across air cooler/air cooler

Scavenge air systemTE 336 Engine room air inlet turbocharger/turbocharger

PE 337 Compressor spiral housing pressure at outer diameter/turbocharger(Depending on turbocharger design)

PDE 338 Differential pressure across compressor spiral housing/turbocharger(Depending on turbocharger design)

TE 411 Scavenge air before air cooler/air cooler

TE 412 Scavenge air after air cooler/air cooler

TE 412A Scavenge air inlet cylinder/cylinder

TE 413 Scavenge air reciever

PE 417 Scavenge air reciever

PDE 420 Pressure drop of air across air cooler/air cooler

PDE 422 Pressure drop air across blower filter of compressor/turbocharger

ZS 669 Auxiliary blower on/off signal from control panel (yard’s supply)

Fig. 8.03b: List of sensors for CoCoS-EDS on-line, option: 4 75 129

8.08

178 89 00-6.0


470 100 025 198 27 45

Use

sens

or

Point of location

Exhaust gas systemTE 363 Exhaust gas receiver

ZE 364 Exhaust gas blow-off, on/off or valve angle position/turbocharger 2)

PE 424 Exhaust gas receiver

TE 425A Exhaust gas inlet turbocharger/turbocharger

TE 426 Exhaust gas after exhaust valve/cylinder

TE 432 Exhaust gas outlet turbocharger/turbocharger

PE 433A Exhaust gas outlet turbocharger/turbocharger(Back pressure at transition piece related to ambient)

SE 439 Turbocharger speed/turbocharger

PDE 441 Pressure drop across exhaust gas boiler (yard’s supply)

General dataN Time and data 1)

N Counter of running hours 1)

PE 325 Ambient pressure (Engine room) 3)

SE 438 Engine speed

N Pmax set point 2)

ZE 477 Fuel pump index/cylinder 2)

ZE 478 VIT index/cylinder 2)

ZE 479 Governor index

E 480 Engine torque 1)

N Mean indicated pressure (mep) 4)

N Maximum pressure (Pmax) 4)

N Compression pressure (Pcomp) 4)

N Numerical input

1) Originated by alarm/monitoring system

2) Manual input can alternatively be used

3) Yard’s supply

4) Originated by the PMI system

Fig. 8.03c: List of sensors for CoCoS-EDS on-line, option: 4 75 129

8.09

178 89 00-6.0

470 100 025 198 27 45


8.10

Description Symbol/Position

Scavenge air system

Scavenge air receiver auxiliary blower control PSC 418

Manoeuvering system

Engine speed detector E 438

Reversing Astern/cylinder ZS 650

Reversing Ahead/cylinder ZS 651

Resets shut down function during engine side control ZS 652

Gives signal when change-over mechanism is in Remote Control mode ZS 653

Gives signal to manoeuvring system when on engine side control PSC 654

Solenoid valve for control of V.I.T. system stop or astern EV 656

Solenoid valve for stop and shut down EV 658

Turning gear engaged indication ZS 659

Fuel rack transmitter, if required, option: 4 70 150 E 660

Main starting valve – Blocked ZS 663

Main starting valve – In Service ZS 664

Air supply starting air distributor, Open – Closed ZS 666/667

Electric motor, Auxiliary blower E 670

Electric motor, turning gear E 671

Actuator for electronic governor E 672

Gives signal to manoeuvring system when remote control is ON PSC 674

Cancel of tacho alarm from safety system, when “Stop” is ordered PSC 675

Gives signal Bridge Control active PSC 680

Solenoid valve for Stop EV 682

Solenoid valve for Ahead EV 683

Solenoid valve for Start EV 684

Solenoid valve for Astern EV 685

Slow turning, option: 4 50 140 EV 686

Fig. 8.04: Control devices on engine

178 46 49-3.1


470 100 025 198 27 45

General outline of the electrical system:

The figure shows the concept approved by all classification societiesThe shut down panel and slow down panel can be combined for some makers

The classification societies permit to have common sensors for slow down, alarm and remote indicationOne common power supply might be used, instead of the three indicated, if the systems are equipped with separatefuses

Fig. 8.05: Panels and sensors for alarm and safety systems

8.11

178 30 10-0.4

470 100 025 198 27 45


8.12

Class requirements for UMS

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Fuel oil system1* PSA 300 high Fuel pump roller guide gear activated

1 1 1 1 1 1 1 1* LSA 301 high Leakage from high pressure pipes

1 1 1 1 1 1 1 1 1 A* PEA 306 low PE 305 Fuel oil, inlet engine

Lubricating oil system1 1 1 1 1 1 1 1 A* TEA 312 high TE 311 Lubricating oil inlet to main bearings, thrust bearing

1 TEA 313 low TE 311 and axial vibration damper

1 1 1 1 1 1 1 1 1 A* TEA 318 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330 Lubricating oil inlet to main bearings, thrustbearing, axial vibration damper and pistoncolling outlet

1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment

1 1 1 1 1 1 A* TEA 356 high TE 355 Lubricating oil inlet to camshaft and/orexhaust valve actuators

1 1 1 1 1 1 1 1 1 A* PEA 358 low PE 357 Lubricating oil inlet to camshaft and exhaustvalve actuators

1* LSA 365 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outlet fromturbocharger/turbocharger

a)

1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet toturbocharger/turbocharger

a)

1 TEA 373 high TE 311 Lubricating oil inletto turbocharger/turbocharger

a)

1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chain drive

WEA 472 high WE 471 Axial vibration monitorRequired for all engines with PTO on fore end.

a) For turbochargers with slide bearings

For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number

Fig. 8.06a: List of sensors for alarm

178 86 43-0.0

}


470 100 025 198 27 45

8.13


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Cooling water system

1 TEA 376 high TE 375 Cooling water inlet air cooler/air cooler(for central cooling only)

1 1 1 1 1 1 1 1 1 A* PEA 378 low PE 382 Cooling water inlet air cooler

1 1 1 1 1 1 1 1 1 A* PEA 383 low PE 386 Jacket cooling water inlet

1 A* TEA 385A low TE 385 Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 A* TEA 388 high TE 387 Jacket cooling water outlet/cylinder

1* 391 low Jacket cooling water across engine

Air system

1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet

1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet

1 1 1 1 1 1 1 1 1 1* 406 low Safety air inlet

1* 408 low Air inlet to air cylinder for exhaust valve

1* 409 high Control air inlet, finished with engine

1* 410 high Safety air inlet, finished with engine

Scavenge air system

1 1 1 TEA 414 high TE 413 Scavenge air reciever

1 1 1 1 1 1 A* TEA 415 high Scavenge air – fire /cylinder

1 1* 419 low Scavenge air, auxiliary blower, failure

1 1 1 1 1* 434 high Scavenge air – water level

Fig. 8.06b: List of sensors for alarm

178 86 43-0.0

470 100 025 198 27 45


8.14


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Functzion Use

sens

or

Point of location

Exhaust gas system

1 1 1 1 1 1 TEA 425A high TE 425 Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 1 A* TEA 427 high TE 426 Exhaust gas after cylinder/cylinder

1 1 1 1 1 1 1 1 TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger

Manoeuvring system

1 1 1 1 1 1 1 1 1 1* low Safety system, power failure, low voltage

1 1 1 1 1 1 1 1 1 1* low Tacho system, power failure, low voltage

1* Safety system, cable failure

1 1 1 1 1 1 1 1 1* Safety system, group alarm, shut down

1 1* Wrong way (for reversible engine only)

1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed

1 SEA 439 SE 439 Turbocharger speed

International Association of Classification SocietiesThe members of IACS have agreed that the statedsensors are their common recommendation, apartfrom each class’ requirements

1

A

Indicates that a binary (on-off) sensor/signalis required

Indicates that an analogue sensor is required foralarm, slow down and remote indication

The members of IACS are:ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesel’sBV Bureau Veritas minimum requirements for Unattended MachineryCCS Chinese Register of Shipping Space (UMS), option: 4 75 127DnVC Det norske Veritas ClassificationGL Germanischer LloydKRS Korean Register of ShippingLR Lloyd’s Register of ShippingNKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPPRINa Registro Italiano NavaleRS Russian Maritime Register of Shipping Select one of the alternatives

and the assosiated members are: Or alarm for overheating of main, crank, crossheadKRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134IRS Indian Register of Shipping

Or alarm for low flow

Fig. 8.06c: List of sensors for alarm

178 86 43-0.0


470 100 025 198 27 45

8.15

Class requirements for slow down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of Location

1 TE SLD 314 high TE 311 Lubricating oil inlet, system oil

1 1 1 1 1 1 1 1 TE SLD 319 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 1* FS SLD 321 low Piston cooling oil outlet/cylinder

1 1 1 1 A* PE SLD 334 low PE 330 Lubricating oil to main and thrustbearings, piston cooling and crossheadlubricating oil inlet

1 1 1 1 1 1 A* TE SLD 351 high TE 349 Thrust bearing segment

1 1 TE SLD 361 high TE 355 Lubricating oil inlet to camshaft and/orexhaust valve actuators

1 1 1 1 1 1 1 FS SLD 366A low Cylinder lubricators (built-in switches)

1* PS SLD 368 low Lubricating oil inlet turbocharger mainpipe

b)

1 1 1 1 1 1 1 1 PE SLD 384 low PE 386 Jacket cooling water inlet

1 1 1 1 1 1 1 1 TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder

1 1 TE SLD 414A high TE 413 Scavenge air receiver

1 1 1 1 1 1 1* TS SLD 416 high TS 415 Scavenge air fire/cylinder

1 TE SLD 425B highTE 425A Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 TE SLD 428 high TE 426 Exhaust gas outlet after cylinder/cylinder

1 1 1 TE SLD 431 TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 1 1 1 1* DS SLD 437 high Oil mist in crankcase/cylinder

1* WS SLD 473 high WE 471 Axial vibration monitorRequired for all engines with PTO on fore end

b) PE 371 can be used if only 1 turbocharger is applied

1 Indicates that a binary sensor (on-off) is required Select one of the alternatives

A Indicates that a common analogue sensor can be usedfor alarm/slow down/remote indication Or alarm for low flow

1*, A* These analogue sensors are MAN B&W Diesel’s mini-mum requirements for Unattended Machinery Spaces(UMS), option: 4 75 127

Or alarm for overheating of main, crank, cross-head and chain drive bearings, option: 4 75 134

The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.07: Slow down functions for UMS, option: 4 75 127

178 21 52-0.0

470 100 025 198 27 45


8.16

Class requirements for shut down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Point of location

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low Lubricating oil to main bearings andthrust bearing

1 1 1 1 1 1* TS SHD 352 high Thrust bearing segment

1 1 1 1 1 1 1 1 1 1* PS SHD 359 low Lubricating oil inlet to camshaft and/orexhaust valve actuators

1* PS SHD 374 low Lubricating oil inlet to turbochargermain pipe

1 PS SHD 384B low Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 1* SE SHD 438 high Engine overspeed

1 Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included inthe basic scope of supply (4 75 124)

The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.08: Shut down functions for AMS and UMS

178 30 13-6.2


470 100 025 198 27 45

Fig. 8.09a: Drain box with fuel oil leakage alarm, (4 35 105).

The pos. numbers refer to “list of instruments”The piping is delivered with and fitted onto the engine

Pos. Qty. Description Pos. Qty. Description

129 1 Pressure switch 132 1 Non-return valve

130 1 5/2-way valve 133 1 Ball valve

131 1 Diaphragm 134 1 Non-return valve

Fig. 8.09b: Fuel oil leakage, cut-out per cylinder, option: 4 35 106

8.17

178 30 14-8.1

178 30 16-1.0

470 100 025 198 27 45


Fig. 8.10a: Fuel oil leakage with automatic or manually activated lift of fuel pump roller guide per cylinder, option 4 35 107

Fig. 8.10b: Semi-automatic, manually activated lifting arrangement of fuel pump roller guide, 4 35 131

8.18

178 09 81-2.1

178 09 80-0.1


470 100 025 198 27 45

Fig. 8.11a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, (4 75 161)

Fig. 8.11b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

8.19

178 30 18-5.1

178 30 19-7.1

Dispatch Pattern, Testing, Spares and Tools 9

9 Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

The painting specification (Fig. 9.01) indicates theminimum requirements regarding the quality andthe dry film thickness of the coats of, as well as thestandard colours applied on MAN B&W engines builtin accordance with the “Copenhagen” standard.

Paints according to builder’s standard may be usedprovided they at least fulfil the requirements statedin Fig. 9.01.

Dispatch Pattern

The dispatch patterns are divided into two classes,see Figs. 9.02 and 9.03:

A: Short distance transportation and short termstorage

B: Overseas or long distance transportation orlong term storage.

Short distance transportation (A) is limited by aduration of a few days from delivery ex works untilinstallation, or a distance of approximately 1,000 kmand short term storage.

The duration from engine delivery until installationmust not exceed 8 weeks.

Dismantlingof theengine is limitedasmuchaspossible.

Overseas or long distance transportation or longterm storage require a class B dispatch pattern.

The duration from engine delivery until installation isassumed to be between 8 weeks and maximum 6months.

Dismantling is effected to a certain degree with theaim of reducing the transportation volume of the in-dividual units to a suitable extent.

Note:Long term preservation and seaworthy packing arealways to be used for class B.

Furthermore, the dispatch patterns are divided intoseveral degrees of dismantling in which ‘1’ com-prises the complete or almost complete engine.Other degrees of dismantling can be agreed upon ineach case.

When determining the degree of dismantling, con-sideration should be given to the lifting capacitiesand number of crane hooks available at the enginemaker and, in particular, at the yard (purchaser).

The approximate masses of the sections appearfrom Fig. 9.03. The masses can vary up to 10% de-pending on the design and options chosen.

Lifting tools and lifting instructions are required for alllevels of dispatch pattern. The lifting tools (4 12 110 or4 12 111), are to be specified when ordering and itshould be agreed whether the tools are to be returnedto the engine maker (4 12 120) or not (4 12 121).

MAN B&W Diesel's recommendations for preserva-tion of disassembled/ assembled engines are avail-able on request.

Furthermore, it must be considered whether a dry-ing machine, option 4 12 601, is to be installed dur-ing the transportation and/or storage period.

Shop Trials/Delivery Test

Before leaving the engine maker’s works, the engineis to be carefully tested on diesel oil in the presenceof representatives of the yard, the shipowner andthe classification society.

The shop trial test is to be carried out in accordancewith the requirements of the relevant classificationsociety, however a minimum as stated in Fig. 9.04.

MAN B&W Diesel’s recommendations for shop trial,quay trial and sea trial are available on request.

An additional test may be required for measuring theNOx emissions, if required, option: 4 14 003.


480 100 100 198 27 47

9.01

Spare Parts

List of spares, unrestricted service

The tendency today is for the classification societiesto change their rules such that required spare partsare changed into recommended spare parts.

MAN B&W Diesel, however, has decided to keep a setof spare parts included in the basic extent of delivery(4 87 601) covering the requirements and recommen-dations of the major classification societies, see Fig.9.05.

This amount is to be considered as minimum safetystock for emergency situations.

Additional spare parts beyond classrequirements or recommendations

The above-mentioned set of spare parts can be ex-tended with the ‘Additional Spare parts beyond classrequirements or recommendations’ (option: 4 87603), which facilitates maintenance because, in thatcase, all the components such as gaskets, sealings,etc. required for an overhaul will be readily available,see Fig. 9.06.

Wearing parts

The consumable spare parts for a certain period arenot included in the above mentioned sets, but canbe ordered for the first 1, 2, up to 10 years’ service ofa new engine (option 4 87 629), a service year beingassumed to be 6,000 running hours.

The wearing parts supposed to be required, based onour service experience, are divided into 14 groups,see Table A in Fig. 9.07, each group including thecomponents stated in Tables B.

Large spare parts, dimensions and masses

The approximate dimensions and masses of thelarger spare parts are indicated in Fig. 9.08. A com-plete list will be delivered by the engine maker.

Tools

List of standard tools

The engine is delivered with the necessary specialtools for overhauling purposes. The extent of themain tools is stated in Fig. 9.09. A complete list willbe delivered by the engine maker.

The dimensions and masses of the main tools ap-pear from Figs. 9.10.

Most of the tools can be arranged on steel platepanels, which can be delivered as an option: 4 88660, see Fig. 9.11 ‘Tool Panels’.

If such panels are delivered, it is recommended toplace them close to the location where the overhaulis to be carried out.

480 100 100 198 27 47


9.02


481 100 010 198 27 48

9.03

Fig. 9.01: Specification for painting of main engine: 4 81 101

Components to be paintedbefore shipment from workshop

Type of paintNo. ofcoats/

Total dryfilm

thicknessm

Colour:RAL 840HRDIN 6164MUNSELL

Component/surfaces, inside engine, ex-posed to oil and air1. Unmachined surfaces all over. However casttype crankthrows, main bearing cap,crosshead bearing cap, crankpin bearing cap,pipes inside crankcase and chainwheel neednot to be painted but the cast surface must becleaned of sand and scales and kept free ofrust.

Engine alkyd primer, weatherresistant.

Oil and acid resistant alkydpaint.Temperature resistant to mini-mum 80 °C.

2/80

1/30

Free

White:RAL 9010DIN N:0:0.5MUNSELL N-9.5

Components, outside engine2. Engine body, pipes, gallery, brackets etc.

Delivery standard is in a primed and finallypainted condition, unless otherwise stated inthe contract.

Engine alkyd primer, weather re-sistant.

Final alkyd paint resistant to saltwater and oil, option: 4 81 103.

2/80

1/30

Free

Light green:RAL 6019DIN 23:2:2MUNSELL10GY 8/4

Heat affected components:3. Supports for exhaust receiverScavenge air-pipe outside.Air cooler housing inside and outside.

Paint, heat resistant to minimum200 °C.

2/60 Alu:RAL 9006DIN N:0:2MUNSELL N-7.5

Components affected by water and cleaningagents4. Scavenge air cooler box inside. Complete coating for long term

protection of the componentsexposed to moderately to se-verely corrosive environmentand abrasion.

2/75 Free

5. Gallery plates topside. Engine alkyd primer, weatherresistant.

2/80 Free

6. Purchased equipment and instrumentspainted in makers colour are acceptableunless otherwise stated in the contract.ToolsTools are to be surface treated according tospecifications stated on the drawings.

Purchased equipment painted in makers colouris acceptable, unless otherwise stated in thecontract/drawing.

Electro-galvanized. *

Tool panels Oil resistant paint. 2/60 Light grey:RAL 7038DIN:24:1:2MUNSELL N-7.5

* For required thickness of the electro-galvanization, see specification on drawings.

Note:All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least fulfilthe above requirements.The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.have to be in accordance with the paint manufacturer's specifications.

178 30 20-7.3

Class A + B: Comprises thefollowing basic variants:

Dismounting must be limited as much as possible.

The classes comprise the following basic variants

A1 Option: 4 12 021 or B1 option: 4 12 031• Engine

• Spare parts and tools

A2 Option: 4 12 022, or B2 option: 4 12 032• Top section inclusive cylinder frame complete

cylinder covers complete, scavenge air receiverinclusive cooler box and cooler, turbocharger(s)camshaft, piston rods complete and gallerieswith pipes

• Bottom section inclusive bedplate completeframe box complete, connecting rods, turninggear, crankshaft with wheels and galleries

• Spares, tools, stay bolts

• Chains, etc.

• Remaining parts

A3 Option: 4 12 023 or B3 option: 4 12 033• Top section inclusive cylinder frame complete

cylinder covers complete, scavenge air receiverinclusive cooler box and cooler insert,turbocharger(s), camshaft, piston rods completeand galleries with pipes

• Frame box section inclusive chain drive, con-necting rods and galleries

• Bedplate/crankshaft section, turning gear andcrankshaft with wheels

• Remaining parts: spare parts, tools, stay bolts,chains, etc.

412 000 002 198 27 49


9.04

A1 + B1

Bedplate/crankshaftsection

Frame box section178 34 47-4.0

Engine complete

A3 + B3

Top section

A2 + B2

Bottom

Fig. 9.02a: Dispatch pattern, engine with turbocharger on exhaust side, (4 59 122)

Top section

A4 Option: 4 12 024, or B4 option: 4 12 034• Top section

• Frame box section

• Bedplate section

• Crankshaft section

• Scavenge air receiver(s)

• Exhaust gas receiver

• Turbocharger(s)

• Scavenge air cooler box(es)

• Remaining parts

Note:The engine supplier is responsible for the necessary liftingtools and lifting instruction for transportation purpose tothe yard. The delivery extent of the lifting tools, ownershipand lend/lease conditions is to be stated in the contract.(Options: 4 12 120 or 4 12 121).

Furthermore, it must be stated whether a drying ma-chine is to be installed during the transportationand/or storage period. (Option: 4 12 601) .


412 000 002 198 27 49

Top section Scavenge air receiver

Fig. 9.02b: Dispatch pattern, engine with turbocharger on exhaust side, (4 59 122)

9.05

Exhaust receiver

Bedplate section Crankshaft section

Air cooler box

Turbocharger

Frame box section

178 34 47-4.0

412 000 002 198 27 49


Pattern Section

6 cylinder 7 cylinder 8 cylinder

Mass Length Mass Length Mass Length Height Width

in t in m in t in m in t in m in m in m

A1+B1 Engine complete 737 11,9 830 13,3 930 14,7 13,2 9,3

A2+B2 Top section 294,5 11,9 332 13,3 372 14,7 8,4 9,3

Bottom section 413 11,5 467 12,9 521 14,3 7,5 9,3

Remaining parts 29,5 33 37

A3+B3 Top section 294,5 11,9 332 13,3 372 14,7 8,4 9,3

Frame box section 165 11,5 187 12,9 208 14,3 4,3 6,7

Bedplate/crankshaft 248 12,6 280 14,0 313 15,5 4,2 4,3

Remaining parts 29,5 33 37

A4+B4 Top section 231 11,9 257 13,3 286 14,7 5,7 5,2

Exhaust receiver 14,7 11,1 16,6 12,5 186 13,9 3,9 2,5

Scavenge air receiver 29,5 9,2 33,4 10,7 37,4 12,1 4,5 3,8

Frame box section 165 11,5 187 12,9 208 14,3 4,3 6,7

Crankshaft 136,4 12,6 150 14,0 165 15,5 3,8 3,8

Bedplate 111,6 12,1 130 13,5 148 14,9 2,5 4,3

Turbocharger, each 9,8 9,8 9,8

Air cooler, each 3,0 3,0 3,0

Remaining parts 31 35 39

The weights are for standard engines with semi-built crankshaft of forged throws, crosshead guides integrated inframe box and MAN B&W turbocharger.

The final weights are to be confirmed by the engine supplier, as variations in major engine components due to the useof local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of cast/welded orforged component designs may increase the total weight by up to 10%.

All masses and dimensions in the dispatch pattern are therefore approximate and without packing and lifting tools.

Note: Some engines are equipped with monent compensator and/or tuning wheel.However, the weights for these components are not included in the didspatch pattern.

Fig. 9.03a: Preliminary dispatch pattern, list of masses and dimensions

9.06

178 21 76-0.0


412 000 002 198 27 49

9.07

Pattern Section

9 cylinder 10 cylinder 11 cylinder 12 cylinder

Mass Length Mass Length Mass Length Mass Length Height Width

in t in m(1) in t in m(2) in t in m(3) in t in m(4) in m in m

A1+B1 Engine complete 1055 16,1 1174 17,6 1267 19 1366 20,4 13,2 8,8A2+B2 Top section, fore 295,4 9,7 328,7 8,3 354,8 9,7 382,5 9,7 8,4 9,3

Top section, aft 137 6,4 152,6 9,3 164,7 9,3 177,6 10,7 8,4 9,3Bottom section, fore 358,7 9,7 399 8,3 430,8 9,7 464,4 9,7 7,5 9,3Bottom section, aft 221,5 5,9 246,5 8,8 266 8,8 286,9 10,2 7,5 9,3Remaining parts 42,4 47,2 50,7 54,6

A3+B3 Top section, fore 295,4 9,7 328,7 8,3 354,8 9,7 382,5 9,7 8,4 9,3Top section, aft 137 6,4 152,6 9,3 164,7 9,3 177,6 10,7 8,4 9,3Frame box section, fore 158 9,7 176 8,3 190 9,7 205 9,7 4,3 6,7Frame box section, aft 68,6 6,4 76,3 8,8 82,4 8,8 89 10,2 4,3 6,7Bedplate/crankshaft, fore 200,5 9,7 223 9,3 240,7 9,3 259,5 9,7 4,2 4,3Bedplate/crankshaft, aft 147,7 5,9 164,4 8,3 177,4 8,3 191,4 9,7 4,2 4,3Remaining parts 48 53 57 61

A4+B4 Top section, fore 232,0 9,7 258,3 8,3 278,7 9,7 300,5 9,7 5,7 5,2Top section, aft 105,5 6,4 117,4 9,3 126,7 9,3 136,6 10,7 5,7 5,2Exhaust receiver, fore 15,8 9,1 17,6 7,7 19 9,1 20,5 9,1 3,9 2,5Exhaust receiver, aft 8,0 6,0 8,7 8,8 9,4 7,4 10,1 8,8 3,9 2,5Scav. air receiver, fore 27,4 8,1 30,5 6,7 33 8,1 35,5 8,1 4,5 3,8Scav. air receiver, aft 13,7 7,5 15,3 10,3 16,5 10,3 17,8 11,7 4,5 3,8Frame box section, fore 158 9,7 176 8,3 190 9,7 205 9,7 4,3 6,7Frame box section, aft 68,6 6,4 76,3 9,2 82,4 9,2 89 10,6 4,3 6,7Crankshaft section, fore 109,8 9,2 122 7,8 131,8 9,2 142 9,2 3,8 3,8Crankshaft section, aft 79 6,2 88 8,6 95 8,6 102,5 10,0 3,8 3,8Bedplate section, fore 90,7 9,0 101 7,6 109 9,0 117,5 9,0 2,5 4,3Bedplate section, aft 71,7 5,9 79,8 8,7 86 8,7 93 10,1 2,5 4,3Turbocharger, each 9,8 9,8 9,8 9,8Air cooler, each 3,0 3,0 3,0 3,0Remaining parts 62 70,3 76,7 83,2

1) The fore part comprises six cylinder units and the chain drive, the aft part comprises three cylinder units2) The fore part comprises five cylinder units and the chain drive, the aft part comprises five cylinder units3) The fore part comprises six cylinder units and the chain drive, the aft part comprises five cylinder units4) The fore part comprises six cylinder units and the chain drive, the aft part comprises six cylinder units

Fig. 9.03b: Preliminary dispatch pattern, list of masses and dimensions

178 21 76-0.0

Minimum delivery test:

• Starting and manoeuvring test at no load

• Load testEngine to be started and run up to 50%of Specified MCR (M) in 1 hour.

Followed by:

• 0.50 hour running at 50% of specified MCR


• 1.00 hour running at optimised power(guaranteed SFOC)or0.50 hour at 90% of specified MCRif SFOC is guaranteed at specified MCR*


• 0.50 hour running at 110% of specified MCR.

Only for Germanischer Lloyd:

• 0.75 hour running at 110% of specified MCR.

If an engine with VIT fuel pumps is optimised below93.5% of the specified MCR, and it is to run at 110%of the specified MCR during the shop trial, it must bepossible to blow off either the scavenge air receiveror to by-pass the exhaust gas receiver in order tokeep the turbocharger speed and the compressionpressure within acceptable limits.

Governor tests, etc:

• Governor test

• Minimum speed test

• Overspeed test

• Shut down test

• Starting and reversing test

• Turning gear blocking device test

• Start, stop and reversing from engine sidemanoeuvring console.

Before leaving the factory, the engine is to be care-fully tested on diesel oil in the presence of represen-tatives of Yard, Shipowner, Classification Society,and MAN B&W Diesel.

At each load change, all temperature and pressurelevels etc. should stabilise before taking new engineload readings.

Fuel oil analysis is to be presented.All tests are to be carried out on diesel or gas oil.

486 001 010 198 27 50


178 30 24-4.2

9.08

Fig. 9.04: Shop trial running/delivery test: 4 14 001

Cylinder cover, section 901 and others1 Cylinder cover complete with fuel, exhaust,

starting and safety valves, indicator valve andsealing rings (disassembled)

Piston, section 9021 Piston complete (with cooling pipe), piston

rod, piston rings and stuffing box,studs and nuts

1 set Piston rings for 1 cylinder

Cylinder liner, section 9031 Cylinder liner with sealing rings and gaskets

1/2 set Studs for 1 cylinder cover

Cylinder lubricator, section 9031

1 set222246

2

1

2

Mechanical cylinder lubricator,orSpares for electronic Alpha lubricatorLubricatorFeed back sensor, completeCopper washerFilter element, Rexroth 006D200WO-rings3A, 3 pcs. 12A ceramic fuses 6.3 x 32 mm,for MCU, BCU and SBULight emitting diodes for visual feed backindicationShaft encoder coupling (for engines withtrigger ring at the turning wheel one tachopick up is supplied)Pressure gauge for accumulator

Connecting rod, and crosshead bearing, section 9041 Telescopic pipe with bushing for 1 cylinder1 Crankpin bearing shells in 2/2 with studs

and nuts1 Crosshead bearing shell lower part with

studs and nuts2 Thrust piece

Main bearing and thrust block, section 9051 set Thrust pads for one face of each size, if different

for "ahead" and "astern"

Chain drive, section 9061 Of each type of bearings for:

Camshaft at chain drive, chain tightener and in-termediate shaft

6 Camshaft chain links (only for ABS, DNVC, LR,NKK and RS)

1 Mechanically driven cylinder lubricator drive: 6chain links or gear wheels

1 Guide ring 2/2 for camshaft bearing

Starting valve, section 9071 Starting valve, complete

Exhaust valve, section 9082 Exhaust valves complete (1 for GL)1 Pressure pipe for exhaust valve pipe

Fuel pump, section 9091 Fuel pump barrel, complete with plunger1 High-pressure pipe, each type1 Suction and puncture valve, complete

Fuel valve, section 909ABS: Two fuel valves per cylinder for half the

number of cylinders on one engine, and asufficient number of valve parts, excludingthe body, to form with those fitted on eachcylinder for a complete engine set

DNVC: Fuel valves for all cylinders on one engine

BV, CCS, GL, KR, LR, NKK, RINa, RS and IACS:Two fuel valves per cylinder for all cylin-ders on one engine, and a sufficient num-ber of valve parts, excluding the body, toform with those fitted on each cylinder fora complete engine set


487 601 005 198 27 51

Delivery extent of spares

Class requirements Class recommendations

CCS:GL:

China Classification SocietyGermanischer Lloyd

ABS:BV:

American Bureau of ShippingBureau Veritas

KR: Korean Register of Shipping DNVC: Det Norske Veritas ClassificationNKK: Nippon Kaiji Kyokai LR: Lloyd’s Register of ShippingRINa: Registro Italiano NavaleRS Russian Maritime Register of Shipping

9.09

Fig. 9.05a: List of spares, unrestricted service: 4 87 601

178 33 96-9.3

Turbocharger, section 9101 Set of maker’s standard spare parts1 a) Spare rotor for one turbocharger, including:

compressor wheel, rotor shaft with turbineblades and partition wall, if any

Scavenge air blower, section 9101 set a) Rotor, rotor shaft, gear wheel or

equivalent working parts1 set Bearings for electric motor1 set Bearings for blower wheel1 Belt, if applied1 set Packing for blower wheel

Safety valve, section 9111 Safety valve, complete

Bedplate, section 9121 Main bearing shell in 2/2 of each size1 set Studs and nuts for 1 main bearing

487 601 005 198 27 51


a) Only required for RS and recommended for DNVC.To be ordered separately as option: 4 87 660 forother classification societies.

The section figures refer to the instruction books.Subject to change without notice.

9.10

Fig. 9.05b: List of spares, unrestricted service: 4 87 601

178 33 96-9.3

For easier maintenance and increased security in operation

Beyond class requirements

Cylinder cover, section 9010144

501

504

%

%

Studs for exhaust valveNuts for exhaust valveO-rings for cooling jacketCooling jacketSealing between cyl.cover and linerSpring housings for fuel valve

Hydraulic tool for cylinder cover, section 90161188

setpcspcs

Hydraulic hoses complete with couplingsO-rings with backup rings, upperO-rings with backup rings, lower

Piston and piston rod, section 902011522

box Locking wire, L=63 mPiston rings of each kindD-rings for piston skirtD-rings for piston rod

Piston rod stuffing box, section 902051555

1510

1203020

Self locking nutsO-ringsTop scraper ringsPack sealing ringsCover sealing ringsLamellas for scraper ringsSprings for top scraper and sealing ringsSprings for scraper rings

Cylinder frame, section 90301501

% Studs for cylinder cover (1cyl.)Bushing

Cylinder liner and cooling jacket, section 9030214

1005050

100

%%%%

Cooling jacket of each kindNon return valvesO-rings for one cylinder linerGaskets for cooling water connectionO-rings for cooling water pipesCooling water pipes between liner andcover for one cylinder

* % Refer to one cylinder

Mechanical lubricator drive, section 9030513

CouplingDiscs

Electronic Alpha Cylinder Lubricating System,section 90306

222246

2

1

2

LubricatorFeed back sensor, completeCopper washerFilter element, Rexroth 006D200WO-rings3A, 3 pcs. 12A ceramic fuses 6.3 x 32mm, for MCU, BCU and SBULight emitting diodes for visual feed backindicationShaft encoder coupling (for engines withtrigger ring at the turning wheel one tachopick up is supplied)Pressure gauge for accumulator

Connecting rod and crosshead, section 9040112

Telescopic pipeThrust piece

Chain drive and guide bars, section 9060141 set

Guide barLocking plates and lock washers

Chain tightener, section 906032 Locking plates for tightener

Camshaft, section 9061111

Exhaust camFuel cam

Indicator drive, section 90612100

3% Gaskets for indicator valves

Indicator valve/cock complete

Regulating shaft, section 906183 Resilient arm, complete


487 603 020 198 27 52

9.11

Fig. 9.06a: Additional spare parts beyond class requirements, option: 4 87 603

178 33 97-0.2

Arrangement of engine side console, section 906212 Pull rods

Main starting valve, section 907021111

Repair kit for main actuatorRepair kit for main ball valve*) Repair kit for actuator, slow turning*) Repair kit for ball valve, slow turning

*) if fitted

Starting valve, section 907042222

1001

%

Locking platesPistonSpringBushingO-ringValve spindle

Exhaust valve, section 9080111

504

505050

10011

100

1100

1100100

%

%%%%

%

%

%%

Exhaust valve spindleExhaust valve seatO-ring exhaust valve/cylinder coverPiston ringsGuide ringsSealing ringsSafety valvesGaskets and O-rings for safety valvePiston completeDamper pistonO-rings and sealings between air pistonand exhaust valve housing/spindleLiner for spindle guideGaskets and O-rings for cool.w.conn.Conical ring in 2/2O-rings for spindle/air pistonNon-return valve

Valve gear, section 9080235

Filter, completeO-rings of each kind

Valve gear, section 90805122424422

Roller guide completeShaft pin for rollerBushing for rollerDiscsNon return valvePiston ringsDiscs for springSpringsRoller

Valve gear, details, section 908061

1004

%High pressure pipe, completeO-rings for high pressure pipesSealing discs

Cooling water outlet, section 908102111 set

Ball valveButterfly valveCompensatorGaskets for butterfly valve and compensator

Fuel pump, section 909011133

50 %

Top coverPlunger/barrel, completeSuctions valvesPuncture valvesSealings, O-rings, gaskets and lock washers

Fuel pump gear, section 9090212222

1002

%

Fuel pump roller guide, completeShaft pin for rollerBushings for rollerInternal springsExternal springsSealingsRoller

Fuel pump gear, details, section 9090350 % O-rings for lifting tool

Fuel pump gear, details, section 90904111

1004

%

Shock absorber, completeInternal springExternal springSealing and wearing ringsFelt rings

Fuel pump gear, reversing mechanism,section 90905

12

Reversing mechanism, completeSpare parts set for air cylinder

Fuel valve, section 90910100100

3505033

%%

%%

Fuel nozzlesO-rings for fuel valveSpindle guides, completeSpringsDiscs, +30 barThrust spindlesNon return valve (if mounted)

487 603 020 198 27 52


Fig. 9.06b: Additional spare parts beyond class requirements, option: 4 87 603

9.12

178 33 97-0.2

* % Refer to one engine

Fuel oil high pressure pipes, section 909131

100 %High pressure pipe, complete of each kindO-rings for high pressure pipes

Overflow valve, section 9091511

Overflow valve, completeO-rings of each kind

Turbocharger, section 910001

1

Spare rotor, complete with bearings,option: 4 87 660Spare part set for turbocharger

Scavenge air receiver, section 9100121

Non-return valves completeCompensator

Exhaust pipes and receiver, section 9100312

1 set

Compensator between TC and receiverCompensator between exhaust valve andreceiverGaskets for each compensator

Air cooler, section 9100516 Iron blocks (Corrosion blocks)

Safety valve, section 91101100

2% Gasket for safety valve

Safety valve, complete

Arrangement of safety cap, section 91104100 % Bursting disc


487 603 020 198 27 52

The section figures refer to the instruction bookWhere nothing else is stated, the percentage refers to one engineLiable to change without notice

Fig. 9.06c: Additional spare parts beyond class requirements, option: 4 87 603

9.13

178 33 97-0.2

487 611 010 198 27 53


9.14

Table AGroup No. Section Qty. Descriptions

1 90201 1 set Piston rings for 1 cylinder

1 set O-rings for 1 cylinder

2 90205 1 set Lamella rings 3/3 for 1 cylinder


3 90205 1 set Top scraper rings 4/4 for 1 cylinder

1 set Sealing rings 4/4 for 1 cylinder

4 90302 1 Cylinder liner

1 set Outer O-rings for 1 cylinder

1 set O-rings for cooling water connections for 1 cylinder

1 set Gaskets for cooling water connections for 1 cylinder

1 set Sealing rings for 1 cylinder

5 90801 1 Exhaust valve spindle

1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder

6 90801 1 set O-rings for water connections for 1 cylinder

1 set Gasket for cooling for water connections for 1 cylinder

1 set O-rings for oil connections for 1 cylinder

7 90801 1 Spindle guide

2 Air sealing ring

1 set Guide sealing rings for 1 cylinder

8 90801 1 Exhaust valve bottom piece

1 set O-rings for bottom piece for 1 cylinder

9 90805 1 set Bushing for roller guides for 1 cylinder

1 set Washer for 1 cylinder

10 90901 1 Plunger and barrel for fuel pump

1 Suction valve complete


11 90910 3 Fuel valve nozzle

3 Spindle guide complete

3 sets O-rings for 1 cylinder

12 1 Slide bearing for turbocharger for 1 engine

1 Guide bearing for turbocharger for 1 engine

13 1 set Guide bars for 1 engine

14 2 Set bearings for auxiliary blowers for 1 engine

The wearing parts are divided into 14 groups, each including the components stated in table A.

The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine,a service year being assumed to be of 6000 hours.

In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service, the extent statedfor each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. andservice hours in question.

Fig. 9.07a: Wearing parts, option: 4 87 629

178 86 46 6.0


487 611 010 198 27 53

9.15

Table B

GroupNo

Service hours 0-6000 0-12000

Number of cylinders

Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12

1 Set of piston rings 0 0 0 0 0 0 0 6 7 8 9 10 11 12

2 Set of piston rod stuffing box,lamella rings 0 0 0 0 0 0 0 6 7 8 9 10 11 12

3 Set of piston rod stuffing box,sealing rings 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0

5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6 O-rings for exhaust valve 6 7 8 9 10 11 12 12 14 16 18 20 22 24

7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0

9 Bushings for roller guides for fuelpump and exhaust valve 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0

14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Table B

GroupNo.


Number of cylinders

Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig.9.07b: Wearing parts, option: 4 87 629

178 86 46-6.0

487 611 010 198 27 53


9.16

Table B

GroupNo.


Number of cylinders

Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Table B

GroupNo.


Number of cylinders

Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig. 9.07c: Wearing parts, option: 4 87 629178 86 46-6.0


487 611 010 198 27 53

9.17

Table B

GroupNo.


Number of cylinders

Description 6 7 8 9 10 11 12 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig. 9.07d: Wearing parts, option: 4 87 629 178 86 46-6.0

487 601 007 198 27 54


9.18

Fig. 9.08: Large spare parts, dimensions and massesAll dimensions are given in mm

Piston completewith piston rod and

with stuffing box 3295 kgwithout stuffing box 3113 kg

Cylinder liner 4315 kgCylinder liner inclusive

cooling jacket4530 kg

Cylinder cover 4265 kgCylinder cover inclusive

starting and fuelvalves 4360 kg

Rotor for turbochargerType VTR714

981 kg

Exhaust valve1639 kg

Rotor for turbochargerType NA70

330 kg

Rotor for turbochargerType MET83SD

470 kg

178 21 23-3.0

'The engine is delivered with all necessary specialtools for overhaul. The extent of the tools is statedbelow. Most of the tools can be arranged on steelplate panels which can be delivered as option: 4 88660 at extra cost. Where such panels are delivered,it is recommended to place them close to the loca-tion where the overhaul is to be carried out.

The tools from selection 907 and 911 are normallyincluded in section 901.

Cylinder cover, section 9011 Multi-jack tightening tool for cylinder cover

studs.1 Cylinder cover and liner surface grinding

tool (option: 488 610)1 set Milling and grinding tool for valve seats1 set Fuel valve extractor1 set Chains (for cylinder cover)

Piston with rod and stuffing box, section 9021 set Hydraulic jack for piston crown1 set Hydraulic jack for rod studs1 set lifting and tilting gear for piston1 set Tilting tool for piston1 Guide ring for piston1 Lifting tool for piston1 Support for piston1 set Piston overhaul tool1 Stuffing box overhaul tool1 set Cylinder liner lifting and tilting gear

Crosshead and connecting rod, section 9041 set Covers for crosshead1 set Hydraulic jack for crosshead and crankpin

bearing bolt1 set Support for crosshead1 Lifting tool for crosshead1 Crankpin bearing lifting tool1 set Connecting rod lifting tool1 set Crosshead bearing lifting tool1 set Suspension chain for piston and telescopic pipe1 set Assembling and disassembling tools for

crosshead

Crankshaft and main bearing, section 9051 set Hydraulic jack for main bearing stud1 set Lifting and disassembling tool1 set lifting tool for camshaft1 Thrust bearing turning dog1 Crankcase relief valve testing tool1 Crossbar for lift of segment stops

Camshaft and chain drive, section 9061 set Hydraulic jack for camshaft bearing stud1 set Dismantling tool for camshaft bearing1 set Dismantling tool for camshaft coupling1 set Adjusting tool for camshaft1 Pin gauge for camshaft1 Pin gauge for crankshaft top dead centre1 Chain assembling tool1 Chain disassembling tool

Starting air system, section 9071 Starting valve overhaul tool

Exhaust valve and valve gear, section 9081 set Hydraulic jack for exhaust valve stud1 Claw for exhaust valve spindle1 set Exhaust valve spindle and seat pneumatic

grinding machine1 Exhaust valve spindle and seatchecking

template1 Guide ring for pneumatic piston1 set Overhaul tool for high pressure connections1 set Lifting device for roller huide and hydraulic

actuator1 Roller guide dismantling tool


488 601 004 198 27 55

Mass of the complete set of tools: Approximately 5,200 kg

178 35 91-2.2Fig. 9.09a: List of standard tools for maintenance. 4 88 601

9.19

Fuel valve and fuel pump, section 909

1 Tightening gauge for fuel pump housing

1 Fuel valve pressure testing device

1 set Fuel valve overhaul tool

1 Fuel pump cam lead measuring tool

1 set Lifting tool for fuel pump

1 set Fuel pump overhaul tool

1 set Fuel oil high pressure pipe and connectionoverhaul tool

Turbocharger and air cooler system, section 910

1 set Turbocharger overhaul tool

1 set Exhaust gas system blanking-off tool(only if two or more turbochargers are fitted)

1 set Air cooler tool

Safety equipment, section 911

1 set Safety valve pressure testing tool

Main part assembling, section 912

1 set Staybolt hydraulic jack

1 set Cover for oil drain

General tools, section 913

913.1 Accessories

1 Hydraulic pump, pneumatically operated

1 Hydraulic pump, manually operated

1 set High pressure hose and connection

1 set Hydraulic jack assembling device

913.2 Ordinary hand tools

1 set Torque wrench

1 set Socket wrench

1 set Hexagon key

1 set Combination wrench

1 set Double open-ended wrench

1 set Ring impact wrench

1 set Open-ended impact wrench

1 set Pliers for circlip

1 set Special spanner

913.3 Miscellaneous

1 set Pull-lift and tackle

1 set Shackle

1 set Eye-bolt

1 set Foot grating

1 Indicator with cards

1 Planimeter

1 set Feeler blade

1 Crankshaft alignment indicator

1 Cylinder gauge

488 601 004 198 27 55


Fig. 9.09b: List of standard tools for maintenance. 4 88 601178 35 91-2.2

9.20


488 601 004 198 27 55

9.21

Pos. Sec. Description Mass in kg

1 901 Chains (for low headroom lifting) 10

2 915 Lifting tilting gear and collar for piston 171

3 915 Support for Lifting tool ( piston) 30

4 902 Lifting and tilting gear for piston 136

5 902 Guide ring for piston 66

6 902 Lifting tool for piston 60

7 902 Support for piston 80

Fig. 9.10a: Dimensions and masses of tools

178 48 03-8.1

488 601 004 198 27 55


9.22

Fig. 9.10b: Dimensions and masses of tools


8 904 Crankpin bearing lifting tool 11

9 905 Lifting tool for crankshaft, journal bearing dismanlig tool 237

10 905 Lifting tool for thrust shaft, journal bearing dismanlig tool 131

11 906 Pin gauge for camshaft 1

178 21 60-3.0


488 601 004 198 27 55

9.23

Fig. 9.10c: Dimensions and masses of tools


12 906 Pin gauge for crankshaft top dead centre 1

13 901 Multi-jack tightening tool for cylinder cover studs 380

178 21 61-5.0

488 601 004 198 27 55


Standard

Grinding machineexhaust valve seat

and spindle

Mass 500 kg

Option: 4 88 610

Grinding machinecylinder liner

and cylinder cover

Mass 410 kg

9.24

Fig. 9.10d: Dimensions and masses of tools

178 14 69-9.1


488 601 004 198 27 55

9.25

Sec. Description Mass in kg

909 Fuel valve pressure control device 100

Fig. 9.10e: Dimensions and masses of tools

178 13 50-9.0

488 601 004 198 27 55


9.26

Fig. 9.10f: Dimensions and masses of tools

Sec. Description Mass in kg

913 Pump for hydraulic jacks 20

178 18 75-9.0


488 601 004 198 27 55

9.27

Pos. No. Description Mass of toolsin kg

1 901907911

Cylinder coverStarting air systemSafety equipment

150

2 902903

Piston, piston rod and stuffing boxCylinder liner and cylinder frame

900

3 908 Exhaust valve and valve gear 100

4 909 Fuel valve and fuel pump 70

5 906 Camshaft, chain drive 260

6 904 Crosshead and connecting rod 570

7 905 Crankshaft and main bearing 40

Tools for MS. 907 are being delivered on tool panel under MS. 901Tools for MS. 903 are being delivered on tool panel under MS. 902

Fig. 9.11: Tool panels

Mass of panels without tools: about 420 kg

178 39 64-9.0

Project Support & Documentation 10

10 Project Support and Documentation

MAN B&W Diesel is capable of providing a wide va-riety of support for the shipping and shipbuilding in-dustries all over the world.

The knowledge accumulated over many decadesby MAN B&W Diesel covering such fields as the se-lection of the best propulsion machinery, optimisa-tion of the engine installation, choice and suitabilityof a Power Take Off for a specific project, vibrationaspects, environmental control etc., is available toshipowners, shipbuilders and ship designers alike.

An "Order Form" for such printed matter listing thepublications currently in print, is available from ouragents, overseas offices or direct from MAN B&WDiesel A/S, Copenhagen.

Part of this information can be found in the followingdocumentation

• Publications a + b

• Engine Selection Guide a + b

• Project Guides a + b

• Computerised EngineApplication System b

• Extent of Delivery a + b

• Installation documentation.

a For your information, the publication is alsoavailable at the internet addresswww.manbw.dk under "Libraries", from whereit can be downloaded

b This information is available on CD-ROM

All publications are available in print.

The selection of the ideal propulsion plant for a spe-cific newbuilding is a comprehensive task. How-ever, as this selection is a key factor for the profit-ability of the ship, it is of the utmost importance forthe end-user that the right choice is made.

Engine Selection Guide

The “Engine Selection Guide” is intended as a toolto provide assistance at the very initial stage of theproject work. The Guide gives a general view of theMAN B&W two-stroke MC Programme and includesinformation on the following subjects:

• Engine data

• Engine layout and load diagramsspecific fuel oil consumption

• Turbocharger choice

• Electricity production, includingpower take off

• Installation aspects

• Auxiliary systems

• Vibration aspects.

After selecting the engine type on the basis of thisgeneral information, and after making sure that theengine fits into the ship’s design, then a more de-tailed project can be carried out based on the “Pro-ject Guide” for the specific engine type selected.

Project Guides

For each engine type a “Project Guide” has beenprepared, describing the general technical featuresof that specific engine type, and also includingsome optional features and equipment.

The information is general, and some deviationsmay appear in a final engine documentation, de-pending on the contents specified in the contractand on the individual licensee supplying the engine.


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10.01

The Project Guides comprise an extension of thegeneral information in the Engine Selection Guide,as well as specific information on such subjects as:

• Engine outline, engine pipe connections, etc.• Description of piping system on engine• Details of the manoeuvring system• Instrumentation, PMI, CoCoS, etc.• Dispatch pattern• Testing• Spare parts• Tools.

Computerised Engine ApplicationSystem

Further customised information can be obtainedfrom MAN B&W Diesel A/S, and for this purpose wehave developed a “Computerised Engine Applica-tion System”, by means of which specific calcula-tions can be made during the project stage, such as:

• Estimation of ship’s dimensions• Propeller calculation and power prediction• Selection of main engine• Main engines comparison• Layout/load diagrams of engine• Maintenance and spare parts costs of the en-

gine• Total economy – comparison of engine rooms• Steam and electrical power – ships’ requirement• Auxiliary machinery capacities for derated en-

gine• Fuel and lube oil consumption –

exhaust gas data• Heat dissipation of engine• Utilisation of exhaust gas heat• Water condensation separation in air coolers• Noise – engine room, exhaust gas, structure

borne• Preheating of diesel engine• Utilisation of jacket cooling water heat, FW

production• Starting air system• Exhaust gas back pressure• Engine room data: pumps, coolers, tanks, etc.

For further information, please refer to our publica-tion:

P.305 MAN B&W Diesel Computerised EngineApplication System

For your information, the publication is available atthe Internet address www.manbw.dk under "Li-braries", from where it can be downloaded.

Extent of Delivery

The “Extent of Delivery” (EoD) sheets have beencompiled in order to facilitate communication be-tween owner, consultants, yard and engine makerduring the project stage, regarding the scope ofsupply and the alternatives (options) available forMAN B&W two-stroke MC engines.

There are two versions of the EoD:

• Extent of Delivery for 98 - 50 type engines, and• Extent of Delivery for 46 - 26 type engines.

Content of Extent of Delivery

The “Extent of Delivery” includes a list of the basicitems and the options of the main engine and auxil-iary equipment and, it is divided into the systemsand volumes stated below:

General information4 00 xxx General information4 02 xxx Rating4 03 xxx Direction of rotation4 06 xxx Rules and regulations4 07 xxx Calculation of torsional and

axial vibrations4 09 xxx Documentation4 11 xxx Voltage on board for electrical

consumers4 12 xxx Dismantling and packing and

shipping of engine4 14 xxx Testing of diesel engine4 17 xxx Supervisors and advisory work

402 000 500 198 27 56


10.02

Diesel engine4 30 xxx Diesel engine4 31 xxx Torsional and axial vibrations4 35 xxx Fuel oil system4 40 xxx Lubricating oil4 42 xxx Cylinder lubricating oil4 43 xxx Piston rod stuffing box drain4 45 xxx Low temperature cooling water4 46 xxx Jacket cooling water4 50 xxx Starting and control air4 54 xxx Scavenge air cooler4 55 xxx Scavenge air4 59 xxx Turbocharger4 60 xxx Exhaust gas4 65 xxx Manoeuvring4 70 xxx Local instrumentation4 75 xxx Monitoring, safety, alarm and remoteindication4 78 xxx Electrical wiring on engine

Miscellaneous4 80 xxx Miscellaneous4 81 xxx Painting4 82 xxx Engine seating4 83 xxx Galleries4 85 xxx Power Take Off4 87 xxx Spare parts4 88 xxx Tools

Remote control system4 95 xxx Bridge control system

Description of the “Extent of Delivery”

The “Extent of Delivery” (EoD) is the basis for speci-fying the scope of supply for a specific order.

The list consists of “basic” and “optional” items.

The “basic” items defines the simplest engine, de-signed for attended machinery space (AMS), with-out taking into consideration any specific require-ments from the classification society, the yard or theowner.

The “options” are extra items that can be alternativesto the “basic” or additional items available to fulfil therequirements/functions for a specific project.

We base our first quotations on a scope of supply

mostly required, which is the so called “CopenhagenStandard EoD”, which are marked with an asterisk *.

This includes:• Items for Unattended Machinery Space• Minimum of alarm sensors recommended by

the classification societies and MAN B&W• Moment compensator for certain numbers of

cylinders• MAN B&W turbochargers• Slow turning before starting• Spare parts either required or recommended by

the classification societies and MAN B&W• Tools required or recommended by the classifi-

cation societies and MAN B&W.

The filled-in EoD is often used as an integral partof the final contract.

Installation Documentation

When a final contract is signed, a complete set ofdocumentation, in the following called “InstallationDocumentation”, will be supplied to the buyer by theengine maker.

The “Installation Documentation” is normally di-vided into the “A” and “B” volumes mentioned in the“Extent of Delivery” under items:

4 09 602 Volume “A”’:Mainly comprises general guiding system drawingsfor the engine room

4 09 603 Volume “B”:Mainly comprises specific drawings for the main en-gine itself

Most of the documentation in volume “A” are similarto those contained in the respective Project Guides,but the Installation Documentation will only coverthe order-relevant designs. These will be forwardedwithin 4 weeks from order.

The engine layout drawings in volume “B” will, ineach case, be customised according to the buyer’srequirements and the engine manufacturer’s pro-


402 000 500 198 27 56

10.03

duction facilities. The documentation will be for-warded, as soon as it is ready, normally within 3-6months from order.

As MAN B&W Diesel A/S and most of our licenseesare using computerised drawings (Cadam). Thedocumentation forwarded will normally be in size A4or A3. The maximum size available is A1.

The drawings of volume “A” are available on disc.

The following list is intended to show an example ofsuch a set of Installation Documentation, but the ex-tent may vary from order to order.

Engine-relevant documentation

901 Engine dataExternal forces and momentsGuide force momentsWater and oil in engineCentre of gravityBasic symbols for pipingInstrument symbols for pipingBalancing

915 Engine connectionsScaled engine outlineEngine outlineList of flanges/counterflangesEngine pipe connectionsGallery outline

921 Engine instrumentationList of instrumentsConnections for electric componentsGuidance values for automation

923 Manoeuvring systemSpeed correlation to telegraphSlow down requirementsList of componentsEngine control system, descriptionElectric box, emergency controlSequence diagramManoeuvring systemDiagram of manoeuvring console

924 Oil mist detectorOil mist detector

925 Control equipment for auxiliary blowerElectric panel for auxiliary blowerControl panelElectric diagramAuxiliary blowerStarter for el. motors

932 Shaft lineCrankshaft driving endFitted bolts

934 Turning gearTurning gear arrangementTurning gear, control systemTurning gear, with motor

936 Spare partsList of spare parts

939 Engine paintSpecification of paint

940 Gaskets, sealings, O-ringsInstructionsPackingsGaskets, sealings, O-rings

950 Engine pipe diagramsEngine pipe diagramsBedplate drain pipesInstrument symbols for pipingBasic symbols for pipingLube and cooling oil pipesCylinder lube oil pipesStuffing box drain pipesCooling water pipes, air coolerJacket water cooling pipesFuel oil drain pipesFuel oil pipesFuel oil pipes, tracingFuel oil pipes, insulationAir spring pipe, exhaust valveControl and safety air pipesStarting air pipesTurbocharger cleaning pipeScavenge air space, drain pipesScavenge air pipesAir cooler cleaning pipesExhaust gas pipesSteam extinguishing, in scavenge box

402 000 500 198 27 56


10.04

Oil mist detector pipesPressure gauge pipes

Engine room-relevant documentation

901 Engine dataList of capacitiesBasic symbols for pipingInstrument symbols for piping

902 Lube and cooling oilLube oil bottom tankLubricating oil filterCrankcase ventingLubricating oil systemLube oil outlet

904 Cylinder lubricationCylinder lube oil system

905 Piston rod stuffing boxStuffing box drain oil cleaning system

906 Seawater coolingSeawater cooling system

907 Jacket water coolingJacket water cooling systemDeaerating tankDeaerating tank, alarm device

909 Central cooling systemCentral cooling water systemDeaerating tankDeaerating tank, alarm device

910 Fuel oil systemFuel oil heating chartFuel oil systemFuel oil venting boxFuel oil filter

911 Compressed airStarting air system

912 Scavenge airScavenge air drain system

913 Air cooler cleaningAir cooler cleaning system

914 Exhaust gasExhaust pipes, bracingExhaust pipe system, dimensions

917 Engine room craneEngine room crane capacity

918 Torsiograph arrangementTorsiograph arrangement

919 Shaft earthing deviceEarthing device

920 Fire extinguishing in scavenge air spaceFire extinguishing in scavenge air space

921 InstrumentationAxial vibration monitor

926 Engine seatingProfile of engine seatingEpoxy chocksAlignment screws

927 Holding-down boltsHolding-down boltRound nutDistance pipeSpherical washerSpherical nutAssembly of holding-down boltProtecting capArrangement of holding-down bolts

928 Supporting chocksSupporting chocksSecuring of supporting chocks

929 Side chocksSide chocksLiner for side chocks, starboardLiner for side chocks, port side

930 End chocksStud for end chock boltEnd chockRound nutSpherical washer, concaveSpherical washer, convex


402 000 500 198 27 56

10.05

Assembly of end chock boltLiner for end chockProtecting cap

931 Top bracing of engineTop bracing outlineTop bracing arrangementFriction-materialsTop bracing instructionsTop bracing forcesTop bracing tension data

932 Shaft lineStatic thrust shaft loadFitted bolt

933 Power Take OffList of capacitiesPTO/RCF arrangement, if fitted

936 Spare parts dimensionsConnecting rod studsCooling jacketCrankpin bearing shellCrosshead bearingCylinder cover studCylinder coverCylinder linerExhaust valveExhaust valve bottom pieceExhaust valve spindleExhaust valve studsFuel pump barrel with plungerFuel valveMain bearing shellMain bearing studsPiston completeStarting valveTelescope pipeThrust block segmentTurbocharger rotor

940 Gaskets, sealings, O-ringsGaskets, sealings, O-rings

949 Material sheetsMAN B&W Standard Sheets Nos:• S19R• S45R• S25Cr1• S34Cr1R• C4

Engine production andinstallation-relevant documentation

935 Main engine production records,engine installation drawingsInstallation of engine on boardDispatch pattern 1, orDispatch pattern 2Check of alignment and bearing clearancesOptical instrument or laserAlignment of bedplateCrankshaft alignment readingBearing clearancesCheck of reciprocating partsReference sag line for piano wireCheck of reciprocating partsPiano wire measurement of bedplateCheck of twist of bedplateProduction scheduleInspection after shop trialsDispatch pattern, outlinePreservation instructions

941 Shop trialsShop trials, delivery testShop trial report

942 Quay trial and sea trialStuffing box drain cleaningFuel oil preheating chartFlushing of lube oil systemFreshwater system treatmentFreshwater system preheatingQuay trial and sea trialAdjustment of control air systemAdjustment of fuel pumpHeavy fuel operationGuidance values – automation

945 Flushing proceduresLubricating oil system cleaning instruction

402 000 500 198 27 56


10.06

Tools

926 Engine seatingHydraulic jack for holding down boltsHydraulic jack for end chock bolts

937 Engine toolsList of toolsOutline dimensions, main tools

938 Tool panelTool panels

Auxiliary equipment980 Fuel oil unit, if delivered990 Exhaust silencer, if delivered995 Other auxiliary equipment


402 000 500 198 27 56

10.07

k80mccpower Take in Take Off

Documents

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