L23/30DF Project Guide
L23/30DF
Project Guide - Marine
Four-stroke GenSet
compliant with IMO Tier III
MAN Diesel & Turbo
Index
Page 1 (4)
Table of contents
Table of contents
L23/30DF_GenSetIII
I 00 Introduction
Introduction to project guide
I 00 00 0
1643483-5.5
Engine programme - MAN four-stroke marine GenSets
I 00 02 0
1689461-0.4
Key for engine designation
I 00 05 0
1609526-0.8
Designation of cylinders
I 00 15 0
1607568-0.2
Code identification for instruments
I 00 20 0
1687100-5.5
Symbols for piping
I 00 25 0
1655279-1.1
Vibration limits and measurements
D 10 24 0
3700395-8.2
Description of sound measurements
D 10 25 0
1609510-3.5
Description of structure-borne noise
D 10 25 0
1671754-6.2
Exhaust gas components
D 10 28 0
1655210-7.3
NOx emission
D 10 28 0
3700270-0.0
Moment of inertia
D 10 30 0
1607591-7.4
Inclination of engines
D 10 32 0
1679798-5.2
Green Passport
D 10 33 0
1699985-1.1
Overhaul recommendation, maintenance and expected life time
D 10 35 0
3700425-9.0
Overhaul recommendation, maintenance and expected life time
D 10 35 0
3700426-0.0
Power, outputs, speed
B 10 01 1
3700361-1.0
General description
B 10 01 1
3700399-5.0
Main particulars
B 10 01 1
3700422-3.0
Dimensions and weights
B 10 01 1
3700488-2.0
Centre of gravity
B 10 01 1
3700448-7.0
Overhaul areas
B 10 01 1
3700455-8.0
D 10 General information
D10050_3700427-2 List of capacities
D10050_3700428-4 List of capacities
B 10 Basic diesel engine
2016-10-27 - en
MAN Diesel & Turbo
Index
Page 2 (4)
Table of contents
Low dismantling height
B 10 01 1
1631462-8.0
Engine rotation clockwise
B 10 11 1
1607566-7.2
B 11 00 0
3700429-6.1
B 11 Fuel oil system
Internal fuel oil system
Gas oil / diesel oil (MGO) specification
010.000.023-01
Specification of natural gas
B 11 00 0,
3700388-7.0
Guidelines regarding MAN Diesel & Turbo GenSets operating on low sulphurB 11 00 0
fuel oil
1699177-5.1
Calculation of specific fuel oil consumption (SFOC)
B 11 01 0,
3700405-6.1
MDO / MGO cooler
E 11 06 1
1689458-7.3
Internal lubricating oil system
B 12 00 0
3700430-6.0
Crankcase ventilation
B 12 00 0
1699270-8.7
Lubricating oil in base frame
B 12 01 1
3700393-4.0
Prelubricating pump
B 12 07 0
1624477-3.10
B 12 Lubricating oil system
Specification of lube oil (SAE 40) for operation with gas oil, diesel oil (MGO/
MDO) and biofuels
010.000.023-07
Specific lubricating oil consumption - SLOC
B 12 15 0
1607584-6.10
Treatment and maintenance of lubricating oil
B 12 15 0
1643494-3.11
Criteria for cleaning/exchange of lubricating oil
B 12 15 0
1609533-1.7
B 13 Cooling water system
Specification of engine coolant
010.000.023-13
Coolants inspecting
010.000.002-03
Cooling water system cleaning
010.000.002-04
Water specification for fuel-water emulsions
010.000.023-16
Internal cooling water system
B 13 00 0
1613439-3.4
Internal cooling water system
B 13 00 5
3700438-0.1
Design data for the external cooling water system
B 13 00 0
1613441-5.6
External cooling water system
B 13 00 0
1613442-7.0
2016-10-27 - en
MAN Diesel & Turbo
Index
Page 3 (4)
Table of contents
Central cooling system
B 13 00 0
1631482-0.0
Jacket water cooling system
B 13 00 0
1631481-9.1
Expansion tank
B 13 00 0
1613419-0.5
Preheater arrangement in high temperature system
B 13 23 1
1613485-8.5
Expansion tank pressurized
T 13 01 1
1671771-3.5
B 14 Compressed air system
Specification for compressed air
010.000.023-21
Compressed air system
B 14 00 0
3700439-2.0
Compressed air system
B 14 00 0
1624476-1.1
Starting air system
B 14 00 0
1631483-2.0
B 15 00 0
3700440-2.0
B 15 Combustion air system
Combustion air system
Specifications for intake air (combustion air)
Water washing of turbocharger - compressor
010.000.023-17
B 15 05 1
1639499-6.0
Exhaust gas system
B 16 00 0
1655213-2.6
Pressure droop in exhaust gas system
B 16 00 0
1624460-4.2
Cleaning the turbocharger in service - turbine side
B 16 01 3
3700418-8.0
Starting of engine
B 17 00 0
1607583-4.6
Power Management - Alternator protection
B 17 00 0
3700383-8.2
Actuators
B 17 01 6
3700319-4.1
B 16 Exhaust gas system
B 17 Speed control system
B 19 Safety and control system
Safety concept - dual fuel
B 19 00 0,
3700390-9.4
Interface description
B 19 00 0,
3700389-7.2
Combined box with prelubricating oil pump, preheater and el turning device E 19 07 2
3700290-3.0
Prelubricating oil pump starting box
1631477-3.3
2016-10-27 - en
E 19 11 0
MAN Diesel & Turbo
Index
Page 4 (4)
Table of contents
High temperature preheater control box
E 19 13 0
1631478-5.1
Recommendations concerning steel foundations for resilient mounted Gen-B 20 01 0
Set
3700449-9.1
Holding down bolt arrangement
2170160-6.1
B 20 Foundation
Resilient mounting of generating sets
B 20 01 3
3700446-3.0
Fitting instructions for resilient mounting of GenSets
B 20 01 3
3700489-4.0
Weight and dimensions of principal parts
E 23 00 0
3700424-7.0
Spare parts for unrestricted service
P 23 01 1
3700306-2.2
E 23 Spare parts
P 24 Tools
Standard tools for normal maintenance
P 24 01 1,
3700435-5.2
Additional tools
P 24 03 9,
3700404-4.0
Hand tools
P 24 05 1,
3700415-2.0
B 50 Alternator
Information from the alternator supplier
G 50 02 8
3700445-1.0
Information from the alternator supplier
B 50 02 8
3700330-0.0
Engine/Alternator type
B 50 02 3
3700329-0.1
Alternator cable installation
B/G 50 00 0
1699865-3.4
Combinations of engine- and alternator layout
B/G 50 00 0
3700084-3.8
2016-10-27 - en
MAN Diesel & Turbo
I 00 Introduction
Page 1 (1)
2016-10-27 - en
I 00 Introduction
MAN Diesel & Turbo
1643483-5.5
Page 1 (2)
Introduction
Introduction to project guide
I 00 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L23/30DF
Our project guides provide customers and consultants with information and data when planning new plants
incorporating four-stroke engines from the current MAN Diesel & Turbo engine programme. On account of the
modifications associated with upgrading of our project guides, the contents of the specific edition hereof will
remain valid for a limited time only.
Every care is taken to ensure that all information in this project guide is present and correct.
For actual projects you will receive the latest project guide editions in each case together with our quotation
specification or together with the documents for order processing.
All figures, values, measurements and/or other information about performance stated in the project guides are
for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings
and instructions prepared for such purposes. MAN Diesel & Turbo makes no representations or warranties
either express or implied, as to the accuracy, completeness, quality or fitness for any particular purpose of the
information contained in the project guides.
MAN Diesel & Turbo will issue an Installation Manual with all project related drawings and installation instructions when the contract documentation has been completed.
The Installation Manual will comprise all necessary drawings, piping diagrams, cable plans and specifications of
our supply.
All data provided in this document is non-binding. This data serves informational purposes only and is especially not
guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be
assessed and determined individually for each project. This will depend on the particular characteristics of each
individual project, especially specific site and operational conditions.
If this document is delivered in another language than English and doubts arise concerning the translation, the English text shall prevail.
Original instructions
2016.01.06
MAN Diesel & Turbo
Introduction to project guide
I 00 00 0
1643483-5.5
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L28/32S-DF, L28/32S, L27/38S, L23/30S, L21/31S, L16/24S, L23/30DF
Code numbers
Code letter: The code letter indicates the contents of the documents:
B
:
Basic Diesel engine / built-on engine
D
:
Designation of plant
E
:
Extra parts per engine
G
:
Generator
I
:
Introduction
P
:
Extra parts per plant
Function/system number: A distinction is made between the various chapters and systems, e.g.: Fuel oil system, monitoring equipment, foundation, test running, etc.
Sub-function: This figure occurs in variants from 0-99.
Choice number: This figure occurs in variants from 0-9:
0
:
General information
1
:
Standard
2-8
:
Standard optionals
9
:
Optionals
Further, there is a table of contents for each chapter and the pages follow immediately afterwards.
Drawing No: Each document has a drawing number including revision number i.e. 1643483-5.5.
Release date: The release date of the document Year.Month.Date. This is the date the document has been
created.
Notice: When refering to a document, please state both Drawing No including revision No and Release
date.
Copyright 2011 © MAN Diesel & Turbo, branch of MAN Diesel & Turbo SE, Germany, registered with the Danish
Commerce and Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel & Turbo”).
This document is the product and property of MAN Diesel & Turbo and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
2016.01.06
MAN Diesel & Turbo
1689461-0.4
Page 1 (1)
Engine programme - MAN four-stroke marine GenSets
I 00 02 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF
Description
Four-stroke diesel engine programme for marine
applications complies with IMO Tier II/III, GenSet
application.
2016.02.19 - Tier II
MAN Diesel & Turbo
1609526-0.8
Page 1 (1)
Key for engine designation
I 00 05 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L23/30DF, L28/32S, L23/30S, L21/31S, L16/24S, L27/38S
Key for engine designation
2015.11.27
MAN Diesel & Turbo
1607568-0.2
Page 1 (1)
General
2016.08.24
Designation of cylinders
I 00 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L27/38S, L28/32S,
L23/30DF, L23/30S, L21/31S, L16/24S
MAN Diesel & Turbo
1687100-5.5
Page 1 (3)
Code identification for instruments
I 00 20 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Explanation of symbols
Specification of letter code for measuring devices
1st letter
Following letters
F
Flow
A
Alarm
L
Level
D
Differential
P
Pressure
E
Element
S
Speed, System
H
High
T
Temperature
I
Indicating
U
Voltage
L
Low
V
Viscosity
S
Switching, Stop
X
Sound
T
Transmitting
Z
Position
X
Failure
V
Valve, Actuator
2015.11.27
MAN Diesel & Turbo
I 00 20 0
Code identification for instruments
1687100-5.5
Page 2 (3)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Standard text for instruments
Diesel engine/alternator
LT water system
01
02
03
inlet to air cooler
outlet from air cooler
outlet from lub. oil cooler
04
05
06
inlet to alternator
outlet from alternator
outlet from fresh water cooler
(SW)
07
08
09
inlet to lub. oil cooler
inlet to fresh water cooler
HT water system
10
10A
11
12
13
inlet to engine
FW inlet to engine
outlet from each cylinder
outlet from engine
inlet to HT pump
14
14A
14B
15
16
inlet to HT air cooler
FW inlet to air cooler
FW outlet from air cooler
outlet from HT system
outlet from turbocharger
17
18
19
19A
19B
outlet from fresh water cooler
inlet to fresh water cooler
preheater
inlet to prechamber
outlet from prechamber
Lubricating oil system
20
21
22
23
23B
inlet to cooler
outlet from cooler/inlet to filter
outlet from filter/inlet to engine
inlet to turbocharger
outlet from turbocharger
24
25
26
sealing oil - inlet engine
prelubricating
inlet rocker arms and roller
guides
intermediate bearing/alternator
bearing
28
29
34
35
36
37
charge air conditioning
surplus air inlet
inlet to turbocharger
charge air from mixer
38
39
44
45
46
47
outlet from sealing oil pump
fuel-rack position
inlet to prechamber
48
49
27
level in base frame
main bearings
Charging air system
30
31
32
33
inlet to cooler
outlet from cooler
jet assist system
outlet from TC filter/inlet to TC
compr.
Fuel oil system
40
41
42
43
inlet to engine
outlet from engine
leakage
inlet to filter
Nozzle cooling system
50
51
52
53
inlet to fuel valves
outlet from fuel valves
54
55
56
57
valve timing
injection timing
earth/diff. protection
58
59
oil splash
alternator load
Exhaust gas system
60
61
62
63
outlet from cylinder
outlet from turbocharger
inlet to turbocharger
combustion chamber
64
65
66
67
68
69
2015.11.27
MAN Diesel & Turbo
1687100-5.5
Page 3 (3)
Code identification for instruments
I 00 20 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L28/32S, L23/30DF, L23/30S, L21/31S, L27/38S, L16/24S
Compressed air system
70
71
72
73
inlet to engine
inlet to stop cylinder
inlet to balance arm unit
control air
74
75
76
77
inlet to reduction valve
microswitch for turning gear
inlet to turning gear
waste gate pressure
78
79
inlet to sealing oil system
84
85
86
87
engine stop
microswitch for overload
shutdown
ready to start
88
89
90
index - fuel injection pump
turbocharger speed
engine speed
95
96
97
98
voltage
switch for operating location
remote
alternator winding
99
100
101
102
common alarm
inlet to MDO cooler
outlet to MDO cooler
alternator cooling air
Load speed
80
81
82
83
overspeed air
overspeed
emergency stop
engine start
Miscellaneous
91
92
93
94
2015.11.27
natural gas - inlet to engine
oil mist detector
knocking sensor
cylinder lubricating
MAN Diesel & Turbo
1655279-1.1
Page 1 (10)
Symbols for piping
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
General
No
I 00 25 0
Symbol
Symbol designation
1. GENERAL CONVENTIONAL SYMBOLS
No
Symbol
Symbol designation
2.13
Blank flange
1.1
Pipe
2.14
Spectacle flange
1.2
Pipe with indication of direction flow
2.15
Orifice
1.3
Valves, gate valves, cocks and flaps
2.16
Orifice
1.4
Appliances
2.17
Loop expansion joint
1.5
Indicating and measuring instruments
2.18
Snap coupling
1.6
High-pressure pipe
2.19
Pneumatic flow
atmosphere
1.7
Tracing
1.8
Enclosure for several components
as-sembled in one unit
2. PIPES AND PIPE JOINTS
or
exhaust
to
3. VALVES, GATE VALVES, COCKS AND FLAPS
3.1
Valve, straight through
3.2
Valve, angle
2.1
Crossing pipes, not connected
3.3
Valve, three-way
2.2
Crossing pipes, connected
3.4
Non-return valve (flap), straight
2.3
Tee pipe
3.5
Non-return valve (flap), angle
2.4
Flexible pipe
3.6
Non-return valve
screw down
2.5
Expansion pipe (corrugated) general
3.7
Non-return valve (flap), angle, screw
down
2.6
Joint, screwed
3.8
Safety valve
2.7
Joint, flanged
3.9
Angle safety valve
2.8
Joint, sleeve
3.10
Self-closing valve
2.9
Joint, quick-releasing
3.11
Quick-opening valve
2.10
Expansion joint with gland
3.12
Quick-closing valve
2.11
Expansion pipe
3.13
Regulating valve
2.12
Cap nut
3.14
Ball valve (cock)
2015.11.17
(flap),
straight
MAN Diesel & Turbo
1655279-1.1
Page 2 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
No
Symbol
Symbol designation
No
Symbol
Symbol designation
3.15
Butterfly valve
3.37
3/2 spring return valve contr. by solenoid
3.16
Gate valve
3.38
Reducing valve (adjustable)
3.17
Double-seated changeover valve
3.39
On/off valve controlled by solenoid
and pilot directional valve and with
spring return
3.18
Suction valve chest
3.19
Suction valve chest with non-return
valves
4.1
Fan-operated
3.20
Double-seated changeover valve,
straight
4.2
Remote control
3.21
Double-seated changeover valve,
angle
4.3
Spring
3.22
Cock, straight through
4.4
Mass
3.23
Cock, angle
4.5
Float
3.24
Cock, three-way, L-port in plug
4.6
Piston
3.25
Cock, three-way, T-port in plug
4.7
Membrane
3.26
Cock, four-way, straight through in
plug
4.8
Electric motor
3.27
Cock with bottom connection
4.9
Electromagnetic
3.28
Cock, straight through, with bottom
conn.
4.10
Manual (at pneumatic valves)
3.29
Cock, angle, with bottom connection
4.11
Push button
3.30
Cock, three-way, with bottom connection
4.12
Spring
3.31
Thermostatic valve
4.13
Solenoid
3.32
Valve with test flange
4.14
Solenoid and pilot directional valve
3.33
3-way valve with remote control
(actuator)
4.15
By plunger or tracer
3.34
Non-return valve (air)
3.35
3/2 spring return valve, normally
closed
5.1
Mudbox
3.36
2/2 spring return valve, normally
closed
5.2
Filter or strainer
4. CONTROL AND REGULATION PARTS
5. APPLIANCES
2015.11.17
MAN Diesel & Turbo
1655279-1.1
Page 3 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
No
Symbol
Symbol designation
No
Symbol
Symbol designation
5.3
Magnetic filter
5.4
Separator
6.1
Funnel / waste tray
5.5
Steam trap
6.2
Drain
5.6
Centrifugal pump
6.3
Waste tray
5.7
Gear or screw pump
6.4
Waste tray with plug
5.8
Hand pump (bucket)
6.5
Turbocharger
5.9
Ejector
6.6
Fuel oil pump
5.10
Various accessories (text to be
added)
6.7
Bearing
5.11
Piston pump
6.8
Water jacket
5.12
Heat exchanger
6.9
Overspeed device
5.13
Electric preheater
7. READING INSTR. WITH ORDINARY DESIGNATIONS
5.14
Air filter
7.1
Sight flow indicator
5.15
Air filter with manual control
7.2
Observation glass
5.16
Air filter with automatic drain
7.3
Level indicator
5.17
Water trap with manual control
7.4
Distance level indicator
5.18
Air lubricator
7.5
Recorder
5.19
Silencer
5.20
Fixed capacity pneumatic motor
with direction of flow
5.21
Single acting cylinder with spring
returned
5.22
Double acting cylinder with spring
returned
5.23
Steam trap
2015.11.17
6. FITTINGS
MAN Diesel & Turbo
Symbols for piping
I 00 25 0
1655279-1.1
Page 4 (10)
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
List of Symbols
General
Pipe dimensions and piping signature
Pipe dimenesions
A : Welded or seamless steel pipes.
Normal
Diameter
DN
Outside
Diameter
mm
B : Seamless precision steel pipes or Cu-pipes.
Wall
Thickness
mm
Stated: Outside diameter and wall thickness i.e. 18 x 2
Piping
: Built-on engine/Gearbox
: Yard supply
Items connected by thick lines are built-on engine/ gearbox.
15
20
25
32
40
50
65
80
90
100
125
150
175
200
21.3
26.9
33.7
42.4
48.3
60.3
76.1
88.9
101.6
114.3
139.7
168.3
193.7
219.1
In accordance
with classification or other
rules
General
Pump, general
DIN 2481
Ballcock
Centrifugal pump
DIN 2481
Cock, three-way, L-port
Centrifugal pump with electric
motor
DIN 2481
Double-non-return valve
Gear pump
DIN 2481
Spectacle flange
DIN 2481
Screw pump
DIN 2481
Spectacle flange, open
DIN 2481
DIN 2481
Spectacle flange, closed
DIN 2481
Compressor
ISO 1219
Orifice
Heat exchanger
DIN 2481
Flexible pipe
Electric pre-heater
DIN 2481
Centrifuge
Screw
motor
pump
with
electric
DIN 74.253
DIN 28.004
2015.11.17
MAN Diesel & Turbo
1655279-1.1
Page 5 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
Heating coil
DIN 8972
Suction bell
Non-return valve
Air vent
Butterfly valve
Sight glass
Gate valve
Mudbox
Relief valve
Filter
Quick-closing valve
Filter with water trap
Self-closing valve
Typhon
Back pressure valve
Pressure reducing valve (air)
Shut off valve
Oil trap
Thermostatic valve
Accumulator
Pneumatic operated valve
Pressure reducing valve with
pressure gauge
DIN 28.004
ISO 1219
DIN 74.253
ISO 1219
DIN 28.004
General
Specification of letter code for measuring devices
2015.11.17
MAN Diesel & Turbo
I 00 25 0
Symbols for piping
1655279-1.1
Page 6 (10)
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
1st letter
Following letters
D : Density
E : Electric
F : Flow
L : Level
M ; Moisture
P : Pressure
S : Speed
T : Temperature
V : Viscosity
Z : Position
A : Alarm
D : Difference
E : Transducer
H : High
I : Indicating
L : Low
N : Closed
O : Open
S : Switching, shut down
T : Transmitter
X : Failure
C : Controlling
Z : Emergency/safety acting
(ISO 3511/I-1977(E))
The presence of a measuring device on a schematic diagram does not necessarily indicate that the device is included in our scope of supply.
For each plant. The total extent of our supply will be stated
formally.
General
Specification of ID-no code for measuring signals/devices
1st digit
2nd digit
Refers to the main system to which the signal is related.
Refers to the auxillary system to which the signal is related.
1xxx : Engine
x0xx : LT cooling water
2xxx : Gearbox
x1xx : HT cooling water
3xxx : Propeller equipment
x2xx : Oil systems (lub. oil, cooling oil, clutch oil, servo
oil)
4xxx : Automation equipment
x3xx : Air systems (starting air, control air, charging air)
5xxx : Other equipment, not related to the propulsion x4xx : Fuel systems (fuel injection, fuel oil)
plant
x5xx :
x6xx : Exhaust gas system
x7xx : Power control systems (start, stop, clutch, speed,
pitch)
x8xx : Sea water
x9xx : Miscellaneous (shaft, stern tube, sealing)
The last two digits are numeric ID for devices referring to the same main and aux. system.
Where dublicated measurements are carried out, i.e. multiple similar devices are measuring the same parameter,
the ID specification is followed by a letter (A, B, ...etc.), in order to be able to separate the signals from each other.
2015.11.17
MAN Diesel & Turbo
1655279-1.1
Page 7 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
Basic symbols for piping
2237
Spring operated safety
valve
2238
Mass operated Safety
valve
2228
Spring actuator
2284
Float actuator
2229
Mass
2231
Membrane actuator
2230
Piston actuator
2232
Fluid actuator
2223
Solenoid actuator
2234
Electric motor actuator
2235
Hand operated
Basic Symbol
Valves
584
585
584: Valve general
585: Valve with continuous regulation
593: Valve with safety function
588:Straight-way valve
592: Straight-way valve with continuous regulation
590:Angle valve
591: Three-way valve
604: Straight-way non return valve
605: Angle non-return valve
579: Non-return valve, ball type
I - bored
L - bored
2015.11.17
593
588
592
590
591
604
605
579
MAN Diesel & Turbo
1655279-1.1
Page 8 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
T - bored
2237
Spring
operated
safety valve
2238
Mass
operated
Safety valve
2228
Spring actuator
2284
Float actuator
2229
Mass
2231
Membrane actuator
2230
Piston actuator
2232
Fluid actuator
2223
Solenoid actuator
2234
Electric motor actuator
2235
Hand operated
Basic Symbol
Valves
594
595
586
587
599
600
601
602
607
608
606
594: Straight-way reduction valve
595: Angle reduction valve
586: Gate valve
587: Gate valve with continuous regulation
599: Straight-way cock
600: Angle cock
601: Three-way cock
602: Four-way cock
607: Butterfly valve
608: Butterfly valve with continuous regulation
606: Non-return valve, flap type
No
Symbol
Symbol designation
Miscellaneous
582
Funnel
581
Atomizer
No
Symbol
Symbol designation
972
Pipe threaded connection
xxx
Blind
Tanks
2015.11.17
MAN Diesel & Turbo
1655279-1.1
Page 9 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
583
Air venting
631
Tank with domed ends
6.25
Air venting to the outside
771
Tank with conical ends
299
Normal opening/ closing speed
yyy
Electrical insert heater
300
Quick opening/ closing speed
613
Orifice with diffuser
8.03
Electrical preheater
612
Orifice
8.08
Heat exchanger
611
Sight glass
792
Nest of pipes with bends
615
Silencer
798
Plate heat exchanger
617
Berst membrane
629
Condensate relief
761
Separator
580
Reducer
764
Disc separator
589
Measuring point for thermo element Filters
1298
Air relief valve
Couplings/ Flanges
Heat exchanger
Separators
669
Air filter
671
Fluid filter
167
Coupling
955
Flanged connection
16.03
Cooling tower
971
Clamped connection
16.06
Radiator cooler
Symbol designation
No
No
Symbol
Chimney
838
4.1
2015.11.17
Symbol
Symbol designation
Pumps
Chimney
708
Centrifugal pump
697
Piston pump
Expansion bellow
704
Piston pump - radial
Expansion pipe
700
Membrane pump
Expansion joints
2285
Coolers
MAN Diesel & Turbo
1655279-1.1
Page 10 (10)
Symbols for piping
I 00 25 0
L28/32DF, L27/38, V28/32S, V28/32H, L28/32S, L28/32H, L23/30DF, L23/30S,
L23/30H, L21/31S, L21/31, L16/24S, L16/24, L27/38S
4.1.1.1
Loop expansion joint
702
Gear pump
4.1.1.2
Lyra expansion joint
705
Screw pump
4.1.1.3
Lens expansion joint
706
Mono pump
4.1.1.4
Expansion bellow
703
Hand vane pump
4.1.1.5
Steel tube
4.1.1.6
Expansion joint with gland
Compressors
Motors
13.14
Electrical motor AC
13.14
Electrical motor AC
716
Piston compressor
13.14
Electrical motor AC
725
Turbo axial compressor
13.15
Electrical motor DC
726
Turbo dial compressor
13.15
Electrical motor DC
720
Roots compressor
13.15
Electrical motor DC
722
Screw compressors
13.15
Electrical motor DC
13.15
Electrical motor DC
Electrical motor DC
Ventilators
637
Fan general
13.15
638
Fan - radial
632
Turbine
639
Fan - axial
633
Piston engine
2015.11.17
MAN Diesel & Turbo
D 10 General
information
Page 1 (1)
2016-10-27 - en
D 10 General information
MAN Diesel & Turbo
3700427-2.0
Page 1 (2)
List of capacities
D 10 05 0
L23/30DF
720/750 rpm
Reference condition: Tropic
Air temperature
LT water temperature inlet engine (from system)
Air pressure
Relative humidity
°C
°C
bar
%
45
36
1
50
Temperature basis 2)
Setpoint HT cooling water engibe outlet
°C
Setpoint lube oil inlet engine
°C
82°C
(engine equipped with HT thermostatic valve)
60°C (SAE30), 66°C (SAE40)
Number of cylinders
Engine output
Speed
Heat to be dissipated 1)
Cooling water (CW) cylinder
Charge air cooler; cooling water HT
(1 stage cooler: no HT-stage)
Charge air cooler; cooling water LT
Lube oil (LO) cooler
Heat radiation engine
Air data
Charge air temp. at charge air cooler outlet, max.
Air flow rate
Charge air pressure
Air required to dissipate heat radiation (eng.)
(t2-t1=10°C)
Exhaust gas data
Volume flow (temperature turbocharger outlet)
Mass flow
Temperature at turbine outlet
Heat content (190°C)
Permissible exhaust back pressure
kW
rpm
5
710/740
720/750
6
852/888
720/750
7
994/1036
720/750
8
1136/1184
720/750
kW
190/195
230/235
270/276
310/317
kW
kW
kW
kW
299/327
71/72
30
356/390
86/86
36
413/452
101/102
42
470/514
116/117
48
°C
m3/h 4)
kg/kWh
bar
55
4792/4994
7.39
3.08
55
5750/5993
7.39
3.08
55
6708/6992
7.39
3.08
55
7667/7991
7.39
3.08
m3/h
9756
11708
13659
15610
m3/h 6)
t/h
°C
kW
mbar
9516/9918
5.4/5.6
342
244/254
< 30
m3/h
m3/h
m3/h
36
55
16
36
55
16
36
55
20
36
55
20
m3/h
m3/h
m3/h
0.52
0.25
0.53
0.62
0.31
0.63
0.73
0.36
0.74
0.83
0.41
0.84
m3/h
35
42
48
55
m3/h
m3/h
m3/h
20
35
14
24
42
15
28
48
16
32
55
17
Nm3
2.0
2.0
2.0
2.0
5)
Pumps 3)
Engine driven pumps
HT cooling water pump (1-2.5 bar)
LT cooling water pump (1-2.5 bar)
Lube oil (3-5 bar)
External pumps 7)
Diesel oil pump (4 bar at fuel oil inlet A1)
Fuel oil supply pump 8) (4 bar discharge pressure)
Fuel oil circulating pump (8 bar at fuel oil inlet A1)
Cooling water pumps for
"Internal cooling water system 1"
+ LT cooling water pump (1-2.5 bar)
Cooling water pumps for
"Internal cooling water system 2"
HT cooling water pump (1-2.5 bar)
+ LT cooling water pump (1-2.5 bar)
Lube oil pump (3-5 bar)
Starting air system
Air consumption per start
2016.01.06 - 720/750 rpm, Capacities is for guidance only - test ongoing.
Contact MAN Diesel & Turbo for present result
11419/11902 13323/13885 15226/15869
6.5/6.7
7.5/7.9
8.6/9.0
342
342
342
293/305
341/356
390/407
< 30
< 30
< 30
MAN Diesel & Turbo
D 10 05 0
List of capacities
3700427-2.0
Page 2 (2)
L23/30DF
Remarks to capacities
1)
2)
3)
4)
5)
6)
7)
8)
HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
Tolerance: + 10% for rating coolers, - 15% for heat recovery.
Basic values for layout of the coolers.
Under above mentioned reference conditions.
Tolerance: quantity +/- 5%, temperature +/- 20°C.
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Tolerance of the pumps' delivery capacities must be considered by the manufactures.
2016.01.06 - 720/750 rpm, Capacities is for guidance only - test ongoing.
Contact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700428-4.0
Page 1 (2)
List of capacities
D 10 05 0
L23/30DF
900 rpm
Reference condition: Tropic
Air temperature
LT-water temperature inlet engine (from system)
Air pressure
Relative humidity
°C
°C
bar
%
45
36
1
50
Temperature basis 2)
Setpoint HT cooling water engine outlet
°C
Setpoint lube oil inlet engine
°C
82°C
(engine equipped with HT thermostatic valve)
60° (SAE30), 66°C (SAE40)
Number of cylinders
Engine output
Speed
kW
rpm
6
1050
900
7
1225
900
8
1400
900
kW
265
311
357
kW
kW
kW
kW
441
126
35
512
148
41
581
170
47
Charge air pressure
Air required to dissipate heat radiation (eng.) (t2-t1=10°C)
°C
m3/h 4)
kg/kWh
bar
m3/h
55
7355
7.67
3.1
11383
55
8581
7.67
3.1
13334
55
9806
7.67
3.1
15285
Exhaust gas data 5)
Volume flow (temperature turbocharger outlet)
Mass flow
Temperature at turbine outlet
Heat content (190°C)
Permissible exhaust back pressure
m3/h 6)
t/h
°C
kW
mbar
15280
8.3
371
447
< 30
17826
9.6
371
521
< 30
20373
11.0
371
595
< 30
m3/h
m3/h
m3/h
45
69
20
45
69
20
45
69
20
m3/h
m3/h
m3/h
0.74
0.36
0.75
0.87
0.43
0.88
0.99
0.49
1.01
m3/h
52
61
70
m3/h
m3/h
m3/h
30
52
17
35
61
18
40
70
19
Nm3
2.0
2.0
2.0
Heat to be dissipated 1)
Cooling water (CW) Cylinder
Charge air cooler; cooling water HT
1 stage cooler: no HT-stage
Charge air cooler; cooling water LT
Lube oil (LO) cooler
Heat radiation engine
Air data
Temp. of charge air at charge air cooler outlet, max.
Air flow rate
Pumps 3)
Engine driven pumps
HT cooling water pump (1-2.5 bar)
LT cooling water pump (1-2.5 bar)
Lube oil (3-5 bar)
External pumps 7)
Diesel oil pump (4 bar at fuel oil inlet A1)
Fuel oil supply pump 8) (4 bar discharge pressure)
Fuel oil circulating pump (8 bar at fuel oil inlet A1)
Cooling water pumps for
"Internal cooling water system 1"
LT cooling water pump (1-2.5 bar)
Cooling water pumps for
"Internal cooling water system 2"
HT cooling water pump (1-2.5 bar)
LT cooling water pump (1-2.5 bar)
Lube oil pump (3-5 bar)
Starting air system
Air consumption per start
2016.01.06 - 900 rpm, Capacities is for guidance only - test ongoing. Contact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
D 10 05 0
List of capacities
3700428-4.0
Page 2 (2)
L23/30DF
Remarks to capacities
1)
2)
3)
4)
5)
6)
7)
8)
HT cooling water flows first through HT stage charge air cooler, then through water jacket and cylinder head, water
temperature outlet engine regulated by mechanical thermostat.
LT cooling water flows first through LT stage charge air cooler, then through lube oil cooler, water temperature
outlet engine regulated by mechanical thermostat.
Tolerance: + 10% for rating coolers, - 15% for heat recovery.
Basic values for layout of the coolers.
Under above mentioned reference conditions.
Tolerance: quantity +/- 5%, temperature +/- 20°C.
Under below mentioned temperature at turbine outlet and pressure according above mentioned reference conditions.
Tolerance of the pumps' delivery capacities must be considered by the manufactures.
2016.01.06 - 900 rpm, Capacities is for guidance only - test ongoing. Contact MAN Diesel & Turbo for present result
MAN Diesel & Turbo
3700395-8.2
Page 1 (2)
Vibration limits and measurements
D 10 24 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L23/30DF
GenSet
Measurement
point
Description
Limit
Measurement
point
Description
Limit
Measurement
point
1
TC fore
18
5
Aft
alternator
bearing
18
9
2
Governor/TC
aft
18
6
Alternator
cooler
10
3
Front support
18
7
Intermediate
bearing
11
4
Aft support
18
8
Alternator foot
See
below *
Engine: VDI 2063T
Alternator: ISO 8528-9, DIN 6280-11
Note: All measurements are specified as mm/s r.m.s.
Description
Limit
Alternator foot
See
below *
12
Value 1
Value 2
P ≤ 1250 kVA
20
24
P >1250 kVA
18
22
* Alternator
Value 1 or 2 are depending on alternator make
Date
Running
Hours
Load
%
Vertical (z)
1
2
3
4
5
6
7
8
100
Crosswise (y)
100
Longitudinal (x)
100
2016.02.22
9
10 11 12
MAN Diesel & Turbo
3700395-8.2
Page 2 (2)
Vibration limits and measurements
D 10 24 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L28/32S-DF, L23/30DF
Turbocharger
Vibration acceleration measuring point, see the project guide for turbocharger.
Turbocharger
type
Recommendation
Meas.
pt. (1)
f (Hz)
mm/s
Contact engine builder
Meas.
pt. (2)
g
mm/s
Meas.
pt. (4)
g
mm/s
Meas.
pt. (1)
g
Meas.
pt. (2)
mm/s
g
mm/s
Meas.
pt. (4)
g
mm/s
g
TCR10
2.9
2.2
2.9
6.4
3.2
5.8
TCR12
2.6
2.0
2.6
5.8
2.9
5.2
TCR14
2.0
1.6
2.0
4.5
2.2
4.0
TCR16 3-300
45
1.7
35
1.4
45
1.7
3.8
100
1.9
50
90
3.5
TCR18
1.4
1.1
1.4
3.2
1.6
2.9
TCR20
1.2
0.9
1.2
2.6
1.3
2.3
TCR22
0.9
0.7
0.9
1.9
1.0
1.7
Turbocharger vibration limit values - measuring point
Date
Shop test
Running
Hours
Load
%
Vertical (z)
1
2
3
4
5
6
7
8
9
10 11 12
100
Crosswise (y)
100
Longitudinal (x)
100
2016.02.22
MAN Diesel & Turbo
1609510-3.5
Page 1 (1)
General
Description of sound measurements
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF, L23/30DF, L28/32S
Purpose
This should be seen as an easily comprehensible
sound analysis of MAN GenSets. These measurements can be used in the project phase as a basis
for decisions concerning damping and isolation in
buildings, engine rooms and around exhaust systems.
Measuring equipment
All measurements have been made with Precision
Sound Level Meters according to standard IEC
Publication 651or 804, type 1 – with 1/1 or 1/3
octave filters according to standard IEC Publication
225. Used sound calibrators are according to
standard IEC Publication 942, class 1.
Definitions
Sound measuring "on-site"
The Sound Power Level can be directly applied to
on-site conditions. It does not, however, necessarily
result in the same Sound Pressure Level as measured on test bed.
Normally the Sound Pressure Level on-site is 3-5
dB higher than the given surface Sound Pressure
Level (Lpf) measured at test bed. However, it
depends strongly on the acoustical properties of the
actual engine room.
Standards
Determination of Sound Power from Sound Pressure measurements will normally be carried out
according to:
ISO 3744 (Measuring method, instruments, background noise, no of microphone positions etc) and
ISO 3746 (Accuracy due to criterion for suitability of
test environment, K2>2 dB).
Sound Pressure Level: LP = 20 x log P/P0 [dB ]
where P is the RMS value of sound pressure in pascals, and P0 is 20 μPa for measurement in air.
Sound Power Level: LW = 10 x log P/P0 [dB]
where P is the RMS value of sound power in watts,
and P0 is 1 pW.
Measuring conditions
All measurements are carried out in one of MAN
Diesel & Turbo's test bed facilities.
During measurements, the exhaust gas is led outside the test bed through a silencer. The GenSet is
placed on a resilient bed with generator and engine
on a common base frame.
Sound Power is normally determined from Sound
Pressure measurements.
New measurement of exhaust sound is carried out
at the test bed, unsilenced, directly after turbocharger, with a probe microphone inside the
exhaust pipe.
Previously used method for measuring exhaust
sound are DS/ISO 2923 and DIN 45635, here is
measured on unsilenced exhaust sound, one meter
from the opening of the exhaust pipe, see fig.1.
2016.02.22
D 10 25 0
Figure 1: .
MAN Diesel & Turbo
1671754-6.2
Page 1 (1)
Introduction
Description of structure-borne noise
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S-DF, L23/30DF, L28/32S
This paper describes typical structure-borne noise
levels from standard resiliently mounted MAN GenSets. The levels can be used in the project phase
as a reasonable basis for decisions concerning
damping and insulation in buildings, engine rooms
and surroundings in order to avoid noise and vibration problems.
References
References and guidelines according to ISO 9611
and ISO 11689.
Operating condition
Levels are valid for standard resilient mounted GenSets on flexible rubber support of 55° sh (A) on relatively stiff and well-supported foundations.
Frequency range
The levels are valid in the frequency range 31.5 Hz
to 4 kHz.
Figure 2: Structure-borne noise on resiliently mounted GenSets
2016.02.22
D 10 25 0
MAN Diesel & Turbo
1655210-7.3
Page 1 (2)
Exhaust gas components
D 10 28 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S,
L23/30S, L27/38S, L28/32S, V28/32H, V28/32S, L28/32S-DF, L23/30DF
Exhaust gas components of medium
speed four-stroke diesel engines
The exhaust gas is composed of numerous constituents which are formed either from the combustion
air, the fuel and lube oil used or which are chemical
reaction products formed during the combustion
process. Only some of these are to be considered
as harmful substances.
For the typical exhaust gas composition of a MAN
Diesel & Turbo four-stroke engine without any
exhaust gas treatment devices, please see tables
below (only for guidance). All engines produced currently fulfil IMO Tier II.
Carbon dioxide CO2
Carbon dioxide (CO2) is a product of combustion of
all fossil fuels.
Among all internal combustion engines the diesel
engine has the lowest specific CO2 emission based
on the same fuel quality, due to its superior efficiency.
Sulphur oxides SOX
Sulphur oxides (SOX) are formed by the combustion
of the sulphur contained in the fuel.
Among all propulsion systems the diesel process
results in the lowest specific SOx emission based
on the same fuel quality, due to its superior efficiency.
Nitrogen oxides NOX
The high temperatures prevailing in the combustion
chamber of an internal combustion engine causes
the chemical reaction of nitrogen (contained in the
combustion air as well as in some fuel grades) and
oxygen (contained in the combustion air) to nitrogen
oxides (NOX).
Carbon monoxide CO
Carbon monoxide (CO) is formed during incomplete
combustion.
In MAN Diesel & Turbo four-stroke diesel engines,
optimisation of mixture formation and turbocharging
process successfully reduces the CO content of the
exhaust gas to a very low level.
2016.02.22
Hydrocarbons HC
The hydrocarbons (HC) contained in the exhaust
gas are composed of a multitude of various organic
compounds as a result of incomplete combustion.
Due to the efficient combustion process, the HC
content of exhaust gas of MAN Diesel & Turbo fourstroke diesel engines is at a very low level.
Particulate matter PM
Particulate matter (PM) consists of soot (elemental
carbon) and ash.
MAN Diesel & Turbo
1655210-7.3
Page 2 (2)
Exhaust gas components
D 10 28 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L16/24S, L21/31S,
L23/30S, L27/38S, L28/32S, V28/32H, V28/32S, L28/32S-DF, L23/30DF
Main exhaust gas constituents
approx. [% by volume]
approx. [g/kWh]
Nitrogen N2
74.0 - 76.0
5,020 - 5,160
Oxygen O2
11.6 - 13.2
900 - 1,030
Carbon dioxide CO2
5.2 - 5.8
560 - 620
Steam H2O
5.9 - 8.6
260 - 370
0.9
75
> 99.75
7,000
approx. [% by volume]
approx. [g/kWh]
0.07
10.0
0.07 - 0.10
8.0 - 10.0
0.006 - 0.011
0.4 - 0.8
0.01 - 0.04
0.4 - 1.2
< 0.25
26
Inert gases Ar, Ne, He ...
Total
Additional gaseous exhaust gas constituents considered as pollutants
Sulphur oxides SOX1)
Nitrogen oxides NOX2)
Carbon monoxide CO
3)
Hydrocarbons HC4)
Total
Additional suspended exhaust gas approx. [mg/Nm3]
constituents, PM5)
approx. [g/kWh]
operating on
MGO
6)
operating on
HFO
7)
MGO
HFO7)
6)
Soot (elemental carbon)8)
50
50
0.3
0.3
Fuel ash
4
40
0.03
0.25
Lube oil ash
3
8
0.02
0.04
Note!
At rated power and without exhaust gas treatment.
1)
2)
3)
4)
5)
6)
7)
8)
SOX, according to ISO-8178 or US EPA method 6C, with a sulphur content in the fuel oil of 2.5% by weight.
NOX according to ISO-8178 or US EPA method 7E, total NOX emission calculated as NO2.
CO according to ISO-8178 or US EPA method 10.
HC according to ISO-8178 or US EPA method 25A.
PM according to VDI-2066, EN-13284, ISO-9096 or US EPA method 17; in-stack filtration.
Marine gas oil DM-A grade with an ash content of the fuel oil of 0.01% and an ash content of the lube oil of 1.5%.
Heavy fuel oil RM-B grade with an ash content of the fuel oil of 0.1% and an ash content of the lube oil of 4.0%.
Pure soot, without ash or any other particle-borne constituents.
2016.02.22
MAN Diesel & Turbo
3700270-0.0
Page 1 (1)
NOx emission
D 10 28 0
L23/30H, L23/30DF
Maximum allowed emission value NOx
IMO Tier II
Rated output
Rated speed
kW/cyl.
rpm
5L-8L : 130 kW/cyl.
720
5L-8L : 135 kW/cyl.
750
6L-8L : 160 kW/cyl.
900
NOX 2) 4) 5)
IMO TIER II cycle D2
g/kWh
9.26 3)
9.02 3)
8.53 3)
1)
Marine engines are guaranteed to meet the revised International Convention for the Prevention of Pollution from
Ships, “Revised MARPOL Annex VI (Regulations for the prevention of air pollution from ships), Regulation 13.4 (Tier
II)” as adopted by the International Maritime Organization (IMO).
2)
Cycle values as per ISO 8178-4: 2007, operating on ISO 8217 DM grade fuel (marine distillate fuel: MGO or MDO)
3)
Maximum allowed NOX emissions for marine diesel engines according to IMO Tier II:
130 ≤ n ≤ 2000 ➝ 44 * n -0,23 g/kWh (n = rated engine speed in rpm)
4)
Calculated as NO2:
D2:Test cycle for “Constant-speed auxiliary engine” application
5)
Contingent to a charge air cooling water temperature of max. 36°C at 25°C sea water temperature.
Note!
The engine´s certification for compliance with the NOX limits will be carried out during factory acceptance test, FAT as a
single or a group certification.
2016.01.06 - Tier II
MAN Diesel & Turbo
1607591-7.4
Page 1 (1)
Moment of inertia
D 10 30 0
L23/30H, L23/30DF
GenSet
No. of
cyl.
6
7
8
Generator
type
Max. cont.
rating
kW
Speed
rpm
DIDBN*
121k/10
780
DIDBN*
121i/8
Engine
Flywheel
kgm2
Generator
***
kgm2
kgm2
kgm2
720
37.4
273.5
132.0
442.9
810
750
37.4
273.5
94.0
404.9
LSA**
52B L9/8p
960
900
65.5
273.5
83.0
422.0
DIDBN*
131h/10
910
720
61.4
100.0
170.0
331.4
DIDBN*
121k/8
945
750
61.4
100.0
110.0
271.4
LSA**
54 VS4/8p
1120
900
47.9
111.3
120.0
279.2
DIDBN*
131i/10
1040
720
49.6
100.0
200.0
349.6
DIDBN*
131h/8
1080
750
49.6
100.0
152.0
301.6
LSA**
54 VS5/8p
1280
900
78.5
273.5
133.3
485.3
* Generator, make A. van Kaick
** Generator, make Leroy Somer
*** If other generator is chosen the values will change.
Moment of intertia : GD2 = J x 4 (kgm2)
2016.01.06
Moment of inertia (J)
Total
MAN Diesel & Turbo
1679798-5.2
Page 1 (1)
Inclination of engines
D 10 32 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF
Description
All engines are as standard designed for and
approved by leading classification societies to be in
accordance with IACS's demands for inclination of
ships, that means the following angles (°) of inclination.
Max. permissible angle of inclination [°] 1)
Athwartships α
Application
2)
α
Trim (static) 2)
Heel to each side
(static)
Rolling to each
side (dynamic)
L < 100 m
L > 100 m
Pitching
(dynamic)
15
22.5
5
500/L
7.5
GenSet/
Main engines
1)
Fore and aft β
Athwartships and fore and aft inclinations may occur simultaneously.
Depending on length L of the ship.
Athwartships
β
Fore and aft
Figure 3: Angle of inclination.
Note:
For higher requirements contact MAN Diesel & Turbo. Arrange engines always lengthwise of the ship.
2014.06.02
MAN Diesel & Turbo
1699985-1.1
Page 1 (1)
Green Passport
Green Passport
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L21/31S, L16/24S,
L23/30S, L23/30DF, L27/38S, L28/32S, V28/32H, V28/32S
In 2009 IMO adopted the „Hong Kong International
Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009“.
Until this convention enters into force the recommendatory guidelines “Resolution A.962(23)” (adopted 2003) apply. This resolution has been implemented by some classification societies as “Green
Passport”.
MAN Diesel & Turbo is able to provide a list of hazardous materials complying with the requirements
of the IMO Convention. This list is accepted by classification societies as a material declaration for
“Green Passport”.
This material declaration can be provided on
request.
2015.11.26
D 10 33 0
MAN Diesel & Turbo
3700425-9.0
Page 1 (2)
Overhaul recommendation, maintenance and expected
life time
D 10 35 0
L23/30DF
* After starting up and before loading engine.
** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is operated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare
parts are used.
2016.01.06 - 720/750 rpm
MAN Diesel & Turbo
D 10 35 0
Overhaul recommendation, maintenance and expected
life time
3700425-9.0
Page 2 (2)
L23/30DF
In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section
B 11 00 0.
In the Instruction Manual for GenSet, see Lub. Oil treatment and Fuel oil specification in section 504/604.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet.
2016.01.06 - 720/750 rpm
MAN Diesel & Turbo
3700426-0.0
Page 1 (2)
Overhaul recommendation, maintenance and expected
life time
D 10 35 0
L23/30DF
* After starting up and before loading engine.
** Time between overhauls: It is a precondition for the validity of the values stated above, that the engine is operated in accordance with our instructions and recommendations for cleaning of fuel and lub. oil and original spare
parts are used.
2016.01.06 - 900 rpm
MAN Diesel & Turbo
D 10 35 0
Overhaul recommendation, maintenance and expected
life time
3700426-0.0
Page 2 (2)
L23/30DF
In the Project Guide for GenSet, see Lub. Oil treatment, in section B 12 00 0 and Fuel oil specification in section
B 11 00 0.
In the Instruction Manual for GenSet, see Lub. Oil treatment and Fuel oil specification in section 504/604.
3) See working card for fuel injection valve in the instruction manual, section 514/614 for GenSet.
2016.01.06 - 900 rpm
MAN Diesel & Turbo
B 10 Basic diesel
engine
Page 1 (1)
2016-10-27 - en
B 10 Basic diesel engine
MAN Diesel & Turbo
3700361-1.0
Page 1 (3)
Power, outputs, speed
B 10 01 1
L23/30DF
Engine ratings
Engine type
No of cylinders
1)
720 rpm
750 rpm
900 rpm
720 rpm
Available turning
direction
750 rpm
Available turning
direction
900 rpm
Available turning
direction
kW
CW 1)
kW
CW 1)
kW
CW 1)
5L23/30DF
625
Yes
625
Yes
–
–
6L23/30DF
750
Yes
750
Yes
900
Yes
7L23/30DF
875
Yes
875
Yes
1050
Yes
8L23/30DF
1000
Yes
1000
Yes
1200
Yes
CW clockwise
Table 1: Engine ratings for emission standard.
Definition of engine ratings
General definition of diesel engine rating (acccording to ISO 15550: 2002; ISO 3046-1: 2002)
Reference conditions:
ISO 3046-1: 2002; ISO 15550: 2002
Air temperature Tr
K/°C
298/25
Air pressure pr
kPa
100
%
30
K/°C
298/25
Relative humidity Φr
Cooling water temperature upstream charge air cooler Tcr
Table 2: Standard reference conditions.
2014.05.19
MAN Diesel & Turbo
3700361-1.0
Page 2 (3)
Power, outputs, speed
B 10 01 1
L23/30DF
Available outputs
PApplication
Available output
in percentage
from ISOStandard-Output
Kind of application
Remarks
Fuel stop power
(Blocking)
Max. allowed
speed reduction
at maximum
torque 1)
Tropic
conditions
tr/tcr/pr=100 kPa
(%)
(%)
(%)
(°C)
100
110
–
45/38
2)
–
45/38
2)
Electricity generation
Auxiliary engines in ships
Marine main engines (with mechanical or diesel electric drive)
Main drive generator
100
110
Maximum torque given by available output and nominal speed.
According to DIN ISO 8528-1 overload > 100% is permissible only for a short time to compensate frequency deviations.
This additional engine output must not be used for the supply of electric consumers.
1)
2)
tr – Air temperature at compressor inlet of turbocharger.
tcr – Cooling water temperature before charge air cooler
pr – Barometric pressure.
Table 3: Available outputs / related reference conditions.
POperating: Available output under local conditions and dependent on application.
Dependent on local conditions or special application demands, a further load reduction of PApplication, ISO might be
needed.
De-rating
1) No de-rating due to ambient conditions is needed as long as following conditions are not
exceeded:
Air temperature before turbocharger Tx
Ambient pressure
Cooling water temperature inlet charge air cooler (LT-stage)
No de-rating up to stated
reference conditions
(Tropic)
Special calculation needed
if following values are
exceeded
≤ 318 K (45 °C)
333 K (60 °C)
≥ 100 kPa (1 bar)
90 kPa
≤ 311 K (38 °C)
316 K (43 °C)
Intake pressure before compressor
≥ -20 mbar
Exhaust gas back pressure after turbocharger
≤ 30 mbar 1)
1)
1)
-40 mbar 1)
60 mbar 1)
Overpressure
Table 4: De-rating – Limits of ambient conditions.
2014.05.19
MAN Diesel & Turbo
3700361-1.0
Page 3 (3)
Power, outputs, speed
B 10 01 1
L23/30DF
2) De-rating due to ambient conditions and negative intake pressure before compressor or
exhaust gas back pressure after turbocharger.
a Correction factor for ambient conditions
Tx Air temperature before turbocharger [K] being
considered (Tx = 273 + tx)
U Increased negative intake pressure before
compressor leeds to a de-rating, calculated
as increased air temperature before turbocharger
U = (-20mbar – pAir before compressor [mbar]) x 0.25K/
mbar
with U ≥ 0
O Increased exhaust gas back pressure after
turbocharger leads to a de-rating, calculated
as increased air temperature before turbocharger:
O = (PExhaust
mbar
after turbine
[mbar] – 30mbar) x 0.25K/
with O ≥ 0
Tcx Cooling water temperature inlet charge air
cooler (LT-stage) [K] being considered (Tcx =
273 + tcx)
T Temperature in Kelvin [K]
t Temperature in degree Celsius [°C]
3) De-rating due to special conditions or
demands. Please contact MAN Diesel & Turbo,
if:
▪ limits of ambient conditions mentioned in "Table
4 De-rating – Limits of ambient conditions" are
exceeded
▪ higher requirements for the emission level exist
▪ special requirements of the plant for heat recovery exist
▪ special requirements on media temperatures of
the engine exist
2014.05.19
▪ any requirements of MAN Diesel & Turbo mentioned in the Project Guide can not be kept
MAN Diesel & Turbo
3700399-5.0
Page 1 (5)
General description
B 10 01 1
L23/30DF
General
The engine is a turbocharged, single-acting, fourstroke diesel engine of the trunk piston type with a
cylinder bore of 225 mm and a stroke of 300 mm,
the crankshaft speed is 720, 750 or 900 rpm.
The engine can be delivered as an in-line engine
with 5 to 8 cylinders.
Engine frame
The engine frame which is made of cast iron is a
monobloc design incorporating the cylinder bloc,
the crankcase and the supporting flanges.
The charge air receiver, the cooling water jackets
and the housing for the camshaft and drive are also
integral parts of this one-piece casting.
The main bearings for the underslung crankshaft
are carried in heavy supports in the frame plating
and are secured by bearing caps. To ensure strong
and sturdy bedding of the caps, these are provided
with side guides and held in place by means of
studs with hydraulically tightened nuts. The main
bearings are equipped with replaceable shells which
are fitted without scraping.
The crankshaft guide bearing is located at the flywheel end of the engine.
running of the engine. Sealing for the cooling water
is obtained by means of rubber rings which are fitted in grooves machined in the liner.
Cooling water is supplied at the bottom of the cooling water space between the liner and the engine
frame and leaves through bores in the top of the
frame to the cooling water jacket.
Cylinder head
The cylinder head is of cast iron, made in one piece.
It has a central bore for the fuel injection valve and
bores for two exhaust valves, two inlet valves, indicator valve and cooling water.
The cylinder head is tightened by means of 4 nuts
and 4 studs, which are screwed into the engine
frame. The nuts are tightened by means of hydraulic
jacks.
The cylinder head has a screwed-on coaming
which encloses the valves. The coaming is closed
with a top cover and thus provides an oil tight
enclosure for the valve gear.
Air inlet and exhaust valves
The inlet and exhaust valve spindles are different.
The valves are made of heat-resistant material.
Hard metal is welded on to the valve spindle seats.
On the sides of the frame there are covers for
access to the camshaft, the charge air receiver and
crankcase. Some of the covers are fitted with relief
valves which will act, if oil vapours in the crankcase
should be ignited, for instance in the event of a hot
bearing.
The valve spindles are fitted with valve rotators
which turn the spindles a little each time the valves
open.
Base frame
The valve seat rings for inlet and exhaust valves are
different due to dual fuel running.
The engine and alternator are mounted on a common base frame. The rigid base frame construction
can be embedded directly on the engine seating or
flexibly mounted.
The engine part of the base frame acts as lubricating oil reservoir.
Cylinder liner
The cylinder liner is made of fine grained, pearlite
cast iron and fitted in a bore in the engine frame.
The liner is clamped by the cylinder head and is guided by a bore at the bottom of the cooling water
space of the engine frame. The liner can thus
expand freely downwards when heated during the
2015.05.07
The cylinder head is equipped with replaceable seat
rings for inlet and exhaust valves.
The seat rings are made of heat-resistant steel,
hardened on the seating surface and water cooled
in order to assure low valve temperature and
increased overhaul intervals.
Valve actuating gear
The rocker arms are actuated through rollers, roller
guides and push rods. The roller guides for fuel
pump and for inlet and exhaust valves are mounted
in one common housing for each cylinder. This
housing is bolted to the engine frame.
Each rocker arm activates two spindles through a
spring-loaded valve bridge with thrust screws and
adjusting screws for valve clearance.
MAN Diesel & Turbo
B 10 01 1
General description
3700399-5.0
Page 2 (5)
L23/30DF
The valve actuating gear is pressure-feed lubricated
from the centralized lubricating system of the
engine. A non-return valve blocks the oil inlet to the
rocker arms during prelubricating.
Fuel injection system
The engine is provided with one fuel injection pump,
an injection valve, and a high pressure pipe for each
cylinder.
The injection pump is mounted on the valve gear
housing by means of two screws. The pump consists of a pump housing, a centrally placed pump
barrel and a plunger. The pump is activated by the
fuel cam, and the volume injected is controlled by
turning the plunger.
Nitrogen purging system
In the end of the gas pipe installed on all cylinder
heads, is installed a nitrogen purging valve, which
will open to purge the gas pipe’s/part’s if a gas
leakage should appear.
Piston
The piston, which is oil-cooled and of the composite type, has a body made of nodular cast iron and
a crown made of forged deformation resistant steel.
It is fitted with 3compression rings and 1 oil scraper
ring in hardened ring grooves.
The fuel injection valve is located in a valve sleeve in
the center of the cylinder head. The opening of the
valve is controlled by the fuel oil pressure, and the
valve is closed by a spring.
The high pressure pipe which is led through a bore
in the cylinder head is surrounded by a shielding
tube.
The shielding tube has two holes in order to ensure
that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
and pipe.
The complete injection equipment inclusive injection
pumps, high pressure and low pressure pipes is
well enclosed behind removable covers.
Figure 4: Piston
Gas injection equipment
By the use of compression rings with different barrelshaped profiles and chrome-plated running surfaces, the piston ring pack is optimized for maximum
sealing effect and minimum wear rate.
Each Cylinder unit has its own injection equipment,
comprising injection valve “SOGAV valve” , casted
gas valve housing and injection pipe.
The gas supply parts and gas valve housing is
made as double walled parts, which mean that the
gas carrying pipes/parts has a pipe outside to catch
the gas if a leakage should appear.
The double walled pipe’s/part’s is connected to a
suction fan which are venting the room between
inner pipe and outer pipe, and a gas detector is
mounted in the suction system to see if gas is
present.
If gas is present the gas will be shut off and the
nitrogen purging system will purge all the gas
equipment.
The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transfer, and thus the cooling effect, is based on the
shaker effect arising during the piston movement.
The cooling medium is oil from the engine's lubricating oil system.
Oil is supplied to the cooling oil space through
channels from the oil grooves in the piston pin
bosses. Oil is drained from the cooling oil space
through ducts situated diametrically to the inlet
channels.
The piston pin is fully floating and kept in position in
the axial direction by two circlips.
The quantity injected into each cylinder is regulated
by the electrical system SACOS.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
Page 3 (5)
General description
B 10 01 1
L23/30DF
Camshaft and camshaft drive
Connecting rod
The connecting rod is die-forged. The big-end has
an inclined joint in order to facilitate the piston and
connecting rod assembly to be withdrawn up
through the cylinder liner. The joint faces on connecting rod and bearing cap are serrated to ensure
precise location and to prevent relative movement
of the parts.
The connecting rod has bored channels for supply
of oil from the big-end to the small-end.
The big-end bearing is of the trimetal type coated
with a running layer.
The bearing shells are of the precision type and are
therefore to be fitted without scraping or any other
kind of adaption.
The small-end bearing is of trimetal type and is
pressed into the connecting rod. The bush is equipped with an inner circumferential groove, and a
pocket for distribution of oil in the bush itself and for
supply of oil to the pin bosses.
Crankshaft and main bearings
The crankshaft, which is a one-piece forging, is suspended in underslung bearings. The main bearings
are of the trimetal type, which are coated with a
running layer. To attain a suitable bearing pressure
and vibration level the crankshaft is provided with
counterweights, which are attached to the crankshaft by means of two screws.
At the flywheel end the crankshaft is fitted with a
gear wheel which through an intermediate wheel
drives the camshaft.
The inlet and exhaust valves as well as the fuel
pumps of the engine are actuated by a camshaft.
The camshaft is placed in the engine frame at the
control side (left side, seen from the flywheel end).
The camshaft is driven by a gear wheel on the
crankshaft through an intermediate wheel, and
rotates at a speed which is half of that of the crankshaft.
The camshaft is located in bearing bushes which
are fitted in bores in the engine frame. Each bearing
is replaceable and locked in position in the engine
frame by means of a locking screw.
A guidering mounted at the flywheel end guides the
camshaft in the longitudinal direction.
Each section is equipped with fixed cams for operation of fuel pump, air inlet valve and exhaust valve.
The foremost section is equipped with a splined
shaft coupling for driving the fuel oil feed pump (if
mounted). The gear wheel for driving the camshaft
as well as a gear wheel connection for the governor
drive are screwed on to the aftmost section.
The lubricating oil pipes for the gear wheels are
equipped with nozzles which are adjusted to apply
the oil at the points where the gear wheels are in
mesh.
Governor
The engine speed is controlled by an electric governor.
Monitoring and control system
Also fitted here is a coupling flange for connection
of a generator. At the opposite end (front end) there
is a claw-type coupling for the lub. oil pump or a
flexible gear wheel connection for lub. oil and water
pumps.
All media systems are equipped with thermometers
and manometers for local reading and for the most
essential pressures the manometers are together
with tachometers centralized in an engine-mounted
instruments panel.
Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From the
main bearings the oil passes through bores in the
crankshaft to the big-end bearings and hence
through channels in the connecting rods to lubricate
the piston pins and cool the pistons.
The engine has as standard shutdown functions for
lubricating oil pressure low, cooling water temperature high and for overspeed.
2015.05.07
The number of and type of parameters to have
alarm function are chosen in accordance with the
requirements from the classification societies.
MAN Diesel & Turbo
B 10 01 1
General description
3700399-5.0
Page 4 (5)
L23/30DF
Turbocharger system
The turbocharger system of the engine, which is a
constant pressure system, consists of an exhaust
gas receiver, a turbocharger, a charging air cooler
and a charging air receiver, the latter being intergrated in the engine frame.
The turbine wheel of the turbocharger is driven by
the engine exhaust gas, and the turbine wheel
drives the turbocharger compressor, which is
mounted on the common shaft. The compressor
draws air from the engine room, through the air filters.
The turbocharger presses the air through the charging air cooler to the charging air receiver. From the
charging air receiver, the air flows to each cylinder,
through the inlet valves.
The charging air cooler is a compact tube-type
cooler with a large cooling surface. The cooling
water is passed twice through the cooler, the end
covers being designed with partitions which cause
the cooling water to turn.
The cooling water tubes are fixed to the tube plates
by expansion.
The compressed air system comprises a main starting valve, an air strainer, a remote controlled starting valve and an emergency starting valve which will
make it possible to start the engine in case of a
power failure.
Fuel oil system
The built-on fuel oil system consists of the fuel oil filter and the fuel injection system.
The fuel oil filter is a duplex filter. The filter is equipped with a three-way cock for single or double
operation of the filters.
Fuel oil leakage is led to a leakage alarm which is
heated by means of fuel return oil.
The fuel leak oil can be reused and led to the fuel oil
tank as it not are mixed with the waste oil.
As mentioned above the waste oil is separated from
leak oil, and led to the waste oil tank.
Internal nozzle cooling system
The nozzles of the injection valves on the engines
are temperature controlled by means of a circuit
containing the engines lubricating oil as media.
From the exhaust valves, the exhaust is led through
a water cooled intermediate piece to the exhaust
gas receiver where the pulsatory pressure from the
individual exhaust valves is equalized and passed to
the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement.
The system maintains a nozzle surface temperature
low enough to prevent formation of carbon trumpets on the nozzle tips during high load operation
and high enough to avoid cold corrosion during
idling or low-load operation.
The exhaust gas receiver is made of pipe sections,
one for each cylinder, connected to each other, by
means of compensators, to prevent excessive
stress in the pipes due to heat expansion.
Lubricating oil system
In the cooled intermediate piece a thermometer for
reading the exhaust gas temperature is fitted and
there is also possibility of fitting a sensor for remote
reading.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust
gas receiver is insulated.
Compressed air system
The engine is started by means of a built-on air
starter.
All moving parts of the engine are lubricated with oil
circulating under pressure.
The lubricating oil pump is of the gear wheel type
with built-in pressure control valve. The pump
draws the oil from the sump in the base frame, and
on the pressure side the oil passes through the
lubricating oil cooler and the filter which both are
mounted on the engine.
Cooling is carried out by the low temperature cooling water system and the temperature regulating is
made by a thermostatic 3-way valve on the oil side.
The engine is as standard equipped with an electrically driven prelubricating pump.
Cooling water system
The cooling water system consists of a low temperature system and a high temperature system.
2015.05.07
MAN Diesel & Turbo
3700399-5.0
Page 5 (5)
General description
B 10 01 1
L23/30DF
The water in the low temperature system is passed
through the charge air cooler and the lubricating oil
cooler, and the alternator if the latter is water
cooled.
The low temperature system is normally cooled by
fresh water.
The high temperature cooling water system cools
the engine cylinders and the cylinder head. The high
temperature system is always cooled by fresh
water.
Tools
The engine can be delivered with all necessary tools
for the overhaul of each specific plant.
2015.05.07
MAN Diesel & Turbo
3700422-3.0
Page 1 (1)
Main particulars
B 10 01 1
L23/30DF
Main particulars
Cycle
:
4-stroke
Configuration
:
In-line
Cyl. nos available
:
5-6-7-8
Power range
:
625 - 1200 kW
Speed
:
720/750/900 rpm
Bore
:
225 mm
Stroke
:
300 mm
Stroke/bore ratio
:
1.33 : 1
Piston area per cyl.
:
398 cm2
swept volume per cyl.
:
11.9 ltr
Compression ratio
:
TBD
Max. design combustion pressure
:
145 bar*
Turbocharging principle
:
Constant pressure system and intercooling
Fuel quality acceptance
:
MGO (DMA, DMZ)
according ISO8217-2010
Gas/Fuel ratio:
at load 20-100%
:
99/1
Gas methane number
:
≥ 80
Power lay-out
Speed
Mean piston speed
Mean effective pressure
Power per cylinder
MCR version
rpm
720
750
900
m/sec.
7.2
7.5
9.0
bar
17.5
16.8
16.8
kW per cyl.
125
125
150
* For L23/30H-900 rpm version a pressure of 150 bar measured at the indicator cock correspond to 145 bar in the combustion chamber
These values are general.
For specific values, please see the acceptance test protocol.
2016.01.05 - Tier III
MAN Diesel & Turbo
3700488-2.0
Page 1 (2)
Dimensions and weights
B 10 01 1
L23/30DF
Dimensions
Cyl. no
A (mm)
B (mm)
* C (mm)
H (mm)
** Dry weight
GenSet (t)
5 cyl. engine
(720/750 rpm
3469
2202
5671
2749
17.3
6 cyl. engine
(720/750 rpm)
3839
2252
6091
2749
19.0
6 cyl. engine
(900 rpm)
3839
2252
6091
2749
19.2
7 cyl. engine
(720/750 rpm)
4209
2302
6511
2749
21.4
7 cyl. engine
(900 rpm)
4276
2302
6578
2749
21.4
8 cyl. engine
(720/750 rpm)
4579
2352
6931
2749
23.3
8 cyl. engine
(900 rpm)
4896
2352
7248
2749
23.4
Free passage between the engines, width 600 mm and height 2000 mm
Distance between engines - see page 2
*
**
Depending on alternator
Weight included a standard alternator
All dimensions and masses are approximate, and subject to change without prior notice.
2016.09.28
MAN Diesel & Turbo
B 10 01 1
Dimensions and weights
3700488-2.0
Page 2 (2)
L23/30DF
Distance between engines
2016.09.28
MAN Diesel & Turbo
3700448-7.0
Page 1 (1)
Centre of gravity
B 10 01 1
L23/30H, L23/30S, L23/30DF
Description
cyl. no
X (mm)
Z (mm)
5 cyl. engine
2460
855
6 cyl. engine
2605
865
7 cyl. engine
2805
870
8 cyl. engine
2955
875
X=
Z=
Horizontal - measured from base frame front
Vertical - measured from base frame bottom
The values here are based on a standardized alternator model
The actual values will depend on the alternator chosen, and other plant specification
2016.02.11 - monocoque
MAN Diesel & Turbo
3700455-8.0
Page 1 (2)
Overhaul areas
B 10 01 1
L23/30H, L23/30S, L23/30DF
Dismantling height for piston
cyl. no
5- 8 cyl. engine
H1 (mm)
H2 (mm)
H3 (mm)
2768
3247
3469
H1:
For dismantling of piston and connecting rod at the camshaft side
H2:
For dismantling of piston and connecting rod passing the alternator (Remaining cover not removed)
H3:
For dismantling of piston and connecting rod passing the turbocharger
If lower dismantling height is required, special tools can be delivered. See also B 10 01 1, Low dismantling height
2016.02.11 - monocoque
MAN Diesel & Turbo
B 10 01 1
Overhaul areas
3700455-8.0
Page 2 (2)
L23/30H, L23/30S, L23/30DF
Dismantling space
Is must be considered that there is sufficient space for pulling the charge air cooler element, air filter on the
turbocharger, lubricating oil cooler, lubricating oil filter cartridge and bracing bolt.
Figure 5: Overhaul areas for charge air cooler element, turbocharger filter element, lubricating oil cooler, lubricating oil filter cartridge and
bracing bolt
2016.02.11 - monocoque
MAN Diesel & Turbo
1631462-8.0
Page 1 (1)
Low dismantling height
B 10 01 1
L23/30H, L23/30DF, L23/30S
Space requirements
Figure 6: Minimum dismantling height of pistons only with special tools.
Figure 7: Minimum lifting height of cylinder liner only with special tools.
2014.05.21
MAN Diesel & Turbo
1607566-7.2
Page 1 (1)
Engine rotation clockwise
B 10 11 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine rotation clockwise
2014.05.19
MAN Diesel & Turbo
B 11 Fuel oil system
Page 1 (1)
2016-10-27 - en
B 11 Fuel oil system
MAN Diesel & Turbo
3700429-6.1
Page 1 (3)
Internal fuel oil system
B 11 00 0
L23/30DF
Internal fuel oil system
Figure 8: Diagram for internal fuel oil system (for guidance only, please see the plant specific engine diagram)
▪ gas injection equipment
▪ nitrogen purging system
Pipe description
A1
Fuel oil inlet
DN20
A2
Fuel oil outlet
DN20
A3A
Clean leak oil to service tank
DN15
A3B
Waste oil outlet to sludge tank
DN15
A11
Gas inlet
DN80
R3
Inert gas (purge) inlet, 6 bar (g)
DN25
Table 5: Flange connections are as standard according to DIN
2501
General
The internal built-on fuel oil system as shown in fig 1
consists of the following parts:
▪ the running-in filter
▪ the high-pressure injection equipment
2016.01.20
▪ an internal nozzle cooling system
▪ a waste oil system
Fuel oil system
The fuel oil is delivered to the injection pumps by
means of an external feed pump through an external safety filter.
The safety filter is a duplex filter of the split type with
a filter fineness of 25 microns (sphere passing
mesh). The filter is equipped with a common threeway cock for manual change of both the inlet and
outlet side.
MAN Diesel & Turbo
B 11 00 0
Internal fuel oil system
3700429-6.1
Page 2 (3)
L23/30DF
Running-in filter
The running-in filter has a fineness of 50 microns
(sphere passing mesh) and is placed in the fuel inlet
pipe. Its function is to remove impurities in the fuel
pipe between safety filter and the engine in the running-in period.
Note: The filter must be removed before ship delivery or before handling over to the customer.
It is adviced to install the filter every time the extern
fuel pipe system has been dismantled, but it is
important to remove the filter again when the extern
fuel oil system is considered to be clean for any
impurities.
Fuel injection equipment
Each cylinder unit has its own set of injection equipment, comprising injection pump, high-pressure
pipe and injection valve.
The injection equipment and the distribution supply
pipes are housed in a fully enclosed compartment
thus minimizing heat losses from the preheated fuel.
This arrangement reduces external surface temperatures and the risk of fire caused by fuel leakage.
Fuel oil injection pump
The fuel oil injection pump is installed on the roller
guide housing directly above the camshaft, and it is
activated by the cam on the camshaft through roller
guides fitted in the roller guide housing.
The injection amount of the pump is regulated by
transversal displacement of a toothed rack in the
side of the pump housing.
By means of a gear ring, the pump plunger with the
two helical millings, the cutting-off edges, is turned.
Hereby the length of the pump stroke is specified
when the plunger closes the inlet holes until the cutting-off edges again uncover the holes.
The release of high pressure through the cutting-off
edges presses the oil with great force against the
wall of the pump housing. At the spot, two
exchangeable plug screws are mounted.
The amount of fuel injected into each cylinder unit is
adjusted by means of the governor.
It maintains the engine speed at the preset value by
a continuous positioning of the fuel pump racks, via
a common regulating shaft and spring-loaded linkages for each pump.
The injection valve is for "deep" building-in to the
centre of the cylinder head.
Fuel oil injection valve
The joint surface between the nozzle and holder is
machine-lapped to make it oil-tight.
The fuel injector is mounted in the cylinder head by
means of the integral flange in the holder and two
studs with distance pieces and nuts.
A bore in the cylinder head vents the space below
the bottom rubber sealing ring on the injection
valve, thus preventing any pressure build-up due to
gas leakage, but also unveiling any malfunction of
the bottom rubber sealing ring for leak oil.
Fuel oil high pressure pipe
The high-pressure pipe between fuel injection pump
and fuel injector is a shielded pipe with coned pipe
ends for attachment by means of a union nut, and a
nipple nut, respectively.
The high-pressure pipe is led through a bore in the
cylinder head, in which it is surrounded by a shielding tube, also acting as union nut for attachment of
the pipe end to the fuel injector.
The shielding tube has two holes in order to ensure
that any leakage will be drained off to the cylinder
head bore. The bore is equipped with drain channel
and pipe.
The shielding tube is supported by a sleeve, mounted in the bore with screws.
The sleeve is equipped with O-rings in order to seal
the cylinder head bore.
Gas injection equipment
Each Cylinder unit has its own injection equipment,
comprising injection valve “SOGAV valve” , casted
gas valve housing and injection pipe.
The gas supply parts and gas valve housing is
made as double walled parts, which mean that the
gas carrying pipes/parts has a pipe outside to catch
the gas if a leakage should appear.
2016.01.20
MAN Diesel & Turbo
3700429-6.1
Page 3 (3)
Internal fuel oil system
B 11 00 0
L23/30DF
The double walled pipe’s/part’s is connected to a
suction fan which are venting the room between
inner pipe and outer pipe, and a gas detector is
mounted in the suction system to see if gas is
present.
If gas is present the gas will be shut off and the
nitrogen purging system will purge all the gas
equipment.
The quantity injected into each cylinder is regulated
by the electrical system SACOS.
Nitrogen purging system
In the end of the gas pipe installed on all cylinder
heads, is installed a nitrogen purging valve, which
will open to purge the gas pipe’s/part’s if a gas
leakage should appear.
Internal nozzle cooling system
The nozzles of the injection valves on the engines
are temperature controlled by means of a circuit
from the engines lubricating oil system.
The system maintains a nozzle surface temperature
low enough to prevent formation of carbon trumpets on the nozzle tips during high load operation
and high enough to avoid cold corrosion during
idling or low-load operation.
Waste oil system
Clean leak oil from the fuel injection valves, fuel
injection pumps and high-pressure pipes, is led to
the fuel leakage alarm unit, from which it is drained
into the clean leak fuel oil tank.
The leakage alarm unit consists of a box, with a
float switch for level monitoring. In case of a leakage, larger than normal, the float switch will initiate
an alarm. The supply fuel oil to the engine is led
through the leakage alarm unit in order to keep this
heated up, thereby ensuring free drainage passage
even for high-viscous waste/leak oil.
Waste and leak oil from the hot box is drained into
the sludge tank.
Clean leak fuel tank
Clean leak fuel is drained by gravity from the engine.
The fuel should be collected in a separate clean
leak fuel tank, from where it can be pumped to the
service tank and reused without separation. The
pipes from the engine to the clean leak fuel tank
2016.01.20
should be arranged continuously sloping. The tank
and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively
on MDO/MGO.
The leak fuel piping should be fully closed to prevent dirt from entering the system.
Sludge tank
In normal operation no fuel should leak out from the
components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or
water may spill in the hot box of the engine. The
spilled liquids are collected and drained by gravity
from the engine through the dirty fuel connection.
Waste and leak oil from the hot box is drained into
the sludge tank.
The tank and the pipes must be heated and insulated, unless the installation is designed for operation
exclusively on MDO/MGO.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
▪ Pressure differential alarm high
– PDAH 43-40 Fuel oil, inlet and outlet filter
▪ Pressure differential transmitting
– PDT 43-40 Fuel oil, inlet and outlet filter
▪ Pressure alarm low
– PAL 40 Fuel oil, inlet fuel oil pump
▪ Pressure transmitting
– PT40 Fuel oil, inlet fuel oil pump
▪ Temperature element
– TE40 Fuel oil, inlet fuel oil pump
Data
For pump capacities, see "D 10 05 0 List of capacities"
Fuel oil consumption for emissions standard is stated in "B 11 01 0 Fuel oil consumption for emissions standard"
Set points and operating levels for temperature and
pressure are stated in "B 19 00 0 operation data &
set points"
Specification of gas oil/diesel oil (MGO)
Diesel oil
Other designations
Gas oil, marine gas oil (MGO), diesel oil
Gas oil is a crude oil medium distillate and therefore must not contain any
residual materials.
Military specification
Diesel oils that satisfy specification NATO F-75 or F-76 may be used.
D010.000.023-01-0001
010.000.023-01
MAN Diesel & Turbo
Specification
The suitability of fuel depends on whether it has the properties defined in this
specification (based on its composition in the as-delivered state).
The DIN EN 590 and ISO 8217-2012 (Class DMA or Class DMZ) standards
have been extensively used as the basis when defining these properties. The
properties correspond to the test procedures stated.
Properties
Unit
Test procedure
Typical value
kg/m3
ISO 3675
≥ 820.0
≤ 890.0
mm2/s (cSt)
ISO 3104
≥2
≤ 6.0
in summer and
in winter
°C
°C
DIN EN 116
DIN EN 116
≤0
≤ -12
Flash point in closed cup
°C
ISO 2719
≥ 60
weight %
ISO 3735
≤ 0.01
Vol. %
ISO 3733
≤ 0.05
ISO 8754
≤ 1.5
ISO 6245
≤ 0.01
ISO CD 10370
≤ 0.10
mg/kg
IP 570
<2
mg KOH/g
ASTM D664
< 0.5
g/m3
ISO 12205
< 25
μm
ISO 12156-1
< 520
% (v/v)
EN 14078
not permissible
-
ISO 4264
≥ 40
Density at 15 °C
Kinematic viscosity 40 °C
Water content
Sulphur content
Ash
weight %
Coke residue (MCR)
Hydrogen sulphide
Acid number
Oxidation stability
Lubricity
(wear scar diameter)
Biodiesel content (FAME)
2016-02-10 - de
Cetane index
Other specifications:
British Standard BS MA 100-1987
M1
ASTM D 975
1D/2D
Table 1: Diesel fuel (MGO) – properties that must be complied with.
* The process for determining the filterability in accordance with DIN EN 116 is similar to the process for determining
the cloud point in accordance with ISO 3015
D010.000.023-01-0001 EN
General
Sediment content (extraction method)
Specification of gas oil/diesel oil (MGO)
Filterability*
1 (2)
D010.000.023-01-0001
010.000.023-01
MAN Diesel & Turbo
Additional information
Use of diesel oil
If distillate intended for use as heating oil is used with stationary engines
instead of diesel oil (EL heating oil according to DIN 51603 or Fuel No. 1 or
no. 2 according to ASTM D 396), the ignition behaviour, stability and behaviour at low temperatures must be ensured; in other words the requirements
for the filterability and cetane number must be satisfied.
Viscosity
To ensure sufficient lubrication, a minimum viscosity must be ensured at the
fuel pump. The maximum temperature required to ensure that a viscosity of
more than 1.9 mm2/s is maintained upstream of the fuel pump, depends on
the fuel viscosity. In any case, the fuel temperature upstream of the injection
pump must not exceed 45 °C.
Lubricity
Normally, the lubricating ability of diesel oil is sufficient to operate the fuel
injection pump. Desulphurisation of diesel fuels can reduce their lubricity. If
the sulphur content is extremely low (< 500 ppm or 0.05%), the lubricity may
no longer be sufficient. Before using diesel fuels with low sulphur content,
you should therefore ensure that their lubricity is sufficient. This is the case if
the lubricity as specified in ISO 12156-1 does not exceed 520 μm.
You can ensure that these conditions will be met by using motor vehicle diesel fuel in accordance with EN 590 as this characteristic value is an integral
part of the specification.
Improper handling of operating fluids
If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Analyses
2 (2)
2016-02-10 - de
General
Specification of gas oil/diesel oil (MGO)
Analysis of fuel oil samples is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.
D010.000.023-01-0001 EN
Specification of natural gas
Gas types and gas quality
Natural gas is obtained from a wide range of sources. They can be differentiated not only in terms of their composition and processing, but also their
energy content and calorific value.
Combustion in engines places special demands on the quality of the gas
composition.
The following section explains the most important gas properties.
Requirements for natural gas The gas should:
▪
comply with the general applicable specifications for natural gas, as well
as with specific requirements indicated in the table Requirements for natural gas.
▪
be free of dirt, dry and cooled (free of water, hydrocarbon condensate
and oil) when fed to the engine. If the dirt concentration is higher than 50
mg/Nm3, a gas filter must be installed upstream of the supply system.
Specification of natural gas
B 11 00 0
MAN Diesel & Turbo
You can check the gas quality using a gas analyser.
Measures
In the gas distribution systems of different cities that are supplied by a central
natural gas pipeline, if not enough natural gas is available at peak times, a
mixture of propane, butane and air is added to the natural gas in order to
keep the calorific value of Wobbe index constant. Although this does not
actually change the combustion characteristics for gas burners in relation to
natural gas, the methane number is decisive in the case of turbocharged gas
engines. It falls drastically when these kind of additions are made.
To protect the engine against damage in such cases, the MAN Diesel &
Turbo gas engines are provided with antiknock control.
Methane number
The most important prerequisite that must be met by the gas used for combustion in the gas engine is knock resistance. The reference for this evaluation is pure methane which is extremely knock-resistant and is therefore the
name used for the evaluation basis:
▪
Methane number (MN)
Pure methane contains the methane number 100; hydrogen was chosen as
the zero reference point for the methane number series as it is extremely
prone to knocking. See the table titled Anti-knocking characteristic and
methane number.
Gas
Methane number (MN)
Hydrogen
0.0
N-butane 99 %
2.0
Butane
10.5
Butadiene
11.5
2014.12.19
L28/32DF; L23/30DF EN
3700388-7.0
Anti-knock characteristic of
different gases expressed as
methane number (MN).
Description
2015-11-04 - en
However, pure gases are very rarely used as fuel in engines. These are normally natural gases that also contain components that are made up of highquality hydrocarbons in addition to knock-resistant methane and often significantly affect the methane number. It is clearly evident that the propane and
butane components of natural gas reduce the anti-knock characteristic. In
contrast, inert components, such as N2 and CO2, increase the anti-knock
characteristic. This means that methane numbers higher than 100 are also
possible.
1 (3)
B 11 00 0
Specification of natural gas
MAN Diesel & Turbo
Gas
Methane number (MN)
Ethylene
15.5
β-butylene
20.0
Propylene
20.0
Isobutylene
26.0
Propane
35.0
Ethane
43.5
Carbon monoxide
73.0
Natural gas
70.0 – 96.0
Natural gas + 8% N2
92.0
Natural gas + 8% CO2
95.0
Pure methane
100.0
Natural gas + 15% CO2
104.4
Natural gas + 40% N2
105.5
Table 1: Anti-knock characteristic and methane number
Determining the methane
number
MAN Diesel & Turbo can determine the gas methane number with high precision by analyzing the gas chemistry.
The gas analysis should contain the following components in vol. % or mol
%:
Carbon dioxide
CO2
Nitrogen
N2
Oxygen
O2
Hydrogen
H2
Carbon monoxide
CO
Water
H2O
Hydrogen sulphide
H2S
Methane
CH4
Ethane
C2H6
Propane
C3H8
I-butane
I-C4H10
N-butane
n-C4H10
2 (3)
Ethylene
C2H4
Propylene
C3H6
The sum of individual components must be 100 %.
2014.12.19
L28/32DF; L23/30DF EN
2015-11-04 - en
3700388-7.0
Description
Higher hydrocarbons
B 11 00 0
Gas
mol %
CH4
94.80
C2H6
1.03
C3H8
3.15
C4H10
0.16
C5H12
0.02
CO2
0.06
N2
0.78
Specification of natural gas
MAN Diesel & Turbo
Table 2: Exemplary composition natural gas MN 80
Fuel specification for natural gas
The fuel at the inlet of the gas engine's gas valve unit must match the following specification.
Fuel
Natural gas
Unit
Value
Hydrogen sulphide content (H2S)
max.
mg/Nm
5
Total sulphur content
max.
mg/Nm3
8
Hydrocarbon condensate
mg/Nm3
not permissible at engine
inlet
Humidity
mg/Nm3
200 (max. operating pressure
≤ 10 bar)
3
mg/Nm3
50 (max. operating pressure
> 10 bar)
Condensate not permissible
Particle concentration
max.
mg/Nm
50
Particle size
max.
μm
10
Total fluorine content
max.
mg/Nm3
5
Total chlorine content
max.
mg/Nm3
10
3
Table 3: Requirements for natural gas
One Nm3 is the equivalent to one cubic metre of gas at 0 °C and 101.32
kPa.
Fuel conditions
natural gas
Methane no.
≥ 80
Gas fuel LHV
38000 kJ/kg
Pilot fuel
DMA or DMZ
Liquid fuel LHV
42700 kJ/kg
Table 4: Fuel conditions
2014.12.19
L28/32DF; L23/30DF EN
3700388-7.0
Type of gas
Description
2015-11-04 - en
Fuel conditions
3 (3)
MAN Diesel & Turbo
1699177-5.1
Page 1 (1)
Guidelines regarding MAN Diesel & Turbo GenSets
operating on low sulphur fuel oil
General
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L16/24S, L21/31S,
L23/30S, L27/38S, L28/32S, L23/30DF
When operating on MDO/MGO a larger leak oil
Exhaust emissions from marine diesel engines have
been the focus of recent legislation. Apart from
nitrous oxides (NOx), sulphur oxides (SOx) are considered to be the most important pollution factor. A
range of new regulations have been implemented
and others will follow (IMO, EU Directive, and
CARB). These regulations demand reduction of
SOx emissions by restricting the sulphur content of
the fuel. That is to say sulphur limits for HFO as well
as mandatory use of low sulphur distillate fuels for
particular applications. This guideline covers the
engine related aspects of the use of such fuels.
Low sulphur HFO
From an engine manufacturer’s point of view there
is no lower limit for the sulphur content of HFO. We
have not experienced any trouble with the currently
available low sulphur HFO, that are related to the
sulphur content or specific to low sulphur HFO. This
may change in the future if new methods are
applied for the production of low sulphur HFO
(desulphurization, uncommon blending components). MAN Diesel & Turbo will monitor developments and inform our customers if necessary.
If the engine is not operated permanently on low
sulphur HFO, then the lubricating oil should be
selected according to the highest sulphur content
of the fuels in operation.
Low sulphur distillates
In general our GenSet is developed for continuous
operation on HFO as well as on MDO/MGO. Occasionally changes in operation mode between HFO
and MDO/MGO are considered to be within normal
operation procedures for our engine types and do
thus not require special precautions.
Running on low sulphur fuel (< 0.1% S) will not
cause problems, but please notice the following
restrictions:
In order to avoid seizure of the fuel oil injection
pump components the viscosity at engine fuel oil
inlet must be > 2 cSt. In order achieve this it may be
necessary to install a fuel oil cooler, when the
engine is running on MGO. This is both to ensure
correct viscosity and avoid heating up the service
tank, which is important as the fuel oil injection
pumps are cooled by the fuel.
2015.11.27
B 11 00 0
amount from fuel oil injection pumps and fuel oil
injection valves can be expected compared to operation on HFO.
In order to carry out a quick change between HFO
and MDO/MGO the change over should be carried
out by means of the valve V1-V2 installed in front of
the engine.
For the selection of the lubricating oil the same
applies as for HFO. For temporary operation on distillate fuels including low sulphur distillates nothing
has to be considered. A lubricating oil suitable for
operation on diesel fuel should only be selected if a
distillate fuel is used continuously.
B 11 01 0
Calculation of specific fuel oil consumption (SFOC)
General
Figure describes the standardized calculation order for conversion of SFOC
from Reference condition (ISO) to Site/FAT condition, and from Site/FAT condition to Reference condition (ISO).
Calculation of specific fuel oil consumption (SFOC)
MAN Diesel & Turbo
3700405-6.1
Description
2015-09-10 - en
Following description is focussed on how to calculate a conversion from
site/FAT condition to reference condition ISO.
1 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
B 11 01 0
Calculation of specific fuel oil consumption (SFOC)
Fuel consumption (kg/h):
Description
MAN Diesel & Turbo
Figure 1: Leak oil on full load for MGO operation (for guidance only)
Fuel oil consumption is measured by a measuring tank. Recommended is
that a recently calibrated electronic weight is measuring the fuel consumption. Measuring time should minimum have duration of 10 minutes. Values
are stated in kg/h.
The leakage oil (kg/h) is measured over minimum 10 min and subtracted
from measured fuel consumption.
Leak oil
Please find below diagram for different engine types running on MGO.
The mentioned values are measured under controlled condition on a test bed
using new fuel injection pump / fuel injection valve, and taking into consideration that temperature, viscosity, clearance, oil condition, oil quality etc can
differ and thereby affect the leak oil amount.
2 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
2015-09-10 - en
3700405-6.1
Tolerance of the values is +/-25%.
1) Safety tolerance 5%
Safety tolerance 5% is subtracted from fuel consumption
2) Correction for ambient (β-calculation)
In accordance to ISO-Standard ISO 3046-1:2002 “Reciprocating internal
combustion engines – Performance, Part 1: Declarations of power, fuel and
lubricating oil consumptions, and test methods – Additional requirements for
engines for general use” MAN Diesel & Turbo specifies the method for recalculation of fuel consumption dependent on ambient conditions for 1-stage
turbocharged engines as follows:
The formula is valid within the following limits:
+ Ambient air temperature
5°C – 55°C
+ Charge air temperature before cylinder
25°C – 75°C
+ Ambient air pressure
0.885 bar – 1.030 bar
β
Fuel consumption factor
tbar
Engine type specific reference charge air temperature before cylinder,
see »Reference conditions« in »Fuel oil consumption for emissions standard
Calculation of specific fuel oil consumption (SFOC)
B 11 01 0
MAN Diesel & Turbo
Reference
Site/FAT
[g/kWh]
br
bx
Ambient air temperature
[°C]
tr
tx
Charge air temperature before cylinder
[°C]
tbar
tbax
Ambient air pressure
[bar]
pr
px
2015-09-10 - en
Specific fuel consumption
Example
Reference values:
br = 200 g/kWh, tr = 25°C, tbar = 40°C, pr = 1.0 bar
At site:
tx = 45°C, tbax = 50°C, px = 0.9 bar
3700405-6.1
Legend
Description
«.
3 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
B 11 01 0
MAN Diesel & Turbo
Calculation of specific fuel oil consumption (SFOC)
ß = 1+ 0.0006 (45 – 25) + 0.0004 (50 – 40) + 0.07 (1.0 – 0.9) = 1.023
bx = ß x br = 1.023 x 200 = 204.6 g/kWh
3) Correction for lower calorific value (LCV)
Whenever LCV value rise 427 kJ/kg the SFOC will be reduced with 1%
4) Correction for engine mounted pumps
Engine type L16/24, L21/31,
L27/38
Engine type L23/30H,
L28/32S, V28/32S
U = (-20 [mbar] – pAir before compressor [mbar] ) x 0.25 [K/mbar] with U ≥ 0
3700405-6.1
Description
Increased negative intake pressure before compressor leads to increased
fuel oil consumption, calculated as increased air temperature before turbocharger:
Increased exhaust gas back pressure after turbine leads to increased fuel oil
consumption, calculated as increased air temperature before turbocharger:
O = (pExhaust after turbine [mbar] – 30 [mbar] ) x 0.25 [K/mbar] with O ≥ 0
4 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
2015-09-10 - en
5) Correction for exhaust gas back pressure
B 11 01 0
6) Correction for MGO (+2 g/kWh)
When engine is running MGO the fuel consumption can be increased by up
to +2 g/kWh due to lower energy content and longer injection duration.
Description
2015-09-10 - en
SFOC can in some case also be reduced by inverted fuel values of MGO.
3700405-6.1
Charge air blow-off for exhaust gas temperature control (ex. plants with catalyst) leads to increased fuel oil consumption:
For every increase of the exhaust gas temperature by 1° C, due to activation
of charge air blow-off device, an addition of 0.05 g/kWh to be considered.
Calculation of specific fuel oil consumption (SFOC)
MAN Diesel & Turbo
5 (5)
L28/32H; L27/38; L23/30H; L21/31; L16/24; L16/24S; L21/31S; L23/30S;
L27/38S; L28/32S; V28/32S EN
MAN Diesel & Turbo
1689458-7.3
Page 1 (3)
General
MDO / MGO cooler
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
Figure 9: Fuel temperature versus viscosity.
In order to ensure a satisfactory hydrodynamic oil
film between fuel injection pump plunger/barrel,
thereby avoiding fuel injection pump seizures/sticking, MAN Diesel & Turbo recommends to keep a
fuel oil viscosity at minimum 2.0 cSt measured at
the engine inlet. This limit has been used over the
years with good results and gives the required
safety margin against fuel injection pump seizures.
For some MGO´s viscosities below 2.0 cSt may be
reached at temperatures above 35°C. As the fuel
temperature increases during operation, it is impossible to maintain this low temperature at the engine
inlet without a MDO/MGO cooler.
In the worst case, a temperature of 60-65°C at the
engine inlet can be expected corresponding to a
viscosity far below 2.0 cSt. The consequence may
be sticking fuel injection pumps or nozzle needles.
Also most pumps in the external system (supply
pumps, circulating pumps, transfer pumps and feed
pumps for the separator) already installed in existing
vessels, need viscosities above 2.0 cSt to function
properly.
2016.03.03
E 11 06 1
We recommend that the actual pump maker is contacted for advice.
Installation of MDO/MGO
MDO/MGO Cooler & Chiller
Cooler
or
To be able to maintain the required viscosity at the
engine inlet, it is necessary to install a MDO/MGO
cooler in the fuel system (MDO/MGO cooler installed just before the engine).
The advantage of installing the MDO/MGO cooler
just before the engine is that it is possible to optimise the viscosity regulation at the engine inlet.
However, the viscosity may drop below 2.0 cSt at
the circulating and other pumps in the fuel system.
The MDO/MGO cooler can also be installed before
the circulating pumps. The advantage in this case is
that the viscosity regulation may be optimised for
both the engine and the circulating pumps.
It is not advisable to install the MDO/MGO cooler
just after the engine or after the Diesel oil service
tank as this will complicate viscosity control at the
engine inlet. In case the MDO/MGO cooler is instal-
MAN Diesel & Turbo
E 11 06 1
1689458-7.3
Page 2 (3)
MDO / MGO cooler
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
led after the service tank, the supply pumps will
have to handle the pressure drop across the
MDO/MGO cooler which cannot be recommended.
Engine type
L16/24
0.5
The cooling medium used for the MDO/MGO cooler
is preferably fresh water from the central cooling
water system.
L21/31
1.0
L27/38
1.5
L32/40
2.0
L23/30H
0.75
L28/32H
1.0
L28/32DF
1.0
V28/32S
1.0
Seawater can be used as an alternative to fresh
water, but the possible risk of MDO/MGO leaking
into the sea water and the related pollution of the
ocean, must be supervised.
The horizontal axis shows the bunkered fuel viscosity in cSt at 40°C, which should be informed in the
bunker analysis report.
If the temperature of the MGO is below the upper
blue curve at engine inlet, the viscosity is above 2.0
cSt. The black thick line shows the viscosity at reference condition (40°C) according to ISO8217,
marine distillates.
Example: MGO with viscosity of 4.0 cSt at 40°C
must have a temperature below 55°C at engine inlet
to ensure a viscosity above 3.0 cSt.
Example: MGO with a viscosity of 5.0 cSt at 40°C is
entering the engine at 50°C. The green curves
show that the fuel enters the engine at approximately 4.0 cSt.
Example: MGO with a viscosity of 2.0 cSt at 40°C
needs cooling to 18°C to reach 3.0 cSt.
kW/cyl.
Based on the fuel oils available in the market as of
June 2009, with a viscosity ≥ 2.0 cSt at 40°C, a fuel
inlet temperature ≤ 40°C is expected to be sufficient
to achieve 2.0 cSt at engine inlet (see fig 1).
In such case, the central cooling water / LT cooling
water (36°C) can be used as coolant.
For the lowest viscosity MGO´s and MDO´s, a water
cooled MGO/MGO cooler may not be enough to
sufficiently cool the fuel as the cooling water available onboard is typically LT cooling water (36°C).
In such cases, it is recommended to install a socalled “Chiller” that removes heat through vapourcompression or an absorption refrigeration cycle
(see fig 2).
The following items should be considered before
specifying the MDO/MGO cooler :
▪ The flow on the fuel oil side should be the same
as the capacity of the fuel oil circulating pump
( see D 10 05 0, List of Capacities )
▪ The fuel temperature to the MDO/MGO cooler
depends on the temperature of the fuel in the
service tank and the temperature of return oil
from the engine(s)
▪ The temperature of the cooling medium inlet to
the MDO/MGO cooler depends on the desired
fuel temperature to keep a minimum viscosity of
2.0 cSt
▪ The flow of the cooling medium inlet to the
MDO/MGO cooler depends on the flow on the
fuel oil side and how much the fuel has to be
cooled
The frictional heat from the fuel injection pumps,
which has to be removed, appears from the table
below.
2016.03.03
MAN Diesel & Turbo
1689458-7.3
Page 3 (3)
MDO / MGO cooler
E 11 06 1
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L21/31S, L16/24S, L23/30S, L23/30DF, L27/38S, L28/32S
Figure 10: Chiller.
2016.03.03
MAN Diesel & Turbo
B 12 Lubricating oil
system
Page 1 (1)
2016-10-27 - en
B 12 Lubricating oil system
MAN Diesel & Turbo
3700430-6.0
Page 1 (3)
Internal lubricating oil system
B 12 00 0
L23/30DF
Internal lubricating oil system
Figure 11: Diagram for internal lubricating oil system (for guidance only, please see the plant specific engine diagram
The standard engine is equipped with built-on:
▪ Engine driven lubricating oil pump
Pipe description
C3
Lubricating oil from separator
DN25
C4
Lubricating oil to separator
DN25
C13
Oil vapour discharge*
DN50
C16
Lubricating oil supply
DN25
C30
Venting of oil vapour from TC
DN40
▪ Lubricating oil cooler
▪ Lubricating oil thermostatic valve
▪ Duplex full-flow depth filter
▪ Pre-lubricating oil pump
▪ Centrifugal by-pass filter
Table 6: Flange connections are as standard according to DIN
Oil quantities
2501
The approximate quantities of oil necessary for a
new engine, before starting up are given in the
table, see "B 12 01 1 / 504.06 / 604.06 Lubricating
Oil in Base Frame" (max. litre H3)
* For external pipe connection, please see Crankcase ventilation, B 12 00 0/515.31.
General
As standard the lubricating oil system is based on
wet sump lubrication. All moving parts of the engine
are lubricated with oil circulating under pressure in a
closed built-on system.
The lubricating oil is furthermore used for the purpose of cooling the pistons.
2016.01.08
If there are connected external, full-flow filters etc.,
the quantity of oil in the external piping must also be
taken into account.
Max. velocity recommendations for external lubricating oil pipes:
- Pump suction side
1.0 - 1.5 m/s
- Pump discharge side
1.5 - 2.0 m/s
MAN Diesel & Turbo
B 12 00 0
Internal lubricating oil system
3700430-6.0
Page 2 (3)
L23/30DF
Lubricating oil consumption
The lubricating oil consumption, see "Specific lubri-
cating oil consumption - SLOC, B 12 15 0 /
504.07"
It should, however, be observed that during the running in period the lubricating oil consumption may
exceed the values stated.
Quality of oil
Only HD lubricating oil (Detergent Lubricating Oil)
should be used, characteristic stated in "Lubricating
Oil Specification, 010.000.023".
System flow
The lubricating oil pump draws oil from the oil sump
and presses the oil through the cooler and filter to
the main lubricating oil pipe, from where the oil is
distributed to the individual lubricating points. From
the lubricating points the oil returns by gravity to the
oil sump.
The main groups of components to be lubricated
are:
1. Turbocharger
2. Main bearings, big-end bearing etc.
3. Camshaft drive
4. Governor drive
5. Rocker arms
6. Camshaft
1. For priming and during operation, the turbocharger is connected to the lubricating oil circuit
of the engine, the oil serves for bearing lubrication.
The inlet line to the turbocharger is equipped
with an orifice in order to adjust the oil flow and
a non-return valve to prevent draining during
stand-still.
The non-return valve has back-pressure function requiring a pressure slightly above the priming pressure to open in normal flow direction.
In this way overflooding of the turbocharger is
prevented during stand-still periods, where the
pre-lubricating pump is running.
2. Lubricating oil for the main bearings is supplied
through holes drilled in the engine frame. From
the main bearings it passes through bores in
the crankshaft to the connecting rod big-end
bearings.
The connecting rods have bored channels for
supply of oil from the big-end bearings to the
small-end bearings, which has an inner circumferential groove, and a pocket for distribution of
oil in the bush itself and for supply of oil to the
pin bosses and the piston cooling through holes
and channels in the piston pin.
From the front main bearings channels are
bored in the crankshaft for lubricating of the
pump drive.
3. The lubricating oil pipes, for the camshaft drive
gear wheels, are equipped with nozzles which
are adjusted to apply the oil at the points where
the gear wheels are in mesh.
4. The lubricating oil pipe, and the gear wheels for
the governor drive are adjusted to apply the oil
at the points where the gear wheels are in
mesh.
5. The lubricating oil to the rocker arms is led
through pipes to each cylinder head. It continuos through bores in the cylinder head and
rocker arm to the movable parts to be lubricated at rocker arms and valve bridge. Further,
lubricating oil is led to the movable parts in need
of lubrication.
6. Through a bore in the frame lubricating oil is led
to the first camshaft bearing and through bores
in the camshaft from where it is distributed to
the other camshaft bearings.
Lubricating oil pump
The lubricating oil pump, which is of the gear wheel
type, is mounted on the front end of the engine and
is driven by means of the crankshaft through a coupling. The oil pressure is controlled by an adjustable
spring- loaded relief valve built-on the oil pump.
Lubricating oil cooler
As standard the lubricating oil cooler is of the plate
type. The cooler is mounted to the front end of the
base frame.
2016.01.08
MAN Diesel & Turbo
3700430-6.0
Page 3 (3)
Internal lubricating oil system
B 12 00 0
L23/30DF
Thermostatic valve
The thermostatic valve is a fully automatic threeway valve with thermostatic elements set of fixed
temperature.
Built-on full-flow depth filter
The built-on lubricating oil filter is of the duplex
paper cartridge type. It is a depth filter with a
nominel fineness of 10-15 microns, and a safety filter with a fineness of 60 microns.
Pre-lubricating
As standard the engine is equipped with an electricdriven prelubricating pump mounted parallel to the
main pump. The pump must be arranged for automatic operation, ensuring stand-still of the pre-lubricating pump when the engine is running, and running during engine stand-still in stand-by position.
Running period of the pre-lubricating pump is preferably to be continuous. If intermittent running is
required for energy saving purpose, the timing
equipment should be set for shortest possible intervals, say 2 minutes of running, 10 minures of standstill, etc. Further, it is recommended that the prelubricating pump is connected to the emergency
switch board thus securing that the engine is not
started without pre-lubrication.
Centrifugal by-pass filter
The centrifugal filter is a by-pass filter mounted
directly on the engine base frame. the centrifugal filter is a supplement to the main filter.
Draining of the oil sump
It is recommended to use the separator suction
pipe for draining of the lubricating oil sump.
Optionals
Besides the standard components, the following
optionals can be built-on:
▪ Temperature element
TE 29 Lubricating oil inlet main bearings
Branches for:
▪ External fine filter
2016.01.08
External full/flow filter Branches for separator is
standard.
Data
For heat dissipation and pump capacities, see D 10
05 0 "List of capacities".
Operation levels for temperature and pressure are
stated in B 19 00 0 "Operating Data and Set
Points".
MAN Diesel & Turbo
1699270-8.7
Page 1 (2)
Crankcase ventilation
B 12 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Crankcase ventilation
The crankcase ventilation is not to be directly connected with any other piping system. It is preferable
that the crankcase ventilation pipe from each
engine is led independently to the open air. The outlet is to be fitted with corrosion resistant flame
screen separately for each engine.
of the vent outlet is not less than the aggregate
area of the individual crankcase vent pipes
entering the manifold.
4) The manifold is to be provided with drainage
arrangement.
The ventilation pipe must be designed to eliminate
the risk of water condensation in the pipe flowing
back into the engine and should end in the open air:
▪ The connection between engine (C13 / C30)
and the ventilation pipe must be flexible.
▪ The ventilation pipe must be made with continuous upward slope of minimum 5°, even when
the ship heel or trim (static inclination).
▪ A continuous drain must be installed near the
engine. The drain must be led back to the
sludge tank.
Engine
Nominal diameter ND (mm)
A
L16/24, L16/24S
Figure 12: Crankcase ventilation
However, if a manifold arrangement is used, its
arrangements are to be as follows:
B
50
C
65
L21/31, L21/31S
65
40
80
L23/30H, L23/30S
50
-
65
L23/30DF, L23/30H*
50
25
65
L27/38, L27/38S
100
-
100
L28/32DF
50
40
65
L28/32H, L28/32S
50
-
65
V28/32H
100
-
125
V28/32DF
100
-
125
V28/32S
100
-
125
Table 7: Pipe diameters for crankcase ventilation
▪ Dimension of the flexible connection, see pipe
diameters in table 1.
1) The vent pipe from each engine is to run independently to the manifold and be fitted with
corrosion resistant flame screen within the
manifold.
▪ Dimension of the ventilation pipe after the flexible connection, see pipe diameters in table 1.
2) The manifold is to be located as high as practicable so as to allow a substantial length of piping, which separates the crankcase on the individual engines.
The crankcase ventilation flow rate varies over time,
from the engine is new/major overhauled, until it is
time to overhaul the engine again.
3) The manifold is to be vented to the open air, so
that the vent outlet is fitted with corrosion
resistant flame screen, and the clear open area
2015.04.15 - (* Mk2)
The crankcase ventilation flow rate is in the range of
3.5 – 5.0 ‰ of the combustion air flow rate [m³/h]
at 100 % engine load.
MAN Diesel & Turbo
B 12 00 0
Crankcase ventilation
1699270-8.7
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
If the combustion air flow rate at 100 % engine load
is stated in [kg/h] this can be converted to [m³/h]
with the following formula (Tropic Reference Condition) :
Example :
Engine with a mechanical output of 880 kW and
combustion air consumption of 6000 [kg/h] corresponds to :
The crankcase ventilation flow rate will then be in
the range of 19.2 – 27.4 [m³/h]
The maximum crankcase backpressure measured
right after the engine at 100 % engine load must not
exceed 3.0 [mbar] = 30 [mmWC].
2015.04.15 - (* Mk2)
MAN Diesel & Turbo
3700393-4.0
Page 1 (1)
Lubricating oil in base frame
B 12 01 1
L23/30H, L23/30DF
Lubricating oil in base frame
5 cyl.
6 cyl.
7 cyl.
8 cyl.
Min. level alarm H1 (mm)
265
265
265
265
Min. level H2 (mm)
275
275
275
275
Max. level H3 (mm)
325
325
325
325
Max. level alarm H4 (mm)
340
340
340
340
Min. alarm litre H1
410
490
560
640
Min. litre H2
430
510
590
670
Max. litre H3
520
610
710
800
Max. alarm litre H4
540
640
740
840
2016.06.27 - Mk2 - Monocoque
MAN Diesel & Turbo
1624477-3.10
Page 1 (1)
Prelubricating pump
B 12 07 0
L28/32H, L23/30H, V28/32S, V28/32H, V28/32S-DF, L28/32DF, L23/30DF,
L23/30S, L28/32S
General
The engine is as standard equipped with an electrically driven pump for prelubricating before starting.
The pump which is of the tooth wheel type is selfpriming.
The engine shall always be prelubricated 2 minutes
prior to start if intermittent or continuous prelubrication is not installed. Intermittent prelub. is 2 minutes
every 10 minutes.
Engine
type
L23/30H
L23/30S
L28/32H
L28/32S
L23/30DF
L28/32DF
No. of cyl.
5-6-7-8
5-6-7-8-9
Pump type
m3/h
rpm
R25/12.5
FL-Z-DB-SO
2.14
Electric motor 230/400 V, 50 Hz (IP 55)
Type
kW
Start current Amp.
Full-load
current
Amp.
2870
5APE80M-2K
0.75
24.65
2.97
5-6-7-8-9
V28/32H
12-16-18
R35/25
FL-Z-DB-50
4.2
2860
5APE90S-2
1.5
34.0
6.2
V28/32S
12-16-18
V28/32DF
12-16-18
R35/40
FL-Z-DB-50
6.9
2905
6APE100L-2
3.0
74.2
10.6
Engine
type
No. of cyl.
Pump type
m3/h
rpm
R25/12.5
FL-Z-DB-SO
2.57
L23/30H
L23/30S
L28/32H
L28/32S
L23/30DF
L28/32DF
5-6-7-8
5-6-7-8-9
Electric motor 265/460 V, 60 Hz (IP 55)
Type
kW
Start current Amp.
Full-load
current
Amp.
3485
5APE80M-2K
0.86
14.9
1.71
5-6-7-8-9
V28/32H
12-16-18
R35/25
FL-Z-DB-50
5.12
3432
5APE90S-2
1.8
20.0
3.6
V28/32S
12-16-18
V28/32DF
12-16-18
R35/40
FL-Z-DB-50
8.3
3505
6APE100L-2
3.45
42.7
6.1
2014.08.18
Specification of lubricating oil (SAE 40) for operation with MGO/MDO and
biofuels
General
The specific output achieved by modern diesel engines combined with the
use of fuels that satisfy the quality requirements more and more frequently
increase the demands on the performance of the lubricating oil which must
therefore be carefully selected.
Doped lubricating oils (HD oils) have a proven track record as lubricants for
the drive, cylinder, turbocharger and also for cooling the piston. Doped lubricating oils contain additives that, amongst other things, ensure dirt absorption capability, cleaning of the engine and the neutralisation of acidic combustion products.
D010.000.023-07-0001
010.000.023-07
MAN Diesel & Turbo
Only lubricating oils that have been approved by MAN Diesel & Turbo may be
used. These are listed in the tables below.
Specifications
Base oil
The base oil (doped lubricating oil = base oil + additives) must have a narrow
distillation range and be refined using modern methods. If it contains paraffins, they must not impair the thermal stability or oxidation stability.
Properties/Characteristics
Unit
Test method
Limit value
-
-
Ideally paraffin based
Low-temperature behaviour, still flowable
°C
ASTM D 2500
-15
Flash point (Cleveland)
°C
ASTM D 92
> 200
Ash content (oxidised ash)
Weight %
ASTM D 482
< 0.02
Coke residue (according to Conradson)
Weight %
ASTM D 189
< 0.50
-
MAN Diesel &
Turbo ageing oven
*
-
Insoluble n-heptane
Weight %
ASTM D 4055
or DIN 51592
< 0.2
Evaporation loss
Weight %
-
<2
-
MAN Diesel &
Turbo test
Precipitation of resins or
asphalt-like ageing products
must not be identifiable.
Make-up
Ageing tendency following 100 hours of heating
up to 135 °C
Spot test (filter paper)
Table 1: Base oils - target values
2016-02-15 - de
* Works' own method
Compounded lubricating oils
(HD oils)
Additives
The base oil to which the additives have been added (doped lubricating oil)
must have the following properties:
The additives must be dissolved in the oil, and their composition must ensure
that as little ash as possible remains after combustion.
D010.000.023-07-0001 EN
Specification of lubricating oil (SAE 40) for operation with
MGO/MDO and biofuels
General
The base oil must comply with the following limit values, particularly in terms
of its resistance to ageing.
1 (5)
D010.000.023-07-0001
010.000.023-07
MAN Diesel & Turbo
The ash must be soft. If this prerequisite is not met, it is likely the rate of deposition in the combustion chamber will be higher, particularly at the outlet
valves and at the turbocharger inlet housing. Hard additive ash promotes pitting of the valve seats, and causes valve burn-out, it also increases mechanical wear of the cylinder liners.
Additives must not increase the rate, at which the filter elements in the active
or used condition are blocked.
Washing ability
The washing ability must be high enough to prevent the accumulation of tar
and coke residue as a result of fuel combustion.
Dispersion capability
The selected dispersibility must be such that commercially-available lubricating oil cleaning systems can remove harmful contaminants from the oil used,
i.e. the oil must possess good filtering properties and separability.
Neutralisation capability
The neutralisation capability (ASTM D2896) must be high enough to neutralise the acidic products produced during combustion. The reaction time of
the additive must be harmonised with the process in the combustion chamber.
Evaporation tendency
The evaporation tendency must be as low as possible as otherwise the oil
consumption will be adversely affected.
Additional requirements
The lubricating oil must not contain viscosity index improver. Fresh oil must
not contain water or other contaminants.
Lubricating oil selection
Engine
SAE class
16/24, 21/31, 27/38, 28/32S, 32/40, 32/44, 35/44DF, 40/54,
45/60, 48/60, 58/64, 51/60DF
40
Table 2: Viscosity (SAE class) of lubricating oils
2 (5)
We recommend doped lubricating oils (HD oils) according to international
specifications MIL-L 2104 or API-CD with a base number of BN 10 – 16 mg
KOH/g. Military specification O-278 lubricating oils may be used.
The operating conditions of the engine and the quality of the fuel determine
the additive fractions the lubricating oil should contain. If marine diesel oil is
used, which has a high sulphur content of 1.5 up to 2.0 weight %, a base
number of appr. 20 should be selected. However, the operating results that
ensure the most efficient engine operation ultimately determine the additive
content.
Cylinder lubricating oil
In engines with separate cylinder lubrication systems, the pistons and cylinder liners are supplied with lubricating oil via a separate lubricating oil pump.
The quantity of lubricating oil is set at the factory according to the quality of
the fuel to be used and the anticipated operating conditions.
Use a lubricating oil for the cylinder and lubricating circuit as specified above.
Oil for mech.hydr. speed
governor
Multigrade oil 5W40 should ideally be used in mechanical-hydraulic controllers with a separate oil sump, unless the technical documentation for the
speed governor specifies otherwise. If this oil is not available when filling,
15W40 oil may be used instead in exceptional cases. In this case, it makes
no difference whether synthetic or mineral-based oils are used.
The military specification applied for these oils is NATO O-236.
D010.000.023-07-0001 EN
2016-02-15 - de
Specification of lubricating oil (SAE 40) for operation with
MGO/MDO and biofuels
General
Doped oil quality
Experience with the drive engine L27/38 has shown that the operating temperature of the Woodward controller UG10MAS and corresponding actuator
for UG723+ can reach temperatures higher than 93 °C. In these cases, we
recommend using synthetic oil such as Castrol Alphasyn HG150. The
engines supplied after March 2005 are already filled with this oil.
Lubricating oil additives
The use of other additives with the lubricating oil, or the mixing of different
brands (oils by different manufacturers), is not permitted as this may impair
the performance of the existing additives which have been carefully harmonised with each another, and also specially tailored to the base oil.
Selection of lubricating oils/
warranty
Most of the mineral oil companies are in close regular contact with engine
manufacturers, and can therefore provide information on which oil in their
specific product range has been approved by the engine manufacturer for
the particular application. Irrespective of the above, the lubricating oil manufacturers are in any case responsible for the quality and characteristics of
their products. If you have any questions, we will be happy to provide you
with further information.
Oil during operation
There are no prescribed oil change intervals for MAN Diesel & Turbo medium
speed engines. The oil properties must be regularly analysed. As long as the
oil properties are within the defined limit values the oil may be used further.
See table Limit values for used lubricating oil.
D010.000.023-07-0001
010.000.023-07
MAN Diesel & Turbo
An oil sample must be analysed every 1-3 months (see maintenance schedule). The quality of the oil can only be maintained if it is cleaned using suitable
equipment (e.g. a separator or filter).
Temporary operation with
gas oil
Due to current and future emission regulations, heavy fuel oil cannot be used
in designated regions. Low-sulphur diesel fuel must be used in these regions
instead.
If the engine is operated provisionally with low-sulphur diesel fuel for more
than 1,000 h and is subsequently operated once again with HFO, a lubricating oil with a BN of 20 must be used. If the BN 20 lubricating oil from the
same manufacturer as the lubricating oil is used for HFO operation with
higher BN (40 or 50), an oil change will not be required when effecting the
changeover. It will be sufficient to use BN 20 oil when replenishing the used
lubricating oil.
2016-02-15 - de
If you wish to operate the engine with HFO once again, it will be necessary to
change over in good time to lubricating oil with a higher BN (30 – 55). If the
lubricating oil with higher BN is by the same manufacturer as the BN 20 lubricating oil, the changeover can also be effected without an oil change. In
doing so, the lubricating oil with higher BN (30 – 55) must be used to replenish the used lubricating oil roughly 2 weeks prior to resuming HFO operation.
Tests
Regular analysis of lube oil samples is very important for safe engine operation. We can analyse samples for customers at MAN Diesel & Turbo laboratory PrimeServLab.
D010.000.023-07-0001 EN
Specification of lubricating oil (SAE 40) for operation with
MGO/MDO and biofuels
General
If the engine is operated with low-sulphur diesel fuel for less than 1,000 h, a
lubricating oil which is suitable for HFO operation (BN 30 – 55 mg KOH/g)
can be used during this period.
3 (5)
D010.000.023-07-0001
010.000.023-07
MAN Diesel & Turbo
Improper handling of operating fluids
If operating fluids are improperly handled, this can pose a danger to
health, safety and the environment. The relevant safety information by
the supplier of operating fluids must be observed.
Approved lube oils SAE 40
Manufacturer
Base number 10 - 16 1 (mgKOH/g)
ENI
Cladium 120 - SAE 40
Sigma S SAE 40 2)
BP
Energol DS 3-154
CASTROL
Castrol MLC 40 / MHP 154
Seamax Extra 40
CHEVRON Texaco
(Texaco, Caltex)
Taro 12 XD 40
Delo 1000 Marine SAE 40
Delo SHP40
EXXON MOBIL
Exxmar 12 TP 40
Mobilgard 412/MG 1SHC
Mobilgard ADL 40
4 (5)
PETROBRAS
Marbrax CCD-410
Marbrax CCD-415
Q8
Mozart DP40
REPSOL
Neptuno NT 1540
SHELL
Gadinia 40
Gadinia AL40
Sirius X40 2)
Rimula R3+40 2)
STATOIL
MarWay 1540
MarWay 1040 2)
TOTAL LUBMARINE
Caprano M40
Disola M4015
Table 3: Lube oils approved for use in MAN Diesel & Turbo four-stroke Diesel engines that run on gas oil and diesel
fuel
If marine diesel oil is used, which has a very high sulphur content of 1.5 up
to 2.0 weight %, a base number of appr. 20 should be selected.
1)
2)
With a sulphur content of less than 1 %
No liability assumed if these oils are used
MAN Diesel & Turbo SE does not assume liability for problems that
occur when using these oils.
D010.000.023-07-0001 EN
2016-02-15 - de
Specification of lubricating oil (SAE 40) for operation with
MGO/MDO and biofuels
General
Delvac 1640
Limit value
Procedure
Viscosity at 40 ℃
110 - 220 mm²/s
ISO 3104 or ASTM D445
Base number (BN)
at least 50 % of fresh oil
ISO 3771
Flash point (PM)
At least 185 ℃
ISO 2719
Water content
max. 0.2 % (max. 0.5 % for brief periods)
ISO 3733 or ASTM D 1744
n-heptane insoluble
max. 1.5 %
DIN 51592 or IP 316
Metal content
depends on engine type and operating conditions
Guide value only
.
Fe
Cr
Cu
Pb
Sn
Al
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
When operating with biofuels:
biofuel fraction
max. 12 %
D010.000.023-07-0001
010.000.023-07
MAN Diesel & Turbo
FT-IR
2016-02-15 - de
Specification of lubricating oil (SAE 40) for operation with
MGO/MDO and biofuels
General
Table 4: Limit values for used lubricating oil
D010.000.023-07-0001 EN
5 (5)
MAN Diesel & Turbo
1607584-6.10
Page 1 (2)
General
Specific lubricating oil consumption - SLOC
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
Engine type
RPM
SLOC [g/kWh]
L16/24, L16/24S
1000/1200
0.4 - 0.8
L21/31, L21/31S
900/1000
0.4 - 0.8
720/750/900
0.6 - 1.0
L27/38, L27/38S
720/750
0.4 - 0.8
L28/32H, L28/32S, L28/32DF
720/750
0.6 - 1.0
V28/32H
720/750
0.6 - 1.0
V28/32S
720/750
0.4 - 0.8
L32/40
720/750
0.8 - 1.0
L23/30H, L23/30S, L23/30DF
Description
Please note that only maximum continuous rating
(PMCR (kW)) should be used in order to evaluate the
SLOC.
The lubricating oil density, ρ @ 15°C must be
known in order to convert ρ to the present lubricating oil temperature in the base frame. The following
formula is used to calculate ρ:
ρlubricating oil [kg/m3] =
Please note, during engine running-in the SLOC
may exceed the values stated.
The following formula is used to calculate the
SLOC:
SLOC [g/kWh] =
In order to evaluate the correct engine SLOC, the
following circumstances must be noticed and subtracted from the engine SLOC:
The engine maximum continuous design rating
(PMCR) must always be used in order to be able to
compare the individual measurements, and the running hours since the last lubricating oil adding must
be used in the calculation. Due to inaccuracy *) at
adding lubricating oil, the SLOC can only be evaluated after 1,000 running hours or more, where only
the average values of a number of lubricating oil
addings are representative.
A1:
▪ Desludging interval and sludge amount from the
lubricating oil separator (or automatic lubricating
oil filters). The expected lubricating oil content of
the sludge amount is 30%.
The following does also have an influence on the
SLOC and must be considered in the SLOC evaluation:
A2:
▪ Lubricating oil evaporation
Lubricating oil leakages
Lubricating oil losses at lubricating oil filter
exchange
2016.02.16
*) A deviation of ± 1 mm with the dipstick measurement must be expected, which corresponds
uptill ± 0.1 g/kWh, depending on the engine
type.
MAN Diesel & Turbo
B 12 15 0
Specific lubricating oil consumption - SLOC
1607584-6.10
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
2016.02.16
MAN Diesel & Turbo
1643494-3.11
Page 1 (9)
General
Treatment and maintenance of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
During operation of trunk engines the lubricating oil
will gradually be contaminated by small particles
originating from the combustion.
Engines operated on heavy fuels will normally
increase the contamination due to the increased
content of carbon residues and other contaminants.
Contamination of lubricating oil with either freshwater or seawater can also occur.
A certain amount of contaminants can be kept suspended in the lubricating oil without affecting the
lubricating properties.
The condition of the lubricating oil must be kept
under observation (on a regular basis) by analyzing
oil samples. See Section 504.04 "Criteria for Cleaning/Exchange of Lubricating Oil".
The moving parts in the engine are protected by the
built-on duplex full-flow lubricating oil filter. The
replaceable paper filter cartridges in each filter
chamber has a fineness of 10-15 microns. The
safety filter, at the centre of each filter chamber, is a
basket filter element, with a fineness of 60 microns
(sphere passing mesh).
The pressure drop across the replaceable paper filter cartridges is one parameter indicating the contamination level. The higher the dirt content in the
oil, the shorter the periods between filter cartridge
replacement and cleaning.
The condition of the lubricating oil can be maintained / re-established by exchanging the lubricating oil at fixed intervals or based on analyzing oil
samples.
Operation on Marine Diesel Oil (MDO) &
Marine Gas Oil (MGO)
For engines exclusively operated on MDO/MGO we
recommend to install a built-on centrifugal bypass
filter as an additional filter to the built-on full flow
depth filter.
It is advisable to run bypass separator units continuously for engines operated on MDO/MGO as separator units present the best cleaning solution.
Mesh filters have the disadvantage that they cannot
remove water and their elements clog quickly.
Operation on Heavy Fuel Oil (HFO)
HFO-operated engines require effective lubricating
oil cleaning. In order to ensure a safe operation it is
necessary to use supplementary cleaning equipment together with the built-on full flow depth filter.
It is mandatory to run bypass separator units continuously for engines operated on HFO, as an optimal lubricating oil treatment is fundamental for a
reliable working condition. Therefore it is mandatory
to clean the lubricating oil with a bypass separator
unit, so that the wear rates are reduced and the lifetime of the engine is extended.
Bypass cleaning equipment
As a result of normal operation, the lubricating oil
contains abraded particles and combustion residues which have to be removed by the bypass
cleaning system and to a certain extent by the
duplex full-flow lubricating oil filter as well.
With automatic mesh filters this can result in an
undesirable and hazardous continuous flushing. In
view of the high cost of cleaning equipment for
removing micro impurities, this equipment is only
rated for a certain proportion of the oil flowing
through the engine since it is installed in a bypass.
The bypass cleaning equipment is operated
▪ continuously when the engine is in operation or
at standstill
For cleaning of lubricating oil the following bypass
cleaning equipment can be used:
▪ Separator unit
▪ Decanter unit
▪ Self cleaning automatic bypass mesh filter
▪ Built-on centrifugal bypass filter (standard on
MAN Diesel & Turbo, Holeby GenSets)
▪ Bypass depth filter
The decanter unit, the self-cleaning automatic
bypass mesh filter and the bypass depth filter
capacity must be adjusted according to maker’s
recommendations.
In case full flow filtration equipment is chosen, this
must only be installed as in-line cleaning upstream
to the duplex full-flow lubricating oil filter, built onto
the engine.
MAN Diesel & Turbo
B 12 15 0
Treatment and maintenance of lubricating oil
1643494-3.11
Page 2 (9)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
The most appropriate type of equipment for a particular application depends on the engine output,
the type and amount of combustion residues, the
annual operating time and the operating mode of
the plant. Even with a relatively low number of operating hours there can be a great deal of combustion
residues if, for instance, the engine is inadequately
preheated and quickly accelerated and loaded.
Separator unit
Continuous lubricating oil cleaning during engine
operation is mandatory. An optimal lubricating oil
treatment is fundamental for a reliable working condition of the engine.
If the lubricating oil is circulating without a separator
unit in operation, the lubricating oil will gradually be
contaminated by products of combustion, water
and/or acid. In some instances cat-fines may also
be present.
In order to prolong the lubricating oil lifetime and
remove wear elements, water and contaminants
from the lubricating oil, it is mandatory to use a bypass separator unit.
The separator unit will reduce the carbon residue
content and other contaminants from combustion
on engines operated on HFO, and keep the amount
within MDT’s recommendation, on condition that
the separator unit is operated according to MDT's
recommendations.
When operating a cleaning device, the following
recommendations must be observed:
Lubricating oil preheating
The installed heater on the separator unit ensures
correct lubricating oil temperature during separation. When the engine is at standstill, the heater can
be used for two functions:
▪ The oil from the sump is preheated to 95 –
98 °C by the heater and cleaned continuously
by the separator unit.
▪ The heater can also be used to maintain an oil
temperature of at least 40 °C, depending on
installation of the lubricating oil system.
Cleaning capacity
Normally, it is recommended to use a self-cleaning
filtration unit in order to optimize the cleaning period
and thus also optimize the size of the filtration unit.
Separator units for manual cleaning can be used
when the reduced effective cleaning time is taken
into consideration by dimensioning the separator
unit capacity.
The centrifuging process in separator
bowl
Efficient lubricating oil cleaning relies on the principle that - provided the through-put is adequate and
the treatment is effective - an equilibrium condition
can be reached, where the engine contamination
rate is balanced by the centrifuge separation rate
i.e.:
▪ The optimum cleaning effect is achieved by
keeping the lubricating oil in a state of low viscosity for a long period in the separator bowl.
▪ Contaminant quantity added to the lubricating
oil per hour = contaminant quantity removed by
the centrifuge per hour.
▪ Sufficiently low viscosity is obtained by preheating the lubricating oil to a temperature of 95°C 98°C, when entering the separator bowl.
It is the purpose of the centrifuging process to
ensure that this equilibrium condition is reached,
with the lubricating oil insolubles content being as
low as possible.
▪ The capacity of the separator unit must be
adjusted according to MDT's recommendations.
Slow passage of the lubricating oil through the separator unit is obtained by using a reduced flow rate
and by operating the separator unit 24 hours a day,
stopping only for maintenance, according to maker's recommendation.
Since the cleaning efficiency of the centrifuge is
largely dependent upon the flow rate, it is very
important that this is optimised.
A centrifuge can be operated at greatly varying flow
rates (Q).
Practical experience has revealed that the content
of insolubles, before and after the centrifuge, is related to the flow rate as shown in Fig. 1.
MAN Diesel & Turbo
1643494-3.11
Page 3 (9)
Treatment and maintenance of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
The most important factor is the particle size (risk of
scratching and wear of the bearing journals). In general the optimum centrifuge flow rate for a detergent
lubricating oil is about 25% of the maximum centrifuge capacity.
Operation flow
In order to calculate the required operation flow
through the separator unit, MDT recommends to
apply the following formula:
Figure 13: .
Fig. 1 illustrates that the amount of insolubles
removed will decrease with rising flow rate (Q).
It can be seen that:
▪ At low flow rate (Q), only a small portion of the
lubricating oil is passing the centrifuge/hour, but
is being cleaned effectively.
Q
=
required operation flow [l/h]
P
=
▪ At high flow rate (Q), a large quantity of lubricating oil is passing the centrifuge/hour, but the
cleaning is less effective.
MCR (maximum continuous rating)
[kW]
t
=
actual effective separator unit separating time per day [hour]
(23.5 h separating time and 0.5 h
for sludge discharge = 24 h/day)
n
=
number of turnovers per day of the
theoretical oil volume corresponding to 1.36 [l/kW] or 1 [l/HP]
Thus, by correctly adjusting the flow rate, an optimal equilibrium cleaning level can be obtained (Fig.
2).
The following values for "n" are recommended:
n
=
6 for HFO operation (residual)
n
=
4 for MDO operation
n
=
3 for distillate fuel
Example 1
For multi-engine plants, one separator unit per
engine in operation is recommended.
Figure 14: .
This minimum contamination level is obtained by
employing a suitable flow rate that is only a fraction
of the stated maximum capacity of the centrifuge
(see the centrifuge manual).
For example, for a 1,000 kW engine operating on
HFO and connected to a self-cleaning separator
unit, with a daily effective separating period of 23.5
hours, the calculation is as follows:
MAN Diesel & Turbo
B 12 15 0
Treatment and maintenance of lubricating oil
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 15: One separator per engine plant
1643494-3.11
Page 4 (9)
MAN Diesel & Turbo
1643494-3.11
Page 5 (9)
Treatment and maintenance of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Example 2
As an alternative, one common separator unit for
max. three engines can be installed, with one in
reserve if possible.
For the calculation in this example it is necessary
include the combined average power demand of
the multi-engine plant. The load profile experienced
for the majority of merchant vessels is that the average power demand is around 43-50% of the total
GenSet power installed. With three identical engines
this corresponds to 1.3-1.5 times the power of one
engine.
▪ Bulk carrier and tankers : ~1.3 times the power
of one engine
▪ Container vessel : ~1.5 times the power of one
engine
For example, for a bulk carrier with three 1,000 kW
engines operating on HFO and connected to a
common self-cleaning separator unit, with a daily
effective separating period of 23.5 hours, the calculation is as follows:
With an average power demand higher than 50% of
the GenSet power installed, the operation flow must
be based on 100% of the GenSet power installed.
1
Interconnected valves
Figure 16: One common separator unit for multi-engine plant
MAN Diesel & Turbo
Treatment and maintenance of lubricating oil
B 12 15 0
1643494-3.11
Page 6 (9)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Separator unit installation
With multi-engine plants, one separator unit per
engine in operation is recommended (see figure 3),
but if only one separator unit is in operation, the following layout can be used:
▪ A common separator unit (see figure 4) can be
installed, with one in reserve, if possible, for
operation of all engines through a pipe system,
which can be carried out in various ways. The
aim is to ensure that the separator unit is only
connected to one engine at a time. Thus there
will be no suction and discharging from one
engine to another.
It is recommended that inlet and outlet valves are
connected so that they can only be changed over
simultaneously.
With only one engine in operation there are no
problems with separating, but if several engines are
in operation for some time it is recommended to
split up the separation time in turns on all operating
engines.
With 2 out of 3 engines in operation the 23.5 hours
separating time must be split up in around 4-6
hours intervals between changeover.
Stokes' law
The operating principles of centrifugal separation
are based on Stokes’ Law.
V
=
settling velocity [m/sec]
rω
=
acceleration in centrifugal field [m/sec2]
d
=
diameter of particle [m]
ρp
=
density of particle [kg/m3]
ρl
=
density of medium [kg/m3]
µ
=
viscosity of medium [kg/m, sec.]
2
The rate of settling (V) for a given capacity is determined by Stokes’ Law. This expression takes into
account the particle size, the difference between
density of the particles and the lubricating oil, and
the viscosity of the lubricating oil.
Density and viscosity are important parameters for
efficient separation. The greater the difference in
density between the particle and the lubricating oil,
the higher the separation efficiency. The settling
velocity increases in inverse proportion to viscosity.
However, since both density and viscosity vary with
temperature, separation temperature is the critical
operating parameter.
Particle size is another important factor. The settling
velocity increases rapidly with particle size. This
means that the smaller the particle, the more challenging the separation task. In a centrifuge, the term
(rω2) represents the centrifugal force which is several thousand times greater than the acceleration
due to gravitational force. Centrifugal force enables
the efficient separation of particles which are only a
few microns in size.
The separation efficiency is a function of:
MAN Diesel & Turbo
1643494-3.11
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Treatment and maintenance of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
bowl, the separator unit must always be operated
with an inlet temperature of 95-98°C for lubricating
oil.
A control circuit including a temperature transmitter
and a PI-type controller with accuracy of ±2°C must
be installed. If steam-heated, a correctly sized
steam valve should be fitted with the right KvS
value. The steam trap must be a mechanical float
type. The most common heaters on board are
steam heaters. This is due to the fact that steam in
most cases is available at low cost.
Most ships are equipped with an exhaust boiler utilizing the exhaust gases to generate steam.
A large proportion of smaller tonnage does, however, use electric heaters.
It is essential to keep the incoming oil temperature
to the separator unit steady with only a small variation in temperature allowed (maximum ±2°C).
The position of the interface between oil and water
in the separator bowl is a result of the density and
the viscosity of the oil, which in turn depends on the
temperature.
Flow rate
Operating parameters
Various operating parameters affect separation efficiency. These include temperature, which controls
both lubricating oil viscosity and density, flow rate
and maintenance.
Temperature of lubricating oil before
separator unit
It is often seen that the lubricating oil pre-heaters
are undersized, have very poor temperature control,
the steam supply to the pre-heater is limited or the
temperature set point is too low.
Often the heater surface is partly clogged by deposits. These factors all lead to reduced separation
temperature and hence the efficiency of the separator unit. In order to ensure that the centrifugal forces
separate the heavy contaminants in the relatively
limited time that they are present in the separator
It is known that separation efficiency is a function of
the separator unit’s flow rate. The higher the flow
rate, the more particles are left in the oil and therefore the lower the separation efficiency. As the flow
rate is reduced, the efficiency with which particles
are removed increases and cleaning efficiency thus
improves. It is, however, essential to know at what
capacity adequate separation efficiency is reached
in the specific case.
In principle, there are three ways to control the flow:
▪ Adjustment of the built-in safety valve on the
pump.
This method is NOT recommended since the
built-on valve is nothing but a safety valve.
The opening pressure is often too high and its
characteristic far from linear.
In addition, circulation in the pump may result in
oil emulsions and cavitation in the pump.
▪ A flow regulating valve arrangement on the
pressure side of the pump, which bypasses the
separator unit and re-circulates part of the
untreated lubricating oil back to the treated oil
return line, from the separator unit and NOT
directly back to the suction side of the pump.
MAN Diesel & Turbo
B 12 15 0
Treatment and maintenance of lubricating oil
1643494-3.11
Page 8 (9)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
The desired flow rate is set manually by means
of the flow regulating valve. Further, the requirement for backpressure in the clean oil outlet
MUST also be fulfilled, helping to maintain the
correct interface position.
▪ Speed control of the pump motor with a frequency converter or a 2-speed motor.
This is a relatively cheap solution today and is a
good alternative for flow control.
Maintenance
Proper maintenance is an important, but often overlooked operating parameter that is difficult to quantify. If the bowl is not cleaned in time, deposits will
form on the bowl discs, the free channel height will
be reduced, and flow velocity increases. This further
tends to drag particles with the liquid flow towards
the bowl’s centre resulting in decreased separation
efficiency.
Check of lubricating oil system
For cleaning of the lubricating oil system after overhauls and inspection of the lubricating oil piping
system the following checks must be carried out:
Deterioration of oil
Oil seldomly loses its ability to lubricate, i.e. to form
a friction-decreasing oil film, but it may become corrosive to the steel journals of the bearings in such a
way that the surface of these journals becomes too
rough and wipes the bearing surface.
In that case the bearings must be renewed, and the
journals must also be polished. The corrosiveness
of the lubricating oil is either due to far advanced
oxidation of the oil itself (TAN) or to the presence of
inorganic acids (SAN). In both cases the presence
of water will multiply the effect, especially sea water
as the chloride ions act as an inorganic acid.
Signs of deterioration
If circulating oil of inferior quality is used and the oxidative influence becomes grave, prompt action is
necessary as the last stages in the deterioration will
develop surprisingly quickly, within one or two
weeks. Even if this seldomly happens, it is wise to
be acquainted with the signs of deterioration.
These may be some or all of the following:
▪ Sludge precipitation in the separator unit multiplies
1. Examine the piping system for leaks.
▪ Smell of oil becomes acrid or pungent
2. Retighten all bolts and nuts in the piping system.
▪ Machined surfaces in the crankcase become
coffee-brown with a thin layer of lacquer
3. Move all valves and cocks in the piping system.
Lubricate valve spindles with graphite or similar.
▪ Paint in the crankcase peels off or blisters
4. Blow through drain pipes.
▪ Excessive carbon is formed in the piston cooling chamber
5. Check flexible connections for leaks and damages.
In a grave case of oil deterioration the system must
be cleaned thoroughly and refilled with new oil.
6. Check manometers and thermometers for possible damages.
Oxidation of oils
7. Engines running at HFO, will as standard be
delivered with centrifugal by-pass filter mounted
on engine. Centrifugal by-pass filter can be
used as indicator of lubricating oil system condition.
Define a cleaning interval (ex. 100 hours). Check
the sludge weight. If the sludge weight is raising
please check separator and lubricating oil system condition in general.
At normal service temperature the rate of oxidation
is insignificant, but the following factors will accelerate the process:
High temperature
If the coolers are ineffective, the temperature level
will generally rise. A high temperature will also arise
in electrical pre-heaters if the circulation is not continued for 5 minutes after the heating has been
stopped, or if the heater is only partly filled with oil.
Catalytic action
Oxidation of the oil will be accelerated considerably
if catalytic particles are present in the oil. Wear particles of copper are especially harmful, but also fer-
MAN Diesel & Turbo
1643494-3.11
Page 9 (9)
Treatment and maintenance of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
rous particles and rust are active. Furthermore, the
lacquer and varnish oxidation products of the oil
itself have an accelerating effect. Continuous cleaning of the oil is therefore important to keep the
sludge content low.
Water washing
Water washing of HD oils (heavy duty) must not be
carried out.
Water in the oil
If the TAN is low, a minor increase in the fresh water
content of the oil is not immediately detrimental
while the engine is in operation. Naturally, it should
be brought down again as quickly as possible
(below 0.2% water content, which is permissible,
see description "B 12 15 0/504.04 criteria for
exchange of lube oil”). If the engine is stopped while
corrosion conditions are unsatisfactory, the crankshaft must be turned ½ - ¾ revolution once every
hour by means of the turning gear. Please make
sure that the crankshaft stops in different positions,
to prevent major damage to bearings and journals.
The lubricating oil must be circulated and separated
continuously to remove water.
Water in the oil may be noted by steam formation
on the sight glasses, by appearance, or ascertained
by immersing a piece of glass or a soldering iron
heated to 200-300°C in an oil sample. If there is a
hissing sound, water is present. If a large quantity of
water has entered the lubricating oil system, it has
to be removed. Either by sucking up sediment
water from the bottom, or by replacing the oil in the
sump. An oil sample must be analysed immediately
for chloride ions.
MAN Diesel & Turbo
1609533-1.7
Page 1 (2)
Criteria for cleaning/exchange of lubricating oil
B 12 15 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
Replacement of lubricating oil
2. Flash point
The expected lubricating oil lifetime in operation is
difficult to determine. The lubricating oil lifetime is
depending on the fuel oil quality, the lubricating oil
quality, the lubricating oil consumption, the lubricating oil cleaning equipment efficiency and the engine
operational conditions.
In order to evaluate the lubricating oil condition a
sample should be drawn on regular basis at least
once every three month or depending on the latest
analysis result. The lubricating oil sample must be
drawn before the filter at engine in operation. The
sample bottle must be clean and dry, supplied with
sufficient indentification and should be closed
immediately after filling. The lubricating oil sample
must be examined in an approved laboratory or in
the lubricating oil suppliers own laboratory.
A lubricating oil replacement or an extensive lubricating oil cleaning is required when the MAN Diesel
& Turbo exchange criteria's have been reached.
Min. value
: 185° C
Possible test : ASTM D-92, ISO 2719
method
Normally used to indicate fuel dilution.
3. Water content
Max. value
: 0.2 %
Unit
: Weight %
Possible test : ASTM D4928, ISO 3733
method
Water can originate from contaminated fuel oil, an
engine cooling water leak or formed as part of the
combustion process. If water is detected also
Sodium, Glycol or Boron content should be
checked in order to confirm engine coolant leaks.
4. Base number
Evaluation of the lubricating oil condition
Based on the analysis results, the following guidance are normally sufficient for evaluating the lubricating oil condition. The parameters themselves can
not be jugded alonestanding, but must be evaluated together in order to conclude the lubricating oil
condition.
1. Viscosity
Limit value:
Normal
value
min. max.
value value
SAE 30 [cSt@40° C]
95 - 125
75
160
SAE 30 [cSt@100° C]
11 - 13
9
15
SAE 40 [cSt@40° C]
135 - 165
100
220
SAE 40 [cSt@100° C]
13.5 - 15.0
11
19
Unit
: cSt (mm /s)
2
Possible test : ASTM D-445, DIN51562/53018, ISO
method
3104
Increasing viscosity indicates problems with insolubles, HFO contamination, water contamination, oxidation, nitration and low load operation. Decreasing
viscosity is generally due to dilution with lighter viscosity oil.
2015.11.27
Min. value
: The BN value should not be lower
than 50% of fresh lubricating oil value,
but minimum BN level never to be
lower than 10-12 at operating on
HFO!
Unit
: mg KOH/g
Possible test : ASTM D-2896, ISO 3771
method
The neutralization capacity must secure that the
acidic combustion products, mainly sulphur originate from the fuel oil, are neutralized at the lube oil
consumption level for the specific engine type.
Gradually the BN will be reduced, but should reach
an equilibrium.
5. Total acid number (TAN)
Max. value
: 3.0 acc. to fresh oil value
Unit
: mg KOH/g
Possible test : ASTM D-664
method
TAN is used to monitor oil degradation and is a
measure of the total acids present in the lubricating
oil derived from oil oxidation (weak acids) and acidic
products of fuel combustion (strong acids).
MAN Diesel & Turbo
B 12 15 0
Criteria for cleaning/exchange of lubricating oil
1609533-1.7
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S, L23/30S
6. Insolubles content
Max. value
: 1.5 % generally, depending upon
actual dispersant value and the
increase in viscosity
Unit
: Weight %
Possible test : ASTM D-893 procedure B in Hepmethod
tane, DIN 51592
Additionally
test
: If the level in n-Heptane insolubles is
considered high for the type of oil and
application, the test could be followed
by a supplementary determination in
Toluene.
Total insolubles is maily derived from products of
combustion blown by the piston rings into the
crankcase. It also includes burnt lubricating oil,
additive ash, rust, salt, wear debris and abrasive
matter.
7. Metal content
Metal content
Iron
Chromium
Copper
Lead
Tin
Aluminium
Silicon
Remarks
Attention limits
Depend upon
engine type and
operating conditions
max. 50 ppm
max. 10 ppm
max. 15 ppm
max. 20 ppm
max. 10 ppm
max. 20 ppm
max. 20 ppm
2015.11.27
MAN Diesel & Turbo
B 13 Cooling water
system
Page 1 (1)
2016-10-27 - en
B 13 Cooling water system
Specification of engine coolant
Preliminary remarks
An engine coolant is composed as follows: water for heat removal and coolant additive for corrosion protection.
As is also the case with the fuel and lubricating oil, the engine coolant must
be carefully selected, handled and checked. If this is not the case, corrosion,
erosion and cavitation may occur at the walls of the cooling system in contact with water and deposits may form. Deposits obstruct the transfer of heat
and can cause thermal overloading of the cooled parts. The system must be
treated with an anticorrosive agent before bringing it into operation for the
first time. The concentrations prescribed by the engine manufacturer must
always be observed during subsequent operation. The above especially
applies if a chemical additive is added.
D010.000.023-13-0001
010.000.023-13
MAN Diesel & Turbo
Requirements
Limit values
The properties of untreated coolant must correspond to the following limit
values:
Properties/Characteristic
Properties
Unit
Distillate or fresh water, free of foreign matter.
-
Total hardness
max. 10
°dH*
pH value
6.5 – 8
-
Chloride ion content
max. 50
mg/l**
Water type
Table 1: Coolant - properties to be observed
*) 1°dH (German hard- ≙ 10 mg CaO in 1 litre of water
ness)
≙ 0.357 mval/l
≙ 17.9 mg CaCO3/l
≙ 0.179 mmol/l
**) 1 mg/l ≙ 1 ppm
Testing equipment
The MAN Diesel & Turbo water testing equipment incorporates devices that
determine the water properties directly related to the above. The manufacturers of anticorrosive agents also supply user-friendly testing equipment.
If distilled water (from a fresh water generator, for example) or fully desalinated water (from ion exchange or reverse osmosis) is available, this should
ideally be used as the engine coolant. These waters are free of lime and
salts, which means that deposits that could interfere with the transfer of heat
to the coolant, and therefore also reduce the cooling effect, cannot form.
However, these waters are more corrosive than normal hard water as the
thin film of lime scale that would otherwise provide temporary corrosion protection does not form on the walls. This is why distilled water must be handled particularly carefully and the concentration of the additive must be regularly checked.
Hardness
The total hardness of the water is the combined effect of the temporary and
permanent hardness. The proportion of calcium and magnesium salts is of
overriding importance. The temporary hardness is determined by the carbo-
2016-02-10 - de
Distillate
D010.000.023-13-0001 EN
General
Additional information
Specification of engine coolant
Notes for cooling water check see 010.005 Engine – Work Instructions
010.000.002-03
1 (7)
010.000.023-13
MAN Diesel & Turbo
D010.000.023-13-0001
nate content of the calcium and magnesium salts. The permanent hardness
is determined by the amount of remaining calcium and magnesium salts (sulphates). The temporary (carbonate) hardness is the critical factor that determines the extent of limescale deposit in the cooling system.
Water with a total hardness of > 10°dGH must be mixed with distilled water
or softened. Subsequent hardening of extremely soft water is only necessary
to prevent foaming if emulsifiable slushing oils are used.
Damage to the coolant system
Corrosion
Corrosion is an electrochemical process that can widely be avoided by
selecting the correct water quality and by carefully handling the water in the
engine cooling system.
Flow cavitation
Flow cavitation can occur in areas in which high flow velocities and high turbulence is present. If the steam pressure is reached, steam bubbles form
and subsequently collapse in high pressure zones which causes the destruction of materials in constricted areas.
Erosion
Erosion is a mechanical process accompanied by material abrasion and the
destruction of protective films by solids that have been drawn in, particularly
in areas with high flow velocities or strong turbulence.
Stress corrosion cracking
Stress corrosion cracking is a failure mechanism that occurs as a result of
simultaneous dynamic and corrosive stress. This may lead to cracking and
rapid crack propagation in water-cooled, mechanically-loaded components if
the coolant has not been treated correctly.
Treatment of engine coolant
Formation of a protective
film
The purpose of treating the engine coolant using anticorrosive agents is to
produce a continuous protective film on the walls of cooling surfaces and
therefore prevent the damage referred to above. In order for an anticorrosive
agent to be 100 % effective, it is extremely important that untreated water
satisfies the requirements in the Section Requirements.
Protective films can be formed by treating the coolant with anticorrosive
chemicals or emulsifiable slushing oil.
2 (7)
Treatment prior to initial
commissioning of engine
Treatment with an anticorrosive agent should be carried out before the
engine is brought into operation for the first time to prevent irreparable initial
damage.
The engine may not be brought into operation without treating the
coolant.
Additives for coolants
Only the additives approved by MAN Diesel & Turbo and listed in the tables
under the section entitled Approved Coolant Additives may be used.
D010.000.023-13-0001 EN
2016-02-10 - de
Treatment of the coolant
General
Specification of engine coolant
Emulsifiable slushing oils are used less and less frequently as their use has
been considerably restricted by environmental protection regulations, and
because they are rarely available from suppliers for this and other reasons.
Required approval
A coolant additive may only be permitted for use if tested and approved as
per the latest directives of the ICE Research Association (FVV) "Suitability test
of internal combustion engine cooling fluid additives.” The test report must
be obtainable on request. The relevant tests can be carried out on request in
Germany at the staatliche Materialprüfanstalt (Federal Institute for Materials
Research and Testing), Abteilung Oberflächentechnik (Surface Technology
Division), Grafenstraße 2 in D-64283 Darmstadt.
Once the coolant additive has been tested by the FVV, the engine must be
tested in the second step before the final approval is granted.
In closed circuits only
Additives may only be used in closed circuits where no significant consumption occurs, apart from leaks or evaporation losses. Observe the applicable
environmental protection regulations when disposing of coolant containing
additives. For more information, consult the additive supplier.
D010.000.023-13-0001
010.000.023-13
MAN Diesel & Turbo
Chemical additives
Sodium nitrite and sodium borate based additives etc. have a proven track
record. Galvanised iron pipes or zinc sacrificial anodes must not be used in
cooling systems. This corrosion protection is not required due to the prescribed coolant treatment and electrochemical potential reversal that may occur
due to the coolant temperatures which are usual in engines nowadays. If
necessary, the pipes must be deplated.
Slushing oil
This additive is an emulsifiable mineral oil with added slushing ingredients. A
thin film of oil forms on the walls of the cooling system. This prevents corrosion without interfering with heat transfer, and also prevents limescale deposits on the walls of the cooling system.
The significance of emulsifiable corrosion-slushing oils is fading. Oil-based
emulsions are rarely used nowadays for environmental protection reasons
and also because stability problems are known to occur in emulsions.
Antifreeze agents
Antifreeze agents are generally based on ethylene glycol. A suitable chemical
anticorrosive agent must be added if the concentration of the antifreeze
agent prescribed by the user for a specific application does not provide an
appropriate level of corrosion protection, or if the concentration of antifreeze
agent used is lower due to less stringent frost protection requirements and
does not provide an appropriate level of corrosion protection. Considering
that the antifreeze agents listed in the table Antifreeze Agents with Slushing
D010.000.023-13-0001 EN
General
2016-02-10 - de
Sufficient corrosion protection can be provided by adding the products listed
in the table entitled Antifreeze Agent with Slushing Properties (Military specification: Federal Armed Forces Sy-7025), while observing the prescribed minimum concentration. This concentration prevents freezing at temperatures
down to -22 °C and provides sufficient corrosion protection. However, the
quantity of antifreeze agent actually required always depends on the lowest
temperatures that are to be expected at the place of use.
Specification of engine coolant
If temperatures below the freezing point of water in the engine cannot be
excluded, an antifreeze agent that also prevents corrosion must be added to
the cooling system or corresponding parts. Otherwise, the entire system
must be heated.
3 (7)
010.000.023-13
MAN Diesel & Turbo
D010.000.023-13-0001
Properties also contain corrosion inhibitors and their compatibility with other
anticorrosive agents is generally not given, only pure glycol may be used as
antifreeze agent in such cases.
Simultaneous use of anticorrosive agent from the table Chemical additives –
nitrite free together with glycol is not permitted, because monitoring the anticorrosive agent concentration in this mixture is no more possible.
Antifreeze agents may only be mixed with one another with the consent of
the manufacturer, even if these agents have the same composition.
Before an antifreeze agent is used, the cooling system must be thoroughly
cleaned.
If the coolant contains emulsifiable slushing oil, antifreeze agent may not be
added as otherwise the emulsion would break up and oil sludge would form
in the cooling system.
Biocides
If you cannot avoid using a biocide because the coolant has been contaminated by bacteria, observe the following steps:
▪
You must ensure that the biocide to be used is suitable for the specific
application.
▪
The biocide must be compatible with the sealing materials used in the
coolant system and must not react with these.
▪
The biocide and its decomposition products must not contain corrosionpromoting components. Biocides whose decomposition products contain chloride or sulphate ions are not permitted.
▪
Biocides that cause foaming of coolant are not permitted.
Prerequisite for effective use of an anticorrosive agent
Clean cooling system
As contamination significantly reduces the effectiveness of the additive, the
tanks, pipes, coolers and other parts outside the engine must be free of rust
and other deposits before the engine is started up for the first time and after
repairs of the pipe system.
4 (7)
The cleaning agents must not corrode the seals and materials of the cooling
system. In most cases, the supplier of the coolant additive will be able to
carry out this work and, if this is not possible, will at least be able to provide
suitable products to do this. If this work is carried out by the engine operator,
he should use the services of a specialist supplier of cleaning agents. The
cooling system must be flushed thoroughly after cleaning. Once this has
been done, the engine coolant must be immediately treated with anticorrosive agent. Once the engine has been brought back into operation, the
cleaned system must be checked for leaks.
D010.000.023-13-0001 EN
2016-02-10 - de
Loose solid matter in particular must be removed by flushing the system
thoroughly as otherwise erosion may occur in locations where the flow velocity is high.
General
Specification of engine coolant
The entire system must therefore be cleaned with the engine switched off
using a suitable cleaning agent (see 010.005 Engine – Work Instructions
010.000.001-01 and 010.000.002-04).
Regular checks of the coolant condition and coolant system
Treated coolant may become contaminated when the engine is in operation,
which causes the additive to loose some of its effectiveness. It is therefore
advisable to regularly check the cooling system and the coolant condition. To
determine leakages in the lube oil system, it is advisable to carry out regular
checks of water in the expansion tank. Indications of oil content in water are,
e.g. discoloration or a visible oil film on the surface of the water sample.
The additive concentration must be checked at least once a week using the
test kits specified by the manufacturer. The results must be documented.
D010.000.023-13-0001
010.000.023-13
MAN Diesel & Turbo
Concentrations of chemical additives
The chemical additive concentrations shall not be less than the
minimum concentrations indicated in the table „Nitrite-containing
chemical additives“.
Excessively low concentrations can promote corrosion and must be avoided.
If the concentration is slightly above the recommended concentration this will
not result in damage. Concentrations that are more than twice the recommended concentration should be avoided.
Every 2 to 6 months, a coolant sample must be sent to an independent laboratory or to the engine manufacturer for an integrated analysis.
Emulsifiable anticorrosive agents must generally be replaced after abt. 12
months according to the supplier's instructions. When carrying this out, the
entire cooling system must be flushed and, if necessary, cleaned. Once filled
into the system, fresh water must be treated immediately.
If chemical additives or antifreeze agents are used, coolant should be
replaced after 3 years at the latest.
Water losses must be compensated for by filling with untreated water that
meets the quality requirements specified in the section Requirements. The
concentration of anticorrosive agent must subsequently be checked and
adjusted if necessary.
2016-02-10 - de
Subsequent checks of the coolant are especially required if the coolant had
to be drained off in order to carry out repairs or maintenance.
Protective measures
Anticorrosive agents contain chemical compounds that can pose a risk to
health or the environment if incorrectly used. Comply with the directions in
the manufacturer's material safety data sheets.
D010.000.023-13-0001 EN
General
Deposits in the cooling system may be caused by fluids that enter the coolant or by emulsion break-up, corrosion in the system, and limescale deposits
if the water is very hard. If the concentration of chloride ions has increased,
this generally indicates that seawater has entered the system. The maximum
specified concentration of 50 mg chloride ions per kg must not be exceeded
as otherwise the risk of corrosion is too high. If exhaust gas enters the coolant, this can lead to a sudden drop in the pH value or to an increase in the
sulphate content.
Specification of engine coolant
If there is a high concentration of solids (rust) in the system, the water must
be completely replaced and entire system carefully cleaned.
5 (7)
010.000.023-13
MAN Diesel & Turbo
D010.000.023-13-0001
Avoid prolonged direct contact with the skin. Wash hands thoroughly after
use. If larger quantities spray and/or soak into clothing, remove and wash
clothing before wearing it again.
If chemicals come into contact with your eyes, rinse them immediately with
plenty of water and seek medical advice.
Anticorrosive agents are generally harmful to the water cycle. Observe the
relevant statutory requirements for disposal.
Auxiliary engines
If the coolant system used in a MAN Diesel & Turbo two-stroke main engine
is used in a marine engine of type 16/24, 21/ 31, 23/30H, 27/38 or 28/32H,
the coolant recommendations for the main engine must be observed.
Analysis
The MAN Diesel & Turbo can analyse antifreeze agent for their customers in
the chemical laboratory PrimeServLab. A 0.5 l sample is required for the test.
Permitted coolant additives
Nitrite-containing chemical additives
Minimum concentration ppm
Product
Nitrite
(NO2)
Na-Nitrite
(NaNO2)
15 l
40 l
15,000
40,000
700
1,330
1,050
2,000
21.5 l
4.8 kg
21,500
4,800
2,400
2,400
3,600
3,600
Liquidewt
Maxigard
Wilhelmsen (Unitor)
Rocor NB Liquid
Dieselguard
Nalfleet Marine
Nalfleet EWT Liq
(9-108)
Nalfleet EWT 9-111
Nalcool 2000
3l
3,000
1,000
1,500
10 l
30 l
10,000
30,000
1,000
1,000
1,500
1,500
Nalcool 2000
30 l
30,000
1,000
1,500
TRAC 102
30 l
30,000
1,000
1,500
TRAC 118
3l
3,000
1,000
1,500
Maritech AB
Marisol CW
12 l
12,000
2,000
3,000
Uniservice, Italy
N.C.L.T.
Colorcooling
12 l
24 l
12,000
24,000
2,000
2,000
3,000
3,000
Marichem – Marigases
D.C.W.T. Non-Chromate
48 l
48,000
2,400
-
Marine Care
Caretreat 2
16 l
16,000
4,000
6,000
Vecom
Cool Treat NCLT
16 l
16,000
4,000
6,000
Table 2: Nitrite-containing chemical additives
General
Specification of engine coolant
Initial dosing for
1,000 litres
Drew Marine
Nalco
6 (7)
Product designation
D010.000.023-13-0001 EN
2016-02-10 - de
Manufacturer
Nitrite-free additives (chemical additives)
Manufacturer
Product designation
Initial dosing
for 1,000 litres
Minimum concentration
Arteco
Havoline XLI
75 l
7.5 %
Total
WT Supra
75 l
7.5 %
Q8 Oils
Q8 Corrosion Inhibitor
Long-Life
75 l
7.5 %
Table 3: Chemical additives - nitrite free
Emulsifiable slushing oils
Manufacturer
Product
(designation)
BP
Diatsol M
Fedaro M
Castrol
Solvex WT 3
Shell
Oil 9156
D010.000.023-13-0001
010.000.023-13
MAN Diesel & Turbo
Table 4: Emulsifiable slushing oils
Antifreeze agents with slushing properties
Manufacturer
Product designation
Concentration range
BASF
Glysantin G 48
Glysantin 9313
Glysantin G 05
Castrol
Radicool NF, SF
Shell
Glycoshell
Mobil
Antifreeze agent 500
Arteco
Havoline XLC
Total
Glacelf Auto Supra
Total Organifreeze
Min. 35 vol. %
Max. 60 vol. % **
Antifreeze agent range *
Min. -20 °C
Max. -50 °C
2016-02-10 - de
** Antifreeze agent concentrations higher than 55 vol. % are only permitted, if
safe heat removal is ensured by a sufficient cooling rate.
D010.000.023-13-0001 EN
General
* Antifreeze agent acc. to ASTMD1177. 35 vol. % corresponds to ca. -20
°C // 55 vol. % corresponds to ca. -45 °C // 60 vol. % corresponds to ca.
-50 °C (manufacturer's instructions)
Specification of engine coolant
Table 5: Antifreeze agents with slushing properties
7 (7)
Coolants
inspecting
Summary
Acquire and check typical values of the operating media to prevent or limit
damage.
The fresh water used to fill the coolant circuits must satisfy the specifications.
The coolant in the system must be checked regularly in accordance with the
maintenance schedule.
The following work/steps is/are necessary:
Acquisition of typical values for the operating fluid,
evaluation of the operating fluid and checking the anticorrosive agent concentration.
M010.000.002-03-0001
010.000.002-03
MAN Diesel & Turbo
Tools/equipment required
Equipment for checking the
fresh water quality
The following equipment can be used:
Equipment for testing the
concentration of additives
When using chemical additives:
▪
▪
The MAN Diesel & Turbo water testing kit, or similar testing kit, with all
necessary instruments and chemicals that determine the water hardness,
pH value and chloride content (obtainable from MAN Diesel & Turbo or
Mar-Tec Marine, Hamburg)
Testing equipment in accordance with the supplier's recommendations.
Testing kits from the supplier also include equipment that can be used to
determine the fresh water quality.
Testing the typical values of water
Short specification
Typical value/property
Water for filling
and refilling (without additive)
Circulating water
(with additive)
Water type
Fresh water, free of foreign matter
Treated coolant
Total hardness
≤ 10 dGH
≤ 10 dGH 1)
pH value
6.5 - 8 at 20 °C
≥ 7.5 at 20 °C
Chloride ion content
≤ 50 mg/l
≤ 50 mg/l 2)
1)
Table 1: Quality specifications for coolants (short version)
dGH
1 dGH
1mg/l
= 10 mg/l CaO
= 17.9 mg/l CaCO3
= 0.179 mmol/l
= 1 ppm
Coolants
2016-01-11 - de
2)
German hardness
M010.000.002-03-0001 EN
General
1)
1 (2)
M010.000.002-03-0001
010.000.002-03
MAN Diesel & Turbo
Testing the concentration of rust inhibitors
Short specification
Anticorrosive agent
Concentration
Chemical additives
in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Anti-freeze agents
in accordance with quality specification in Volume 010.005 Engine – operating manual
010.000.023-14
Table 2: Concentration of coolant additives
Testing the concentration of
chemical additives
The concentration should be tested every week, and/or according to the
maintenance schedule, using the testing instruments, reagents and instructions of the relevant supplier.
2 (2)
The concentration must be checked in accordance with the manufacturer's
instructions or the test can be outsourced to a suitable laboratory. If in
doubt, consult MAN Diesel & Turbo.
Regular water samplings
Small quantities of lube oil in coolant can be found by visual check during
regular water sampling from the expansion tank.
Testing
Regular analysis of coolant is very important for safe engine operation. We
can analyse fuel for customers at MAN Diesel & Turbo laboratory PrimeServLab.
2016-01-11 - de
Testing the concentration of
anti-freeze agents
General
Coolants
Chemical slushing oils can only provide effective protection if the right concentration is precisely maintained. This is why the concentrations recommended by MAN Diesel & Turbo (quality specifications in Volume 010.005 Engine
– operating manual 010.000.023-14) must be complied with in all cases.
These recommended concentrations may be other than those specified by
the manufacturer.
M010.000.002-03-0001 EN
Coolant system
cleaning
Summary
Remove contamination/residue from operating fluid systems, ensure/reestablish operating reliability.
Coolant systems containing deposits or contamination prevent effective cooling of parts. Contamination and deposits must be regularly eliminated.
This comprises the following:
Cleaning the system and, if required,
removal of limescale deposits,
flushing the system.
M010.000.002-04-0001
010.000.002-04
MAN Diesel & Turbo
Cleaning
The coolant system must be checked for contamination at regular intervals.
Cleaning is required if the degree of contamination is high. This work should
ideally be carried out by a specialist who can provide the right cleaning
agents for the type of deposits and materials in the cooling circuit. The cleaning should only be carried out by the engine operator if this cannot be done
by a specialist.
Oil sludge
Oil sludge from lubricating oil that has entered the cooling system or a high
concentration of anticorrosive agents can be removed by flushing the system
with fresh water to which some cleaning agent has been added. Suitable
cleaning agents are listed alphabetically in the table entitled Cleaning agents
for removing oil sludge. Products by other manufacturers can be used providing they have similar properties. The manufacturer's instructions for use
must be strictly observed.
Manufacturer
Product
Concentration
Drew
HDE - 777
4 - 5%
4 h at 50 – 60 °C
Nalfleet
MaxiClean 2
2 - 5%
4 h at 60 °C
Unitor
Aquabreak
Vecom
Ultrasonic
Multi Cleaner
0.05 – 0.5%
4%
Duration of cleaning procedure/temperature
4 h at ambient temperature
12 h at 50 – 60 °C
Table 1: Cleaning agents for removing oil sludge
Rust that has been flushed out may have an abrasive effect on other parts of
the system, such as the sealing elements of the water pumps. Together with
the elements that are responsible for water hardness, this forms what is
known as ferrous sludge which tends to gather in areas where the flow
velocity is low.
Products that remove limescale deposits are generally suitable for removing
rust. Suitable cleaning agents are listed alphabetically in the table entitled
Cleaning agents for removing lime scale and rust deposits. Products by other
manufacturers can be used providing they have similar properties. The man-
M010.000.002-04-0001 EN
General
Lime and rust deposits can form if the water is especially hard or if the concentration of the anticorrosive agent is too low. A thin lime scale layer can be
left on the surface as experience has shown that this protects against corrosion. However, limescale deposits with a thickness of more than 0.5 mm
obstruct the transfer of heat and cause thermal overloading of the components being cooled.
Coolant system
2014-11-26 - de
Lime and rust deposits
1 (3)
010.000.002-04
MAN Diesel & Turbo
M010.000.002-04-0001
ufacturer's instructions for use must be strictly observed. Prior to cleaning,
check whether the cleaning agent is suitable for the materials to be cleaned.
The products listed in the table entitled Cleaning agents for removing lime
scale and rust deposits are also suitable for stainless steel.
Manufacturer
Product
Concentration
Duration of cleaning procedure/temperature
Drew
SAF-Acid
Descale-IT
Ferroclean
5 - 10%
5 - 10%
10%
4 h at 60 - 70 °C
4 h at 60 - 70 °C
4 - 24 h at 60 - 70 °C
Nalfleet
Nalfleet 9 - 068
5%
4 h at 60 – 75 ℃
Unitor
Descalex
5 - 10%
4 - 6 h at approx. 60 °C
Vecom
Descalant F
3 – 10%
Approx. 4 h at 50 – 60°C
Table 2: Cleaning agents for removing limescale and rust deposits
In emergencies only
Hydrochloric acid diluted in water or aminosulphonic acid may only be used
in exceptional cases if a special cleaning agent that removes limescale
deposits without causing problems is not available. Observe the following
during application:
▪
Stainless steel heat exchangers must never be treated using diluted
hydrochloric acid.
▪
Cooling systems containing non-ferrous metals (aluminium, red bronze,
brass, etc.) must be treated with deactivated aminosulphonic acid. This
acid should be added to water in a concentration of 3 - 5 %. The temperature of the solution should be 40 - 50 °C.
▪
Diluted hydrochloric acid may only be used to clean steel pipes. If hydrochloric acid is used as the cleaning agent, there is always a danger that
acid will remain in the system, even when the system has been neutralised and flushed. This residual acid promotes pitting. We therefore recommend you have the cleaning carried out by a specialist.
The carbon dioxide bubbles that form when limescale deposits are dissolved
can prevent the cleaning agent from reaching boiler scale. It is therefore
absolutely necessary to circulate the water with the cleaning agent to flush
away the gas bubbles and allow them to escape. The length of the cleaning
process depends on the thickness and composition of the deposits. Values
are provided for orientation in the table entitled Cleaning agents for removing
lime scale and rust deposits.
Following cleaning
The cooling system must be flushed several times once it has been cleaned
using cleaning agents. Replace the water during this process. If acids are
used to carry out the cleaning, neutralise the cooling system afterwards with
suitable chemicals then flush. The system can then be refilled with water that
has been prepared accordingly.
2 (3)
M010.000.002-04-0001 EN
2014-11-26 - de
Start the cleaning operation only when the engine has cooled down.
Hot engine components must not come into contact with cold water.
Open the venting pipes before refilling the cooling water system.
Blocked venting pipes prevent air from escaping which can lead to
thermal overloading of the engine.
General
Coolant system
Only carry out the cleaning operation once the engine has
cooled down
The products to be used can endanger health and may be harmful to
the environment.
Follow the manufacturer's handling instructions without fail.
2014-11-26 - de
Coolant system
The applicable regulations governing the disposal of cleaning agents or acids
must be observed.
M010.000.002-04-0001 EN
General
Cleaning products can cause damage
M010.000.002-04-0001
010.000.002-04
MAN Diesel & Turbo
3 (3)
Specification of water for fuel-water emulsions
Prerequisites
The water used for the fuel-water emulsion is an operating fluid that must be
carefully selected, processed (if necessary) and monitored. If this is not done,
deposits, corrosion, erosion and cavitation may occur on the fuel system
components that come into contact with the fuel-water emulsion.
Specifications
Limit values
The characteristic values of the water used must be within the following limit
values:
Properties/
Characteristic
Characteristic value
Water type
Distillate or fresh water, free of foreign matter.
Total hardness
pH value
Chloride ion content
Unit
-
max. 10
ºdH*
6.5 - 8
-
max. 50
mg/l
Specification of water for fuel-water emulsions
010.000.023-16
MAN Diesel & Turbo
Table 1: Fuel-water emulsion - characteristic values to be observed
*) 1º dH (German hardness)
Testing instruments
≙ 10 mg CaO
in 1 litre of water
≙ 17.9 mg CaCO3/l
≙ 0.357 mval/l
≙ 0.179 mmol/l
The MAN Diesel water testing kit contains instruments that allow the water
characteristics referred to above (and others) to be easily determined.
If distillate (e.g. from the fresh water generator) or fully desalinated water (ion
exchanger) is available, this should ideally be used for the fuel-water emulsion. These types of water are free of lime and salts.
Hardness
The total hardness of the water is the combined effect of the temporary and
permanent hardness. It is largely determined by the calcium and magnesium
salts. The temporary hardness depends on the hydrocarbonate content in
the calcium and magnesium salts. The lasting (permanent) hardness is determined by the remaining calcium and magnesium salts (sulphates).
Water with hardness greater than 10°dH (German total hardness) must be
blended or softened with distillate. It is not necessary to increase the hardness of extremely soft water.
2014-10-28 - de
Treatment with anticorrosive agents not required
Treatment with anticorrosive agents is not required and must be
omitted.
D010.000.023-16-0001 EN
General
Distillate
Specification of water for fuel-water emulsions
Additional information
1 (1)
MAN Diesel & Turbo
1613439-3.4
Page 1 (1)
Internal cooling water system
B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF
Internal cooling water system
The engine's cooling water system comprises a low
temperature (LT) circuit and a high temperature (HT)
circuit. The systems are designed only for treated
fresh water.
Low temperature cooling water system
The LT cooling water system includes charge air
cooling, lubricating oil cooling and alternator cooling
if the latter is water-cooled. The LT system is
designed for freshwater (FW) as cooling medium.
In order to prevent a too high charge air temperature, the design freshwater temperature in the LT
system should not be too high. Max. 36°C is a convenient choice.
Regarding the lubricating oil cooler, the inlet temperature of the LT cooling water should not be
below 10°C.
High temperature cooling water system
The high temperature cooling water is used for the
cooling of cylinder liners and cylinder heads.
An engine outlet temperature of 80°C ensures a
perfect combustion in the entire load area when
running on Heavy Fuel Oil (HFO), i.e. this temperature limits the thermal loads in the high-load area,
and hot corrosion in the combustion area is avoided.
In the low-load area, the temperature is sufficiently
high to secure a perfect combustion and at the
same time cold corrosion is avoided; the latter is
also the reason why the engine, in stand-by position
and when starting on HFO, should be preheated
with a medium cooling water temperature of ≥ 60°C
– either by means of cooling water from running
engines or by means of a separate preheating system.
System lay-out
MAN Diesel & Turbo's standard for the internal
cooling water system is shown on Basis Diagram 2.
The system has been constructed with a view to full
integration into the external system.
Temperature regulation in the HT and LT systems
takes place in the external system where also
pumps and fresh water heat exchangers are situated. This means that these components can be
common for propulsion engine(s) and GenSets.
2016.05.23
To be able to match every kind of external systems,
the internal system can as optional be arranged
with two separate circuits or as a single circuit with
or without a built-on pump and a thermostatic valve
in the HT-circuit, so that engine cooling can be integrated fully or partly into the external system, or can
be constructed as a stand-alone unit.
Different internal basis system layouts for these
applications are shown on the following pages.
HT-circulating pump
The circulating pump which is of the centrifugal type
is mounted on the front cover of the engine and is
driven by the crankshaft through a resilient gear
transmission.
Technical data: See "list of capacities" D 10 05 0
and B 13 18 1-2.
Thermostatic valve
The termostatic valve is a fully automatic three-way
valve with thermostatic elements set at fixed temperature.
Technical data: See B 13 15 1.
Preheating arrangement
As an optional the engine can be equipped with a
built-on preheating arrangement in the HT-circuit
including a thermostatic controlled el-heating element and safety valve.
The system is based on thermo-syphon circulation.
For further information see B 13 23 1.
MAN Diesel & Turbo
3700438-0.1
Page 1 (2)
Internal cooling water system
B 13 00 5
L23/30DF
System no 5 (2-string)
Figure 17: Diagram for cooling water system no 5 (for guidance only, please see the plant specific engine diagram)
Pipe description
F1
HT fresh water inlet
DN 80
F2
HT fresh water outlet
DN 80
F3
Venting to expansion tank
DN 15
G1
LT fresh water inlet
DN 100
G2
LT fresh water outlet
DN 100
Table 8: Flange connections are standard according to DIN 2501
Description
The cooling water system consists of two circuits.
The low temperature (LT) circuit and the high temperature (HT) circuit.
2016.08.26
The purpose of the two-circuit design is to increase
the engine's charge air temperature and thus the
combustion temperature when the engine operates
in the low-load area, i.e. below 30% of MCR (Max.
Continuous Rating).
The charge air temperature is increased by changing the cooling water temperature in the charge air
cooler. In conventional systems and during operation with this system in the high-load area, the
charge air is cooled by water from the LT-water
system.
When an engine equipped with this system enters
the low-load area - during start-up or operation –
change-over valves are activated automatically,
whereby HT-water instead of LT-water is led
through the charge air cooler, i.e. the charge air is
heated.
MAN Diesel & Turbo
B 13 00 5
Internal cooling water system
3700438-0.1
Page 2 (2)
L23/30DF
▪ Thermostatic valve on outlet LT-system
Low temperature circuit
The low temperature circuit is used for cooling of
the charge air and the lubricating oil.
High temperature circuit
The high temperature circuit is used for cooling of
the cylinder units.
Cooling water is led through a distributing pipe to
the bottom of the cooling water space between the
liner and the frame of each cylinder unit. The water
is led out through bores in the top of the frame via
the cooling water guide jacket to the bore cooled
cylinder head for cooling of this, the exhaust valve
seats and the injector valve.
From the cylinder heads the water is led through an
collector pipe to the HT thermostatic valve, and
depending on the engine load, a smaller or larger
amount of the water will be led to the external system or will be re-circulated.
▪ Engine driven pump for LT-system
Branches for:
▪ External preheating
▪ Alternator cooling
If the alternator is cooled by water, the pipes for this
can be integrated on the GenSet.
Data
For heat dissipation and pump capacities, see D 10
05 0, "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0, "Operating Data
and Set Points".
Other design data are stated in B 13 00 0, "Design
Data for the External Cooling Water System".
High-load mode
In this mode the flow goes from gate A to gate B.
The cooling water from the cylinder units will now
be led directly to the HT thermostatic valve.
The charge air cooler is connected to the LT-system i.e. the automatically operated butterfly valve,
built into the pipe between the charge air cooler and
the external LT-system, is open in high-load mode.
Low-load mode
In this mode the flow goes from gate A to gate C.
The cooling water from the cylinder units will now
be led through the charge air cooler and further on
to the HT thermostatic valve. The charge air cooler
is now disconnected from the LT-system and connected to the cylinder units in the HT-system.
To avoid HT-water being led back to the LT-system
during low-load mode, because of the higher pressure in the HT-system, an automatically operated
butterfly valve, built into the pipe between the
charge air cooler and the external LT-system, is
closed in low-load mode.
Optionals
Alternatively the engine can be equipped with the
following:
2016.08.26
MAN Diesel & Turbo
1613441-5.6
Page 1 (2)
Design data for the external cooling water system
B 13 00 0
L23/30H, L23/30S, L23/30DF
General
This data sheet contains data regarding the necessary information for dimensioning of auxiliary machinery in the external cooling water system for the
L23/30 type engine(s).The stated data are for one
engine only and are specified at MCR.
For heat dissipation and pump capacities see D 10
05 0 "List of Capacities". Set points and operating
levels for temperature and pressure are stated in B
19 00 0 "Operating Data and Set Points".
External pipe velocities
For external pipe connections we prescribe the following maximum water velocities:
Fresh water : 3.0 m/s
Sea water : 3.0 m/s
Pressure drop across engine
The pressure drop across the engines HT system,
exclusive pump and thermostatic valve, is approx.
0.5 bar.
Lubricating oil cooler
The pressure drop of cooling water across the builton lub. oil cooler is approx. 0.3 bar; the pressure
drop may be different depending on the actual
cooler design.
Thermostatic valve
The pressure drop across the built-on thermostatic
valve is approx. 0.5 bar.
Charge air cooler
The pressure drop of cooling water across the
charge air cooler is:
∆P = V² x K [Bar]
V = Cooling water flow in m³/h
K = Constant, see B 15 00 0, Charge Air Cooler
Pumps
The cooling water pumps should be of the centrifugal type.
2016.01.05
Differential pressure
Working temperature
FW
SW
1-2.5 bar
1-2.5 bar
max. 90°C max. 50°C
Expansion tank
To provide against changes in volume in the closed
jacket water cooling system caused by changes in
temperature or leakage, an expansion tank must be
installed.
As the expansion tank also provides a certain suction head for the fresh water pump to prevent cavation, the lowest water level in the tank should be
minimum 8-10 m above the centerlinie of the crankshaft.
The venting pipe must be made with continuous
upward slope of minimum 5°, even when the ship
heel or trim (static inclination).
The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxydation of the cooling water caused by
"splashing" from the venting pipe. The expansion
tank should be equipped with venting pipe and
flange for filling of water and inhibitors.
Minimum recommended tank volume: 0.1 m³.
For multiplants the tank volume should be min.:
V = 0.1 + (exp. vol. per ekstra eng.) [m³]
On engines equipped with 1-string cooling water
system, the LT system is vented via the HT system.
This means that both systems are connected to the
same expansion tank.
On engines equipped with 2-string cooling water
system, separate expansion tanks for the LT system and HT system must be installed. This to
accommodate for changes of volume due to varying temperatures and possible leakage in the LT
system and/or the HT system. The separated HT
system and LT system facilitates trouble shooting.
MAN Diesel & Turbo
B 13 00 0
Design data for the external cooling water system
1613441-5.6
Page 2 (2)
L23/30H, L23/30S, L23/30DF
Data for external preheating system
The capacity of the external preheater should be
0.8-1.0 kW/cyl. The flow through the engine should
for each cylinder be approx. 1.4 l/min with flow from
top and downwards and 10 l/min with flow from
bottom and upwards. See also table 1 below.
Cyl. No.
5
6
7
8
Quantity of water in eng:
HT-system (litre)
LT-system (litre)
200
55
240
60
280
65
320
70
Expansion vol. (litre)
11
13
15
17
Preheating data:
Radiation area (m2)
Thermal coeff. (kJ/°C)
14.0 16.1 18.2 20.3
2860 3432 4004 4576
Table 9: Showing cooling water data which are depending on
the number of cylinders.
2016.01.05
MAN Diesel & Turbo
1613442-7.0
Page 1 (1)
External cooling water system
B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF
Design of external cooling water system
It is not difficult to make a system fulfil the requirements, but to make the system both simple and
cheap and still fulfil the requirements of both the
engine builder and other parties involved can be
very difficult. A simple version cannot be made without involving the engine builder.
The diagrams on the following pages are principal
diagrams, and are MAN Diesel & Turbo's recommendation for the design of external cooling water
systems.
The systems are designed on the basis of the following criteria:
1. Simplicity
2. Separate HT temperature regulation for propulsion and alternator engines.
3. HT temperature regulation on engine outlet.
4. Preheating with surplus heat.
5. Preheating in engine top, downwards.
6. As few change-over valves as possible.
7. Possibility for MAN Diesel & Turbo ICS-system.
Ad 1) Cooling water systems have a tendency to be
unnecessarily complicated and thus uneconomic in
installation and operation. Therefore, we have
attached great importance to simple diagram
design with optimal cooling of the engines and at
the same time installation- and operation-friendly
systems resulting in economic advantages.
Ad 2) Cooling of alternator engines should be independent of the propulsion engine load and vice
versa. Therefore, there should be separate cooling
water temperature regulation thus ensuring optimal
running temperatures irrespective of load.
Ad 3) The HT FW thermostatic valve should be
mounted on the engine's outlet side ensuring a
constant cooling water temperature above the
engine at all loads. If the thermostat valve is placed
on the engine's inlet side, which is not to be recommended, the temperature on the engine depends
on the load with the risk of overheating at full load.
Ad 4) It has been stressed on the diagrams that the
alternator engines in stand-by position as well as
the propulsion engine in stop position are preheated, optimally and simply, with surplus heat from the
running engines.
2016.01.05
Ad 5) If the engines are preheated with reverse
cooling water direction, i.e. from the top and downwards, an optimal heat distribution is reached in the
engine. This method is at the same time more economic since the need for heating is less and the
water flow is reduced.
Ad 6) The systems have been designed in such a
way that the change-over from sea operation to
harbour operation/stand-by with preheating can be
made with a minimum of manual or automatic interference.
Ad 7) If the actual running situations demand that
one of the auxiliary engines should run on low-load,
the systems have been designed so that one of the
engines can be equipped with a cooling system for
ICS-operation (Integrated Charge air System).
Fresh water treatment
The engine cooling water is, like fuel oil and lubricating oil, a medium which must be carefully selected,
treated, maintained and monitored.
Otherwise, corrosion, corrosion fatigue and cavitation may occur on the surfaces of the cooling system which are in contact with the water, and
deposits may form.
Corrosion and cavitation may reduce the life time
and safety factors of parts concerned, and deposits
will impair the heat transfer and may result in thermal overload of the components to be cooled.
The treatment process of the cooling water has to
be effected before the first commission of the plant,
i.e. immediately after installation at the shipyard or
at the power plant.
MAN Diesel & Turbo
1631482-0.0
Page 1 (2)
Central cooling system
B 13 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF
Central cooling system
Figure 18: Diagram for central cooling system.
2014.03.26 - UNI
MAN Diesel & Turbo
B 13 00 0
Central cooling system
1631482-0.0
Page 2 (2)
L28/32H, L23/30H, L28/32DF, L23/30DF
Design features and working principle
This diagram describes the possibilities with regard
to the design of a common auxiliary system for a
two-stroke main engine of the MC-type and fourstroke GenSets from MAN Diesel & Turbo.
The central cooling system is an alternative to the
conventional seawater cooling system, based on
the same design principles with regard to cooler
locations, flow control and preheating, but with a
central cooler and one additional set of pumps. The
central cooler minimizes maintenance work by
being the only component that is in contact with
seawater. In all other parts of the system, inhibited
fresh water is used in accordance with MAN Diesel
& Turbo's specifications.
Operation at sea
The seawater cooling pumps, item 1, pump seawater from the sea chests through the central cooler,
item 2, and overboard. Alternatively, some shipyards use a pumpless scoop system. On the freshwater side, the central cooling water pumps, item 3,
circulate the low-temperature fresh water, in a cooling circuit, directly through the lubricating oil coolers, item 4, of the main engine, the auxiliary engines
and the air coolers, item 5.
To prevent the accumulation of air in the cooling
water system, a de-aeration tank, item 11, is located below the expansion tank. An alarm device is
inserted between the de-aeration tank and the
expansion tank so that the operating crew can be
notified if excess air or gas is released, as this signals a malfunction of engine components.
Operation in port
During operation in port, when the main engine is
stopped but one or more auxiliary engines are running, the valve, item A, is closed and the valve, item
B, is open. A small central water pump, item 3, will
circulate the necessary flow of water for the air
cooler, the lubricating oil cooler, and the jacket
cooler of the auxiliary engines. The auxiliary enginedriven pumps and the integrated loop mentioned
above ensure a satisfactory jacket cooling water
temperature at the auxiliary engine outlet.
The main engine is preheated as described for the
jacket water system, fig. 1.
The jacket water cooling system for the auxiliary
engines is equipped with engine-driven pumps and
a by-pass system integrated in the low-temperature
system, whereas the main engine jacket system has
an independent pump circuit with jacket water
pumps, item 6, circulating the cooling water
through the fresh water generator, item 7, and the
jacket water cooler, item 8, to the inlet of the
engine.
A thermostatically controlled 3-way valve, item 9, at
the jacket cooler outlet mixes cooled and uncooled
water to maintain an outlet water temperature of
80-82°C from the main engine.
As all fresh cooling water is inhibited and common
for the central cooling system, only one common
expansion tank, item 10, is necessary, for de-aeration of both the low and high temperature cooling
systems. This tank accommodates the difference in
the water volume caused by changes in the temperature.
2014.03.26 - UNI
MAN Diesel & Turbo
1631481-9.1
Page 1 (3)
Jacket water cooling system
B 13 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF
Jacket water cooling system
Figure 19: Operating at sea.
2014.03.26 - UNI
MAN Diesel & Turbo
B 13 00 0
Jacket water cooling system
1631481-9.1
Page 2 (3)
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF
Figure 20: Operating in port.
2014.03.26 - UNI
MAN Diesel & Turbo
1631481-9.1
Page 3 (3)
Jacket water cooling system
B 13 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF
Design features and working principle
This diagram describes the possibilities with regard
to the design of a common auxiliary system for a
two-stroke main engine of the MC-type and fourstroke GenSets from MAN Diesel & Turbo.
The jacket water cooling system controls the temperature of the engines proper.
The jacket water is to be inhibited to protect the
surfaces of the cooling system against corrosion,
corrosion fatigue, cavitation and the formation of
scale.
Operation at sea
The jacket water pumps circulate hot cooling water
from the engines to the fresh water generator and
from there to the jacket water cooler. Here a thermostatically controlled 3-way valve mixes cooled
and uncooled water to maintain an outlet temperature of 80-82°C from the main engine.
An integrated loop in the auxiliary engines ensures a
constant temperature of 80°C at the outlet of the
auxiliary engines.
There is one common expansion tank for the main
engine and the auxiliary engines.
To prevent the accumulation of air in the jacket
water system, a de-aeration tank is located at the
outlet of the main engine. An alarm device is inserted between the de-aeration tank and the expansion tank so that the operating crew can be notified
if excess air or gas is released, as this signals a malfunction of engine components.
Operation in port
The main engine is preheated by utilizing hot water
from the auxiliary engine(s). Depending on the size
of main engine and auxiliary engines, an extra preheater may be necessary. This preheating is activated by closing valve A and opening valve B.
Activating valves A and B will change the direction
of flow, and the water will now be circulated by the
auxiliary engine-driven pumps. From the auxiliary
engines, the water flows directly to the main engine
jacket outlet. When the water leaves the main
engine, through the jacket inlet, it flows to the thermostatically controlled 3-way valve.
2014.03.26 - UNI
As the temperature sensor for the valve in this operating mode is measuring in a non-flow, low temperature piping, the valve will lead most of the cooling
water to the jacket water cooler.
The integrated loop in the auxiliary engines will
ensure a constant temperature of 80°C at the auxiliary engine outlet, the main engine will be preheated,
and auxiliary engines in stand-by can also be preheated by operating valves F3 and F1.
MAN Diesel & Turbo
1613419-0.5
Page 1 (1)
Expansion tank
General
B 13 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L28/32S,
V28/32H, V28/32S-DF, L23/30DF, L16/24S, L21/31S, L23/30S, L27/38S
To provide for changes in volume in the closed jacket water cooling system caused by changes in temperature
or leakage, an expansion tank must be installed.
As the expansion tank also should provide a certain suction head for the fresh water pump to prevent cavitation, the lowest water level in the tank should be minimum 8-10 m above the centerline of the crankshaft.
The venting pipe must be connected to the expansion tank below the minimum water level; this prevents oxydation of the cooling water caused by "splashing" from the venting pipe. The expansion tank should be equipped with venting pipe and flange for filling of water and inhibitors.
Volume
Engine type
Expansion volume
litre*
Recommended tank volume
m3**
5L23/30H, 5L23/30H Mk2, 5L23/30S, 5L23/30DF
6L23/30H, 6L23/30H Mk2, 6L23/30S, 6L23/30DF
7L23/30H, 7L23/30H Mk2, 7L23/30S, 7L23/30DF
8L23/30H, 8L23/30H Mk2, 8L23/30S, 8L23/30DF
11
13
15
17
0.1
0.1
0.1
0.1
5L28/32H, 5L28/32S, 5L28/32DF
6L28/32H, 6L28/32S, 6L28/32DF
7L28/32H, 7L28/32S, 7L28/32DF
8L28/32H, 8L28/32S, 8L28/32DF
9L28/32H, 9L28/32S, 9L28/32DF
28
33
39
44
50
0.15
0.15
0.15
0.15
0.15
12V28/32S, 12V28/32S-DF, 12V28/32H
16V28/32S, 16V28/32S-DF, 16V28/32H
18V28/32S, 18V28/32S-DF, 18V28/32H
66
88
99
0.3
0.3
0.3
5L16/24, 5L16/24S
6L16/24, 6L16/24S
7L16/24, 7L16/24S
8L16/24, 8L16/24S
9L16/24, 9L16/24S
4
5
5
5
6
0.1
0.1
0.1
0.1
0.1
5L21/31, 5L21/31S
6L21/31, 6L21/31S
7L21/31, 7L21/31S
8L21/31, 8L21/31S
9L21/31, 9L21/31S
6
7
8
9
10
0.1
0.1
0.1
0.1
0.1
5L27/38, 5L27/38S
6L27/38, 6L27/38S
7L27/38, 7L27/38S
8L27/38, 8L27/38S
9L27/38, 9L27/38S
10
12
13
15
20
0.15
0.15
0.15
0.15
0.15
6L32/40
7L32/40
8L32/40
9L32/40
13
15
18
20
0.5
0.5
0.5
0.5
Table 10: Expansion volume for cooling water system and recommended volume of expansion tank.
* Per engine
** Common expansion tank
2016.02.24
MAN Diesel & Turbo
1613485-8.5
Page 1 (1)
Preheater arrangement in high temperature system
B 13 23 1
L23/30H, L23/30DF, L23/30S
General
The built-on cooling water preheating arrangement
consist of a thermostat-controlled el-preheating element built into the outlet pipe for the HT cooling
water on the engine's front end. The pipe dimension has been increased in the piping section where
the heating element is mounted.
Cyl. No.
Preheater
3x400V/3x440V
kW
5
1 x 7.5
6
1 x 9.0
7
1 x 9.0
8
1 x 12.0
The system is based on thermo-syphon cooling and
reverse water direction, i.e. from top and downward, and an optimal heat distribution in the engine
is thus reached.
When the engine is in standstill, an extern valve
must shut off the cooling water inlet.
Operation
Engines starting on HFO and engines in stand-by
position must be preheated. It is therefore rcommended that the preheater is arranged for automatic operation, so that the preheater is disconnected when the engine is running and connected
when the engine is in stand-by position. The thermostat setpoint is adjusted to 70°C, that gives a
temperature of app. 50°C at the top cover. See also
E 19 13 0, High Temperature Preheater Control
Box.
2016.01.05
MAN Diesel & Turbo
1671771-3.5
Page 1 (2)
Expansion tank pressurized
Description
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, V28/32H,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S
Engine type
Expansion volume
litre*
Recommended tank volume
m3**
5L23/30H, 5L23/30H Mk2, 5L23/30S, 5L23/30DF
6L23/30H, 6L23/30H Mk2, 6L23/30S, 6L23/30DF
7L23/30H, 7L23/30H Mk2, 7L23/30S, 7L23/30DF
8L23/30H, 8L23/30H Mk2, 8L23/30S, 8L23/30DF
11
13
15
17
0.1
0.1
0.1
0.1
5L28/32H, 5L28/32S, 5L28/32DF
6L28/32H, 6L28/32S, 6L28/32DF
7L28/32H, 7L28/32S, 7L28/32DF
8L28/32H, 8L28/32S, 8L28/32DF
9L28/32H, 9L28/32S, 9L28/32DF
28
33
39
44
50
0.15
0.15
0.15
0.15
0.15
12V28/32S, 12V28/32S-DF, 12V28/32H
16V28/32S, 16V28/32S-DF, 16V28/32H
18V28/32S, 18V28/32S-DF, 18V28/32H
66
88
99
0.3
0.3
0.3
5L16/24, 5L16/24S
6L16/24, 6L16/24S
7L16/24, 7L16/24S
8L16/24, 8L16/24S
9L16/24, 9L16/24S
4
5
5
5
6
0.1
0.1
0.1
0.1
0.1
5L21/31, 5L21/31S
6L21/31, 6L21/31S
7L21/31, 7L21/31S
8L21/31, 8L21/31S
9L21/31, 9L21/31S
6
7
8
9
10
0.1
0.1
0.1
0.1
0.1
5L27/38, 5L27/38S
6L27/38, 6L27/38S
7L27/38, 7L27/38S
8L27/38, 8L27/38S
9L27/38, 9L27/38S
10
12
13
15
20
0.15
0.15
0.15
0.15
0.15
6L32/40
7L32/40
8L32/40
9L32/40
13
15
18
20
0.5
0.5
0.5
0.5
* Per engine
** Common expansion tank
Table 11: Expansion volume for cooling water system and recommended volume of expansion tank.
2016.02.24
T 13 01 1
MAN Diesel & Turbo
T 13 01 1
1671771-3.5
Page 2 (2)
Expansion tank pressurized
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, V28/32H,
V28/32S-DF, L23/30DF, L16/24S, L21/31S, L27/38S, L28/32S
Figure 21: Function of expansion tank.
▪ Water connection in the top ensures easy and
simple installation and control under operation.
▪ Cooling water is absorbed in a rubber bag
which is hanging in the all-welded vessel.
▪ Corrosion of the all-welded vessel is excluded.
▪ The rubber bag is replaceable.
The expansion vessel should be connected to the
system at a point close to the cooling water inlet
connections (G1 / F1) in order to maintain positive
pressures throughout the system and allow expansion of the water.
The safety valves are fitted on the manifold.
The pressure gauge is fitted on the manifold in such
a position that it can be easily read from the filling
point.
The filling point should be near the pressure expansion vessel. Particularly the pressure gauge in such
a position that the pressure gauge can be easily
read from the filling point, when filling from the
mains water.
1
Pressure vessel
2
Exchangeable rubber bag
3
Safety valves
4
Automatic air venting valve
5
Pressure gauge
6
Manifold
7
Threaded pipe
8
Elbow
Automatic air venting valve should be fitted at the
highest point in the cooling water system.
9
Shutt-off valve
Figure 22: Expansion tank
2016.02.24
MAN Diesel & Turbo
B 14 Compressed
air system
Page 1 (1)
2016-10-27 - en
B 14 Compressed air system
Specification of compressed air
General
For compressed air quality observe the ISO 8573-1:2010. Compressed air
must be free of solid particles and oil (acc. to the specification).
Requirements
Compressed air quality in the The starting air must fulfil at least the following quality requirements according to ISO 8573-1:2010.
starting air system
Purity regarding solid particles
Quality class 6
Particle size > 40µm
max. concentration < 5 mg/m3
Purity regarding moisture
Quality class 7
Residual water content
< 0.5 g/m3
Purity regarding oil
Quality class X
D010.000.023-21-0001
010.000.023-21
MAN Diesel & Turbo
Additional requirements are:
▪
The layout of the starting air system must ensure that no corrosion may
occur.
▪
The starting air system and the starting air receiver must be equipped
with condensate drain devices.
▪
By means of devices provided in the starting air system and via maintenance of the system components, it must be ensured that any hazardous formation of an explosive compressed air/lube oil mixture is prevented in a safe manner.
Compressed air quality in the Please note that control air will be used for the activation of some safety
functions on the engine – therefore, the compressed air quality in this system
control air system
is very important.
Purity regarding solid particles
Quality class 5
▪
Purity regarding moisture
Quality class 4
▪
Purity regarding oil
Quality class 3
For catalysts
The following specifications are valid unless otherwise defined by any other
relevant sources:
2015-03-26 - de
Compressed air quality for
soot blowing
Compressed air quality for
reducing agent atomisation
Compressed air for soot blowing must meet at least the following quality
requirements according to ISO 8573-1:2010.
▪
Purity regarding solid particles
Quality class 3
▪
Purity regarding moisture
Quality class 4
▪
Purity regarding oil
Quality class 2
Compressed air for atomisation of the reducing agent must fulfil at least the
following quality requirements according to ISO 8573-1:2010.
D010.000.023-21-0001 EN
General
▪
Specification of compressed air
Control air must meet at least the following quality requirements according to
ISO 8573-1:2010.
1 (2)
D010.000.023-21-0001
010.000.023-21
MAN Diesel & Turbo
▪
Purity regarding solid particles
Quality class 3
▪
Purity regarding moisture
Quality class 4
▪
Purity regarding oil
Quality class 2
Clogging of catalysts
To prevent clogging of catalysts and catalyst lifetime shortening, the
compressed air specification must always be observed.
For gas valve unit control (GVU)
2 (2)
Compressed air for the gas valve unit control (GVU) must meet at least the
following quality requirements according to ISO 8573-1:2010.
Purity regarding solid particles
Quality class 2
▪
Purity regarding moisture
Quality class 3
▪
Purity regarding oil
Quality class 2
2015-03-26 - de
▪
General
Specification of compressed air
Compressed control air
quality for the gas valve unit
control (GVU)
D010.000.023-21-0001 EN
MAN Diesel & Turbo
3700439-2.0
Page 1 (2)
Compressed air system
B 14 00 0
L23/30DF
Compressed air system
Figure 23: Diagram for compressed air system (for guidance only, please see the plant specific engine diagram)
system, the rigsaver valve, the waste gate valve and
the change over valves for cooling water (low load
operation).
Air supply!
The compressed air is supplied from the starting air
receivers (30 bar) through an external reduction station, from where compressed air at 7-9 bar is supplied to the engine.
Air supply must not be interrupted when engine
is running
Starting system
Pipe description
Pipe description
K1
Compressed air inlet
DN 40
Table 12: Flange connections are standard according to DIN
2501
General
The compressed air system on the engine contains
a starting system, starting control system and safety
system. Further, the system supplies air to the jet
2016.01.14
To avoid dirt particles in the internal system, a
strainer is mounted in the inlet line to the engine.
The engine is started by means of a built-on air
starter, which is a turbine motor with gear box,
safety clutch and drive shaft with pinion. Further,
there is a main starting valve.
Control system
The air starter is activated electrically with a pneumatic 3/2 way solenoid valve. The valve can be activated manually from the starting box on the engine,
and it can be arranged for remote control, manual
or automatic.
MAN Diesel & Turbo
B 14 00 0
Compressed air system
3700439-2.0
Page 2 (2)
L23/30DF
For remote activation, the starting spool is connected so that every starting signal to the starting spool
goes through the safe start function, which is connected to the converter for engine rpm.
Further, the system is equipped with an emergency
starting valve which makes it possible to activate
the air starter manually in case of a power failure.
Data
For air consumption pr. start, see D 10 05 0 "List of
Capacities".
Operating levels and set points, see B 19 00 0,
"Operating Data and Set Points".
Safety system
Air supply must not be interrupted when the
engine is running.
As standard the engine is equipped with a electrical/mechanic stop cylinder, which starts to operate
if the safety system is activated.
When the maximum permissible rpm is exceeded,
the engine speed sensor will activate a pneumatically controlled stop cylinder, which will bring the
fuel index to zero and stop the engine.
A microswitch will be activated too and give a stop
signal to the safety system.
Pneumatic start sequence
When the starting valve is opened, air will be supplied to the drive shaft housing of the air starter.
The air supply will - by activating a piston - bring the
drive pinion into engagement with the gear rim on
the engine flywheel.
When the pinion is fully engaged, the pilot air will
flow to, and open the main starting valve, whereby
air will be led to the air starter, which will start to
turn the engine.
When the rpm exceeds approx. 140, at which firing
has taken place, the starting valve is closed
whereby the air starter is disengaged.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
▪ Main stop valve, inlet engine
Pressure transmitting:
▪ PT 70 Compressed air inlet
Position switching, stop:
▪ ZS75 Microswitch on flywheel
2016.01.14
MAN Diesel & Turbo
1624476-1.1
Page 1 (1)
Compressed air system
B 14 00 0
L32/40, L28/32H, L23/30H, L28/32DF, L23/30DF
Diagram
Figure 24: Diagram for compressed air system
Design of external system
The external compressed air system should be
common for both propulsion engines and GenSet
engines.
Separate tanks shall only be installed in turbine vessels, or if GenSets in engined vessels are installed
far away from the propulsion plant.
The design of the air system for the plant in question should be according to the rules of the relevant
classification society.
As regards the engine's internal compressed air
system, please see B 14 00 0 "Internal Com-
pressed Air System".
An oil and water separator should be mounted
between the compressor and the air receivers, and
the separator should be equipped with automatic
drain facilities.
Each engine needs only one connection for compressed air, please see diagram for the compressed
air system.
Installation
In order to protect the engine's starting and control
equipment against condensation water, the following should be observed:
▪ The air receiver(s) should always be installed
with good drainage facilities. Receiver(s)
arranged in horizontal position must be installed
with a slope downwards of min. 3°-5°.
▪ Pipes and components should always be treated with rust inhibitors.
2016.01.05
▪ The starting air pipes should be mounted with a
slope towards the receivers, preventing possible condensed water from running into the
compressors.
▪ Drain valves should be mounted at the lowest
position on the starting air pipes.
MAN Diesel & Turbo
1631483-2.0
Page 1 (2)
Starting air system
B 14 00 0
L28/32H, L23/30H, L28/32DF, L23/30DF
Design features and working principle
Figure 25: Starting air system
This diagram describes the possibilities with regard
to the design of a common auxiliary system for a
two-stroke main engine of the MC-type and fourstroke GenSets from MAN Diesel & Turbo.
Two starting air compressors with automatic start
and stop maintain a starting air pressure of 30 bar
in the starting air receivers.
1992.08.31 - UNI
The main engine is supplied with 30 bar starting air
directly from the starting air receivers. Through a
pressure reduction station compressed air at 7 bar
is supplied as control air for the engine manoeuvring system, and as safety air for the emergency
system.
Starting air and control air for the auxiliary engine(s)
is also supplied from the same starting air receivers,
via reduction valves that lower the pressure to a
value suited to the actual type of MAN Diesel &
MAN Diesel & Turbo
B 14 00 0
Starting air system
1631483-2.0
Page 2 (2)
L28/32H, L23/30H, L28/32DF, L23/30DF
Turbo four-stroke auxiliary engines chosen. An
emergency air compressor and a starting air bottle
are installed for redundant emergency start of the
auxiliary engines.
If high-humidity air is taken in by the air compressors, an oil and water separator will remove moisture drops present in the 30 bar compressed air.
When the pressure is subsequently reduced to 7
bar, as for the main engine manoeuvring system,
the humidity in the compressed air will be very
slight. Consequently, further air drying is considered
unnecessary.
From the starting air receivers a special air line leads
to the valve testing equipment.
1992.08.31 - UNI
MAN Diesel & Turbo
B 15 Combustion air
system
Page 1 (1)
2016-10-27 - en
B 15 Combustion air system
MAN Diesel & Turbo
3700440-2.0
Page 1 (2)
Combustion air system
B 15 00 0
L23/30DF
Combustion air system
Figure 26: Diagram for combustion air system (for guidance only, please see the plant specific engine diagram)
General
Pipe description
The air intake to the turbochargers takes place
direct from the engine room through the intake
silencer on the turbocharger.
Pipe description
M1
Charge air inlet
M6
Drain from charge air cooler,
charge air receiver and oil vapour
discharge - outlet
P2
Exhaust gas outlet
P6
Drain from turbocharger outlet
P7
Water washing turbine side inlet
(quick coupling)
P8
Water washing, compressor side
with quick coupling inlet
3/4"
**
22 x 2.5
1/2"
Table 13: *Flange connections are standard according to DIN
2501. **See B 16 01 0 "Exhaust gas system" and B 16 02 0
"Position of gas outlet on turbocharger".
2016.01.14
From the turbocharger the air is led via the charge
air cooler and charge air receiver to the inlet valves
of each cylinder.
The charge air cooler is a compact tube-type cooler
with a large cooling surface.
The charge air receiver is integrated in the engine
frame on the exhaust side.
It is recommended to blow ventilation air in the level
of the top of the engine(s) close to the air inlet of the
turbocharger, but not so close that sea water or
vapour may be drawn in. It is further recommended
that there always is a positive air pressure in the
engine room.
MAN Diesel & Turbo
B 15 00 0
Combustion air system
3700440-2.0
Page 2 (2)
L23/30DF
▪ TAH 31 Charge air, outlet from cooler
Water mist catcher
▪ TAL 31 Charge air, outlet from cooler
At outlet charge air cooler the charge air is led
through the water mist catcher. The water mist
catcher prevents condensed water (one of the
major causes of cylinder wear) from entering the
combustion chamber.
▪ TE 31 Charge air, outlet from cooler
▪ TE 60 Exhaust gas, outlet cylinder
▪ TE 61 Exhaust gas, outlet turbocharger
▪ TE 62 Exhaust gas, inlet turbocharger
Turbocharger
The engine is as standard equipped
effeciency MAN Diesel & Turbo TCR
of the radial type, which is located on
of the engine, mounted on the top
charging air cooler housing.
Temperature element
with a highturbocharger
the front end
plate of the
Cleaning of turbocharger
Data
For charge air heat dissipation and exhaust gas
data, see D 10 05 0 "List of Capacities".
Set points and operating levels for temperature and
pressure are stated in B 19 00 0 "Operating Data
and Set Points".
The turbocharger is fitted with an arrangement for
cleaning of the turbine side, see B 16 01 3, and
water washing of the compressor side, see B 15 05
1.
Charge air shut-off valve, "rig saver"
The valve is applicable for installations with risk of
gas penetration such as dual fuel engines.
The principle of the valve is to activate in case of
external gas leakage alarm in the safety system or in
case of overspeed. In both cases the safety system
will release the rig saver valve shortly after the shutdown signal. The reason for the slight delay is to get
as much air out of the turbocharger as possible
before the valve blocks for the air passage between
the turbocharger and the engine.
Waste gate
For air-fuel ratio control, part of the exhaust gas
bypasses the turbine via the waste gate valve. The
air-fuel ratio control is only active in gas operating
mode. In diesel operating mode, the waste gate
valve is closed.
Optionals
Besides the standard components, the following
standard optionals can be built-on:
Pressure transmitting
▪ PT 31 Charge air, outlet from cooler
Temperature alarm high
2016.01.14
Specifications of intake air (combustion air)
General
The quality and condition of intake air (combustion air) have a significant
effect on the engine output, wear and emissions of the engine. In this regard,
not only are the atmospheric conditions extremely important, but also contamination by solid and gaseous foreign matter.
Mineral dust in the intake air increases wear. Chemicals and gases promote
corrosion.
This is why effective cleaning of intake air (combustion air) and regular maintenance/cleaning of the air filter are required.
When designing the intake air system, the maximum permissible overall pressure drop (filter, silencer, pipe line) of 20 mbar must be taken into consideration.
Exhaust turbochargers for marine engines are equipped with silencers
enclosed by a filter mat as a standard. The quality class (filter class) of the
filter mat corresponds to the G3 quality in accordance with EN 779.
Specifications of intake air (combustion air)
010.000.023-17
MAN Diesel & Turbo
Requirements
In general, the following applies:
2014-09-01 - de
The inlet air path from air filter to engine shall be designed and implemented
airtight so that no false air may be drawn in from the outdoor.
The concentration downstream of the air filter and/or upstream of the turbocharger inlet must not exceed the following limit values.
Properties
Limit
Unit *
Particle size < 5 µm: minimum 90% of the particle number
Particle size < 10 µm: minimum 98% of the particle number
Dust (sand, cement, CaO, Al2O3 etc.)
D010.000.023-17-0001 EN
max. 5
mg/Nm3
General
Gas engines and dual-fuel engines: As minimum, inlet air (combustion air)
must be cleaned by a G3 class filter as per EN779, if the combustion air is
drawn in from inside (e.g. from machine room/engine room). Gas engines or
dual-fuel engines must be equipped with a dry filter. Oil bath filters are not
permitted because they enrich the inlet air with oil mist. This is not permissible for gas operated engines because this may result in engine knocking. If
the combustion air is drawn in from outside, in the environment with a risk of
higher inlet air contamination (e.g. due to sand storms, due to loading and
unloading grain cargo vessels or in the surroundings of cement plants) additional measures must be taken. This includes the use of pre-separators,
pulse filter systems and a higher grade of filter efficiency class at least up to
M5 according to EN 779.
Specifications of intake air (combustion air)
Liquid fuel engines: As minimum, inlet air (combustion air) must be cleaned
by a G3 class filter as per EN779, if the combustion air is drawn in from
inside (e.g. from the machine room/engine room). If the combustion air is
drawn in from outside, in the environment with a risk of higher inlet air contamination (e.g. due to sand storms, due to loading and unloading grain
cargo vessels or in the surroundings of cement plants), additional measures
must be taken. This includes the use of pre-separators, pulse filter systems
and a higher grade of filter efficiency class at least up to M5 according to EN
779.
1 (2)
010.000.023-17
Properties
Specifications of intake air (combustion air)
Limit
Chlorine
max. 1.5
Sulphur dioxide (SO2)
max. 1.25
Hydrogen sulphide (H2S)
max. 5
Salt (NaCl)
max. 1
Unit *
* One Nm corresponds to one cubic meter of
gas at 0 °C and 101.32 kPa.
3
Table 1: Intake air (combustion air) - typical values to be observed
Intake air shall not contain any flammable gases
2014-09-01 - de
Intake air shall not contain any flammable gases. Make sure that the
combustion air is not explosive and is not drawn in from the ATEX
Zone.
General
Specifications of intake air (combustion air)
2 (2)
MAN Diesel & Turbo
D010.000.023-17-0001 EN
MAN Diesel & Turbo
1639499-6.0
Page 1 (1)
Description
Water washing of turbocharger - compressor
B 15 05 1
L28/32H, L27/38, L23/30H, L21/31, V28/32S, L28/32DF, L21/31S, L23/30S,
L27/38S, L28/32S, L23/30DF
During operation the compressor will gradually be
fouled due to the presence of oil mist and dust in
the inlet air.
The fouling reduces the efficiency of the turbocharger which will result in reduced engine performance.
Therefore manual cleaning of the compressor components is necessary in connection with overhauls.
This situation requires dismantling of the turbocharger.
However, regular cleaning by injecting water into
the compressor during normal operation of the
engine has proved to reduce the fouling rate to
such an extent that good performance can be
maintained in the period between major overhauls
of the turbocharger.
The cleaning effect of injecting pure fresh water is
mainly based upon the mechanical effect arising,
when the water droplets impinge the deposit layer
on the compressor components.
The water is injected in a measured amount and
within a measured period of time by means of the
water washing equipment.
The water washing equipment, see fig 1, comprises
two major parts. The transportable container (6)
including a hand valve with handle (5) and a plug-in
coupling (4) at the end of a lance.
Installed on the engine there is the injection tube (1),
connected to a pipe (2) and a snap coupling (3).
The cleaning procedure is:
1) Fill the container (6) with a measured amount of
fresh water. Blow air into the container by
means of a blow gun, until the prescribed
operation pressure is reached.
2) Connect the plug-in coupling of the lance to
the snap coupling on the pipe, and depress the
handle on the hand valve.
3) The water is then injected into the compressor.
The washing procedure is executed with the engine
running at normal operating temperature and with
the engine load as high as possible, i.e. at a high
compressor speed.
The frequency of water washing should be matched
to the degree of fouling in each individual plant.
2016.01.05
1
Injection tube
2
Pipe
3
Snap coupling
4
Plug-in coupling
5
Hand valve with handle
6
Container
7
Charge air line
Figure 27: Water washing equipment.
MAN Diesel & Turbo
B 16 Exhaust gas
system
Page 1 (1)
2016-10-27 - en
B 16 Exhaust gas system
MAN Diesel & Turbo
1655213-2.6
Page 1 (4)
Exhaust gas system
B 16 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF, L16/24S,
L21/31S, L23/30S, L27/38S, L28/32S
Internal exhaust gas system
From the exhaust valves, the gas is led to the
exhaust gas receiver where the fluctuating pressure
from the individual cylinders is equalized and the
total volume of gas led further on to the turbocharger, at a constant pressure. After the turbocharger, the gas is led to the exhaust pipe system.
The exhaust gas receiver is casted sections, one for
each cylinder, connected to each other, by means
of compensators, to prevent excessive stress due
to heat expansion.
After each cylinder a thermosensor for reading the
exhaust gas temperature is fitted.
To avoid excessive thermal loss and to ensure a
reasonably low surface temperature the exhaust
gas receiver is insulated.
The gas outlet of turbocharger, the expansion bellows, the exhaust pipe, and silencer, (in case of
silencer with spark arrestor care must be taken that
the cleaning parts are accessible), must be insulated with a suitable material.
The insulation should be shielded by a thin plating,
and should comply with the requirements of the
classification society and/or the local authorities.
Exhaust pipe dimensions
It should be noted that concerning the maximum
exhaust gas velocity the pipe dimension after the
expansion bellows should be increased for some of
the engines.
The wall thickness of the external exhaust pipe
should be min. 3 mm.
External exhaust gas system
Exhaust pipe mounting
The exhaust back-pressure should be kept as low
as possible.
When the exhaust piping is mounted, the radiation
of noise and heat must be taken into consideration.
It is therefore of the utmost importance that the
exhaust piping is made as short as possible and
with few and soft bends.
Because of thermal fluctuations in the exhaust pipe,
it is necessary to use flexible as well as rigid suspension points.
Long, curved, and narrow exhaust pipes result in
higher back-pressure which will affect the engine
combustion. Exhaust back-pressure is a loss of
energy and will cause higher fuel comsumption.
In order to compensate for thermal expansion in the
longitudinal direction, expansion bellows must be
inserted. The expansion bellows should preferably
be placed at the rigid suspension points.
The exhaust back-pressure should not exceed 30
mbar at MCR. An exhaust gas velocity through the
pipe of maximum 35 m/sec is often suitable, but
depends on the actual piping.
Note: The exhaust pipe must not exert any force
against the gas outlet on the engine.
During commissioning and maintenance work,
checking of the exhaust gas back pressure by
means of a temporarily connected measuring
device may become necessary. For this purpose, a
measuring socket must be provided approx. 1-2 m
after the exhaust gas outlet of the turbocharger at
an easily accessible place. Usual pressure measuring devices require a measuring socket size of ½".
This measuring socket must be provided to ensure
utilisation without any damage to the exhaust gas
pipe insulation.
MAN Diesel & Turbo will be pleased to assist in
making a calculation of the exhaust back-pressure.
One sturdy fixed-point support must be provided
for the expansion bellows on the turbocharger. It
should be positioned, if possible, immediately above
the expansion bellows in order to prevent the transmission of forces, resulting from the weight, thermal
expansion or lateral displacement of the exhaust
piping, to the turbocharger.
The exhaust piping should be mounted with a slope
towards the gas outlet on the engine. It is recommended to have drain facilities in order to be able to
remove condensate or rainwater.
Position of gas outlet on turbocharger
B 16 02 0 shows turning alternatives positions of
the exhaust gas outlet. Before dispatch of the
engine exhaust gas outlet will be turned to the wanted position.
The turbocharger is, as standard, mounted in the
front end.
2015.01.14
MAN Diesel & Turbo
B 16 00 0
Exhaust gas system
1655213-2.6
Page 2 (4)
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF, L16/24S,
L21/31S, L23/30S, L27/38S, L28/32S
Exhaust gas boiler
To utilize the thermal energy from the exhaust, an
exhaust gas boiler producing steam or hot water
can be installed.
Each engine should have a separate exhaust gas
boiler or, alternatively, a common boiler with separate gas ducts. Concerning exhaust gas quantities
and temperature, see "List of capacities" D 10 05 0,
and "Engine performance" D 10 10 0.
The discharge temperature from the exhaust gas
boiler should not be lower than 180°C (in order to
avoid sulphuric acid formation in the funnel).
The exhaust gas boilers should be installed with bypass entering in function at low-load operation.
The back-pressure over the boiler must be included
in the back-pressure calculation.
Expansion bellows
The expansion bellows, which is supplied separately, must be mounted directly on the exhaust gas
outlet, see also E 16 01 1-2.
Exhaust silencer
The position of the silencer in the exhaust gas piping is not decisive for the silencing effect. It would
be useful, however, to fit the silencer as high as
possible to reduce fouling. The necessary silencing
depends on the loudness of the exhaust sound and
the discharge from the gas outlet to the bridge
wing.
The exhaust silencer, see E 16 04 2-3-5-6, is supplied loose with counterflange, gaskets and bolts.
2015.01.14
MAN Diesel & Turbo
1655213-2.6
Page 3 (4)
Exhaust gas system
B 16 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF, L16/24S,
L21/31S, L23/30S, L27/38S, L28/32S
2015.01.14
MAN Diesel & Turbo
B 16 00 0
1655213-2.6
Page 4 (4)
Exhaust gas system
L28/32H, L27/38, L23/30H, L21/31, L16/24, L28/32DF, L23/30DF, L16/24S,
L21/31S, L23/30S, L27/38S, L28/32S
Resulting installation demands
If the recommended exhaust gas back pressure
cannot be kept due to exhaust gas after treatment
installations. Following items need to be considered.
Exhaust gas back pressure after turbocharger
Operating pressure Δpexh, standard
0 ... 30 mbar
Operating pressure Δpexh, range with increase of fuel consumption
30 ... 60 mbar
Operating pressure Δpexh, where a customized engine matching is needed
> 60 mbar
Table 14: Exhaust gas back pressure after turbocharger
Intake air pressure turbocharger
Operating pressure Δpintake, standard
0 ... –20 mbar
Operating pressure Δpintake, range with increase of fuel consumption
Operating pressure Δpintake, where a customized engine matching is needed
–20 ... –40 mbar
< –40 mbar
Table 15: Intake air pressure turbocharger
Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before
turbocharger
Operating pressure Δpexh + Abs(Δpintake), standard
0 ... 50 mbar
Operating pressure Δpexh + Abs(Δpintake), range with increase of fuel consumption
Operating pressure Δpexh + Abs(Δpintake), where a customized engine matching is needed
50 ... 100 mbar
> 100 mbar
Table 16: Sum of the exhaust gas back pressure after turbocharger and the absolute value of the intake air pressure before turbocharger
Maximum exhaust gas pressure drop – Layout
▪ Shipyard and supplier of equipment in exhaust
gas line have to ensure that pressure drop Δpexh
over entire exhaust gas piping incl. pipe work,
scrubber, boiler, silencer, etc. must stay below
stated standard operating pressure at all operating conditions.
▪ At the same time the pressure drop Δpintake in
the intake air path must be kept below stated
standard operating pressure at all operating
conditions and including aging over lifetime.
▪ It is recommended to consider an additional
10 mbar for consideration of aging and possible
fouling/staining of the components over lifetime.
▪ Possible counter measures could be a proper
dimensioning of the entire flow path including all
installed components or even the installation of
an exhaust gas blower if necessary.
2015.01.14
MAN Diesel & Turbo
1624460-4.2
Page 1 (2)
General
Pressure droop in exhaust gas system
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
V28/32H, V28/32S-DF, L16/24S, L21/31S, L27/38S, L23/30S, L28/32S
Figure 28: Nomogram for pressure drop in exhaust gas piping system.
2015.11.27
B 16 00 0
MAN Diesel & Turbo
B 16 00 0
Pressure droop in exhaust gas system
1624460-4.2
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
V28/32H, V28/32S-DF, L16/24S, L21/31S, L27/38S, L23/30S, L28/32S
The exhaust system is correctly designed since the permissible total resistance of 30 mbar is not exceeded.
* This formula is only valid between -20° to 60°C.
Density of air
Example
Density of air can be determined by following
empiric, formula*:
At ambient air conditions 20°C and pressure 0.98
bar, the density is:
2015.11.27
MAN Diesel & Turbo
3700418-8.0
Page 1 (6)
Cleaning the turbocharger in service - turbine side
Description
B 16 01 3
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
High exhaust gas temperatures are often observed
and claimed in service. High exhaust gas temperatures are normally caused by fouling on the turbine
side of the turbocharger:
➣ Fouling turbine (coke deposit)
➭ Lower turbocharger performance
➭ Lower air flow / pressure through the engine
➭ Increasing exhaust gas temperatures
➭ Increasing fuel oil consumption
Fouling of the turbine and consequently higher
exhaust gas temperature is influenced by: level of
maintenance, condition of the fuel injection nozzles / fuel pumps, fuel oil quality and/or long-term
low-load operation.
On account of their hardness, particularly suited
blasting agents such as nut-shells, broken or artificially shaped activated charcoal with a grain size of
1.0 mm to max. 1.5 mm should be used as cleaning a gents.
Smaller turbochargers are, due to area-relation in
matching parts, more sensitive to coke deposit than
larger turbochargers and consequently low power
engines as L16/24 or L23/30H will need turbine
cleaning more frequent than more powerful
engines.
The solid bodies have a mechanical cleaning effect
which removes any deposits on nozzle vanes and
turbine blades.
Turbine cleaning intervals must be expected to be
following when operating on HFO:
“D-D” Dry-cleaning Daily Cleaning
“W-W” Wet-cleaning Weekly
Cleaning intervals can be shorter/longer based on
operational experience. Regular performance
observations will show the trend in charge air pressure, exhaust gas temperatures, and define the
cleaning intervals for the turbine. However the turbine must be cleaned when exhaust gas temperature before turbine are about 20°C above the normal temperature (ISO corrected) (Sea trial).
Practical service experience have revealed that turbine side of turbocharger only can be sufficient
cleaned by combination of nut-shell dry cleaning
and water washing.
Dry cleaning of turbine side
This cleaning method employs cleaning agents consisting of dry solid bodies in the form of granules. A
certain amount of these granules, depending on the
turbocharger size, is, by means of compressed air,
blown into the exhaust gas line before the gas inlet
casing of the turbocharger.
The injection of granules is done by means of working air with a pressure of 5-7 bar.
2015.12.02
Dry cleaning can be executed at full engine load
and does not require any subsequent operating
period of the engine in order to dry out the exhaust
system.
MAN Diesel & Turbo
B 16 01 3
Cleaning the turbocharger in service - turbine side
3700418-8.0
Page 2 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Cleaning system
The cleaning system consists of a cleaning agent
container (2) with a capacity of approx. 0.5 liters
and a removable cover. Furthermore the system
consists of an air valve (3), a closing valve (1) and
two snap on connectors.
The position numbers (2) and (3) indicate the system's "blow-gun". Only one "blow-gun" is used for
each engine plant. The blow-gun is working according to the ejector principle with pressure air (working
air) at 5-7 bar as driven medium. Injection time
approx. 2 min. Air consumption approx. 5 Nm3/2
min.
1
Closing valve
2
Container
3
Air valve
4
Working air inlet
5
Exhaust pipe
6
Snap coupling
Figure 29: Arrangement of dry cleaning of turbocharger - turbine
2015.12.02
MAN Diesel & Turbo
3700418-8.0
Page 3 (6)
Cleaning the turbocharger in service - turbine side
B 16 01 3
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
2015.12.02
MAN Diesel & Turbo
B 16 01 3
Cleaning the turbocharger in service - turbine side
3700418-8.0
Page 4 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
2015.12.02
MAN Diesel & Turbo
3700418-8.0
Page 5 (6)
Cleaning the turbocharger in service - turbine side
B 16 01 3
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Water washing of turbine side
The necessary water flow is depending on exhaust
gas flow and temperature. E.g. the flow needed for
L16/24 is from 2 - 5 litres per minute for 5 and 9
cylinder engines. The water flow must be so high
that all of the water do not evaporate. Also the
waterflow must not be so high that the turbine
wheel is drowned and stops rotating. The washing
sequence should be in accordance with the turbocharger manual. Engine load, exhaust gas temperature before turbine and turbine speed must be
according to turbocharger manual. Carry out
sequential washing so that exhaust gas temperature after turbine drops below 100°C and in the drying period increases to more than 100°C. For preadjustment of the washing tool, install the correct
orifice for the actual engine size, check that the
water flow is in accordance with the table by adjusting the water pressure. Check in a bucket that the
water flow is in the correct range.
Water flow
l/min
Diameter orifice
mm
5-9L16/24
2-5
2.5
5-9L21/31
5-10
3.5
5L27/38 (NR20/S)
5-6L27/38 (TCR18)
7-11
3.5
6-8L27/38 (NR24/S)
7-9L27/38 (TCR20)
10-15
4.5
5-6L23/30H
5-6L23/30H Mk2
2-5
2.5
7-8L23/30H
7-8L23/30H Mk2
4-7
3.5
5-6L28/32H
5-10
3.5
7-9L28/32H
7-11
3.5
12V28/32S
5-10
3.5
16-18V28/32S
7-11
3.5
Experience has shown, that washing at regular
intervals is essential to successful cleaning, as
excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended.
Depending on the fuel quality these intervals can be
shorter or longer. However, the turbine must be
washed at the latest when the exhaust gas temperature upstream of the turbine has risen about 20° C
above the normal temperature.
2015.12.02
Heavily contaminated turbines, which where not
cleaned periodically from the very beginning or after
an overhaul, cannot be cleaned by this method.
If vibration in the turbocharger occur after waterwashing has been carried out, the washing should
be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be
stopped and the turbocharger dismantled and manually cleaned.
The cleaning effect is based on the water solubility
of the deposits and on the mechanical action of the
impinging water droplets and the water flow rate.
The washing water should be taken from the fresh
water system and not from the fresh cooling water
system or salt water system. No cleaning agents
and solvents need to be added to the water.
To avoid corrosion during standstill, the engine
must, upon completing of water washing run for at
least 1 hour before stop to insure that all parts are
dry.
MAN Diesel & Turbo
B 16 01 3
Cleaning the turbocharger in service - turbine side
3700418-8.0
Page 6 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L23/30DF, L27/38,
L27/38S, L28/32H, L28/32S, V28/32S, L28/32DF
Water washing arrangement / tool
Some customized engines are delivered with water
washing arrangement consisting of a pipe system
with a regulating valve, a manoeuvring valve, a 3way cock and a drain pipe with a drain valve from
the gas outlet, see illustration on work card
512-15.00/612-15.00.
New engines are as standard delivered with "water
washing gun" as a part of standard tools for
engines. The tool can be seen in figure 2 and is
using the same connecting as the dry cleaning connection.
Figure 30: .
The water for washing the turbine, is supplied from
the external fresh water system through a flexible
hose with couplings. The flexible hose must be disconnected after water washing.
By activating the maneuvering valve and the regulating valve the water is sprayed into the exhaust
gas pipe before the turbine side of the turbocharger. See specific work card for water washing
of turbine side. The water that is not evaporated is
led out through a drain pipe in the exhaust gas outlet.
2015.12.02
MAN Diesel & Turbo
B 17 Speed control
system
Page 1 (1)
2016-10-27 - en
B 17 Speed control system
MAN Diesel & Turbo
1607583-4.6
Page 1 (1)
Starting of engine
B 17 00 0
L28/32H, L23/30H, V28/32S, L28/32DF, L23/30DF, L23/30S, L28/32S
General
The engine may be loaded according to the following procedure:
A: Normal start without preheated cooling water.
Only on MDO.
If the engine normally runs on HFO preheated fuel
must be circulated through the engine while preheating although the engine has run or has been
flushed on MDO for a short period.
B: Normal start with preheated cooling water. MDO
or HFO.
Starting on MDO
C: Stand-by engine. Emergency start, with preheated cooling water, intermediate prelubri- cating
or continuos prelubricating. MDO or HFO.
For starting on MDO there are no restrictions exept
lub. oil viscosity may not by higher than 1500 cSt.
(5°C for lub. oil SAE 30, or 10°C for SAE 40).
Starting on HFO
Initial ignition may be difficult if the engine and ambient temp. are lower than 5°C, and the cooling water
temperature is lower than 15°C.
During shorter stops or if the engine is in stand-by
on HFO the engine must be preheated.
During preheating the cooling water outlet temperature should be kept as high as possible at least
60°C (± 5°C) -either by means of cooling water from
engines which are running or by means of a built-in
preheater.
2015.12.15
Prelubricating
The engine shall always be prelubricated 2 minutes
prior to start if there is not intermittent or continuos
prelubricating installed. Intermittent prelub. is 2 min.
every 10 minutes.
MAN Diesel & Turbo
3700383-8.2
Page 1 (6)
Power Management - Alternator protection
B 17 00 0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
Description
The Power Management System and the Alternator
Protection System will not be delivered within the
scope of MAN Diesel & Turbo.
It is protecting of the generator against abnormally
high net voltage, works with phase to phase and
phase to neutral voltage, each voltage is monitored
separately. Min volt. 95%, max volt 105%, volt to
ground 5% 200msec.
But in order to advise and give our customers the
best possible background to make some investigations regarding their Power Management System /
Alternator Protection System MAN Diesel & Turbo
will in the following give some guidelines and recommendations.
Function: Protecting generator, mains decoupling,
Radial feeder, Overhead lines, and cables by tripping the alternator circuit breaker.
It is only our recommendation and it is the customer’s responsibility to specify source and to set the
different protection values together with the PMS
system maker.
ANSI-Code: 50+51N
The customer must be aware that local regulations
and requirements from authorities must also be
taken into considerations during thespecification
and design phase of these systems.
Overcurrent protection Node
ANSI – Code: 50+51
Application: Two stage. Overcurrent/ time and short
Circuit/time. It shall be an independent time overcurrent relay, with inverse overcurrent time adjustments, with selectable characteristics, and determination of fault direction.
Function: Protecting generator, mains decoupling,
Radial feeder, Overhead lines and cables by tripping
the generator circuit breaker.
Thermal overload
ANSI-Code:49
Protection of thermal damage caused by overload .
The thermal capacity used is calculated according
to a model, which takes into account:
Current RMS values, ambient temperature, negative
sequence current.
AC voltage protection
ANSI-Code: 27+59
Application : Voltage supervision of 1-phase og 3 –
phase systems, two stage over- and under voltage
protection of the alternator against abnormally low
net voltage, which trigger load transfer in to the
machine.
2015.11.17
Earth fault current protection
Application: Independent time over current relay,
inverse overcurrent with selectable characteristic.
The directional earth fault determination is based on
the active and the reactive current flow and the zero
sequence system.
Insulated or compensated as solid state earthed/
resistance-earth, neutral point systems, is the criterion for earth fault detection depending on the neutral point connection method.
Function : Protecting generator, by tripping the
alternator circuit breaker.
Mains decoupling (vector surge)
ANSI-code: 78
Application: The mains decoupling relay is protecting parallel running generators against short time
voltage interruptions. Whit this it is possible to get a
protection against damaging asynchronous synchronisation. An interruption of 300 msec is damaging.
Function : Protecting generator, by tripping the
alternator circuit breaker.
Frequency protection
ANSI-code: 81
Application: Frequency protection is protecting the
alternator and consumers against over and under
frequency continuous and fluctuating.
Function: Protecting generator, by tripping the alternator circuit breaker.
Directional power protection
ANSI-code: 32
MAN Diesel & Turbo
B 17 00 0
Power Management - Alternator protection
3700383-8.2
Page 2 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
Application: To control the power flow, between to
two more power producing plants. The plants are
not allowed to fed or heat each other.
Ground faults and faults between phases outside
the alternator but within the protected zone, at the
terminal or on external connections.
Function 1: adjust the power flow or decoupling the
plants. If it is over the limit.
Function: Protecting alternator, by tripping the alternator circuit breaker.
Function 2: Protecting generator, by tripping the
alternator circuit breaker.
Temperature monitoring
Negative sequence
ANSI-code: 46
Application: to protect the alternator against imbalance loading of the phases or loss of phase. If there
is a difference between the phases, this will create a
negative rotating vector system in the alternator,
which will produce harmonics and course heating of
the rotor.
Function: Protecting generator, by tripping the generator circuit breaker.
Field failure protection
IEC/EN 60751
Protection that detects abnormal temperature build
up inside the alternator windings. The measurement
is done by sensors placed inside the stator winding
in the slots. There at two types
PT 100 Ohm normal 2 x 3 pcs with three Leeds pr.
Sensor. (Base Module)
PT1000 Ohm normal 2 x 3 pcs with three Leeds pr.
Sensor (SaCos One)
Thermistors or thermocouples 2 x 3 pcs. whit two
leads for each sensor.
Alternator bearing protection can also be done by a
PT100 / PT1000 Sensor
ANSI-code: 40
Application: To protect the synchronous generator
against operation outside the stable operation area
due to loss of excitation. When partial or complete
loss of excitation occurs on a synchronous machine
it obtaining reactive power, it flows from the system
into the machine and the apparent impedance as
viewed from the machine terminals, goes into the
negative X region in the R-X diagram.
The Field failure system detects the low or under
impedance condition. Max. 15% 2sec
Function: Protecting generator, by tripping the alternator circuit breaker.
Alternator differential protection
ANSI-code: 87G
Differential protection of alternator compares current in two measuring points, the star point with the
current at the bus bar; it is a fast and selective form
of protection. Faults lying within the protected zone
are clearly and rapidly detected and reacted by
switching the alternator of to limit the fault damage.
The type of faults which occurring is insulation failure.
Faults between stator and windings
Stator earth faults.
Synchronising protection
ANSI-code: 79
The synchronising protection is to protect the generator set when synchronising with the grid or other
rotating GenSets. To do this it is necessary to
detect the Phase angel position and acceleration,
the phase angel must not be more than 2 deg.
Voltage difference, max 2%
Frequency difference, max 100mHz, min 98%, max
102%
To determine the max. acceptable tolerance, where
the switching can be done safely.
Function: Protecting alternator, by blocking the
switching on of the alternator circuit breaker.
Surge arrestors
IEC 60871-1, IEEE18, NEMA CP-1, VDE 0560 part
410, CIGRE 13.02
Is installed to protect the alternator insulation and
electronics against lightning and bad synchronisation, and in rush peaks from transformers and large
consumers. To do this, it is necessary to mount the
arrestors direct at or near to the alternator (within a
few meters from the terminals), the earth connec-
2015.11.17
MAN Diesel & Turbo
3700383-8.2
Page 3 (6)
Power Management - Alternator protection
B 17 00 0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
tion of the surge arrestors is not allowed to use the
common earth connection of the plant, it shall have
its own earth.
Function: Protecting alternator, it is not doing any
action, which is interfering with the duty, it is necessary to have a counter, where it is possible to see
how many hits it has taken.
Automatic Voltage Regulator AVR
The AVR can be delivered in two versions:
▪ Analogue
▪ Digital
If the analogue AVR is selected, it is necessary to
consider, which type of AVR is used in the existing
generator sets to secure the correct reactive load
shearing.
If the digital AVR is selected, it is necessary to consider it is supplied with the power-factor measurement module.
Stand alone
Is the GenSet running as a “Stand Alone” Type
which means there is the only running a single GenSet, the AVR has to be adjusted for Constant voltage.
Parallel running
The GenSet are running in parallel with other GenSets or the grid.
The AVR has to be equipped with a voltage drop,
compensation lines power-factor regulator.
Parallel running with voltage droop
The AVR has to be equipped with a voltage droop
function; this means the generator AVR is adjusting
(Decreasing the voltage linear) the voltage by
increasing load, the AVR are dropping the voltage
from rated voltage by no-load to max – 2,5% droop
at full load.
Parallel running with the grid by Power
factor (Cos phi)
The AVR has to be equipped with a power factor
regulator; this means the generator is adjusting the
voltage after the Grid voltage and keeping the
“Power factor” from the GenSet constant.
2015.11.17
This system can be used in ships or smaller power
plants, in the simple standard version, if the new
GenSet I relation to the total installed power (30%),
and the existing alternators have very old AVR’s .
Parallel running with other GenSets with
Compensation Lines
Older alternators are using compensations lines, the
AVR have to be selected specially for this.
It is not possible to run a standard analogue AVR
with voltage droop in parallel with GenSet plants
using compensations lines.
It is also possible to use digital regulators, they are
then using a power factor mode.
Digital regulators (AVR)
Digital Regulators are equipped with many protection features to protect the alternator.
But they are not activated automatically. It is necessary to state it in the contract:
Who is responsible for the adjustment: the people
who have the best information about how much the
generator can withstand is the generator manufacturer. They shall be forced to make the adjustments
and control the functions before the generator is
leaving the test bench in the generator factory.
The functions from the protection features can be
allocated to some configurable relay outputs (1,2 or
3 pcs with priority) in the alternator AVR, which can
give signals to the supervision system in the Switchboard.
It has to be decided by the manufacturer, if the outputs have to result in an alarm, switch of the main
circuit breaker, or switch of the main circuit breaker
and stop of the GenSet.
The following has to be stated from the generator
buyer by order:
It is recommended to use the protection features in
the alternator AVR and following alarms can be
generated on configurable relay outputs.
▪ Rated voltage UmN (Volt)
▪ Rated current ImN (amp)
▪ Largest inrush current and accepted voltage
drop (amp), (Volt)
▪ Power factor PFmN (pu)
▪ Apperent power SmN (kVA)
MAN Diesel & Turbo
B 17 00 0
Power Management - Alternator protection
3700383-8.2
Page 4 (6)
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
▪ Active power PmN (kW)
Efficiency n ( % )
▪ Frequency FmN (Hz)
Mechanical
Power ( KW )
▪ Pole number (RPM)
▪ Field overvoltage
Frequency
( Hz ) 110%
▪ Field overcurrent
MFmN Max
Frequency Min
( Hz ) 90%
( Minutes )
▪ Alternator overvoltage
Pole number
▪ Alternator undervoltage
Gen. Sens Pt Pri. Voltage ( Volt )
▪ Watchdog
Gen. Sens Pt Sec. Voltage ( Volt )
▪ Loss of sensing
Gen. Sens Ct Pri. Current ( amp )
▪ Exciter diode monitoring
Gen. Sens Ct Sec. Current ( amp )
▪ Loss of field
AVR CT Input terminal ( amp )
Freq.
Please note that not all Digital regulators may have
all of above mentioned protection features
Gen. Differential protection CT. Pri. Current ( amp )
The alternator will be delivered with the alternator
supplier standard AVR settings and all protection
features are NOT enabled.
Excitation current open Ieo ( amp ) Rippel 5% delay 2 sec
The alternator supplier can be requested from the
customer or MAN Diesel & Turbo to put other settings in the AVR. Such customize settings must be
informed to MAN Diesel & Turbo one month before
the FAT-Test of the Genset.
Gen. Differential protection CT. Sec. Current ( amp )
Excitation current Short IeK ( amp ) Rippel 10% delay 2 sec
Excitation Current Rated IeN ( amp )
Excitation Resistance Re ( ohms )
Excitation voltage Rated UeN ( Volt ) Max. Excitation voltage
( volt ) Time ( sec )
The reactances of the alternator have to be stated
from the alternator supplier by order confirmation. It
is the basic information for ordering the Switchboard with power managament.
The alternator manufacturer has to adjust the AVR,
and state the adjustments done by the test-run.
The alternator manufacturer has to state which signal contacts in the AVR is used for: Alarms / Switch
off and which for Stop of plant.
The alternator manufacturer has to state if there is
any alteration in the statement by the order confirmation.
Following values must be given in the alternator
data sheet:
Cabling for Alternator Connections
Generator reaktanses
Rated
voltage Min
Voltage Max Voltage (Volt)
UmN ( Volt ) 80% ( Volt )120%
Rated current ImN Max
Current Time ( sec )
(amp ) 115%
( amp )50
Power factor PFmN ( pu )
Excitation pole Number
The cabling for connecting the alternator has to be
dimensioned after the local rules / regulations or
classification societies’ demands and the type of
cable you want to use.
Because of the vibration of the generator which is
put to a max of 22 mm/sec the installation have to
be done in such a way that the cable can take
these constant movements.
Apperent El-power Max
SmN ( KVA )110% ( KVA )60
Power Time ( Minutes )
The cables have to be of Class5 which gives the
flexibility of the cable.
Aktive power El- Max
PmN ( KW ) 110% ( KW )60
Power Time ( Minutes )
The cable has to be hanging in a U from the fixed
point in the installation to the terminal box.
2015.11.17
MAN Diesel & Turbo
3700383-8.2
Page 5 (6)
Power Management - Alternator protection
B 17 00 0
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
The length of the U shall min. be 1 meter the cable
manufacturer can have prescriptions for the min
bending diameters. Se also installation manual
chapter B/G 50 00 0: Alternator cable installation
Classification Cooling air
Temp. enc.
Red. fact.
RINA
50
90
0,86
LR
45
90
0,86
NKK
45
90
0,86
DNV
45
90
0,86
BV
50
90
0,86
The most normal is DIN6270A (popular said, 12
hours 100%+1hour 110%) at rated surrounding
temperature, for industry air 40 deg C and cooling
medium at rated temp.
ABS
50
95
0,89
MRS
45
100
0,89
Temp. enc.
Red. fact.
If it is an water cooled Generator it is 32 deg C
B insulation
Insulation class and the construction lifetime has to
be decided.
VDE
40
80
0,79
The insulation can be H=165 deg.C, F=145 deg.C,
B=120 deg.C. in respect of IEC 34
GL
45
75
0,76
RINA
50
70
0,73
F used as F theoretical lifetime 30 years. The most
common for high voltage machines.
LR
45
70
0,73
NKK
45
70
0,73
150% lifetime-dimension if the machine is running
with an under temperature for 7 deg.C
DNV
45
70
0,73
200% lifetime-dimension the machine is running
one class lower as insulation F used as B.
BV
50
70
0,73
ABS
50
70
0,73
MRS
45
75
0,76
Dimentioning of the Alternator
Before buying the alternator it has to be decided
which DIN norm has to be fulfilled.
Power reductions
generators
Classification Cooling air
factors
for
marine
Alternator Protection
Temp. enc.
Red. fact.
H insulation
VDE
40
125
1
GL
45
120
0,96
RINA
50
115
0,93
LR
45
110
0,9
NKK
45
110
0,9
DNV
45
115
0,93
BV
50
110
0,9
ABS
50
115
0,93
MRS
45
120
0,96
Temp. enc.
Red. fact.
Classification Cooling air
F insulation
VDE
40
105
0,93
GL
45
100
0,89
2015.11.17
Classification Cooling air
▪ Alternator protection settings below are all
standard values.
▪ For each individual plant the settings can be
adjusted to the site condition.
▪ Further to below we also recommend implementing Start blocking of the diesel engine in
case of MSB earthing
▪ In case of Differential protection we recommend
to implement trip of excitation.
▪ For Earth fault protection special consideration
must be made due to Island operation, Grid
operation and type of earthing system.
MAN Diesel & Turbo
B 17 00 0
3700383-8.2
Page 6 (6)
Power Management - Alternator protection
L16/24, L16/24S, L21/31, L21/31S, L23/30H, L23/30S, L27/38, L27/38S, L28/32H,
L28/32S, V28/32S, L28/32DF, L23/30DF
Alternator protection settings
Required by MAN Diesel
Short Circuit phase L1 – set _250_% of In. trip time_300_ms.
x
Short Circuit phase L2 – set _250_% of In. trip time_300_ms.
x
Short Circuit phase L3 – set _250_% of In. trip time_300_ms.
x
Earth fault trip – set_20__% of In. trip time¬¬_8__s.
x
Over voltage - set_110% of Un. trip time_5__s.
x
Under voltage - set _90_% of Un. trip time_5__s.
x
Over frequency - set_105_% of Hzn. trip time_10__s.
x
Under frequency - set_ 95_% of Hzn. trip time__5_s.
x
Reverse power (-P<) - set_8__% of Pn. trip time__10_s.
x
Overload (P>) - set_110_% of Pn. trip time_20_s.
x
Over current (I>) – set__130 % of In. trip time_4_s.
x
Winding temp. Phase L1 – set 130 °C Alarm time__3__s.
x
Winding temp. Phase L2 – set 130 °C Alarm time__3__s.
x
Winding temp. Phase L3 - set 130 °C Alarm time__3__s.
x
Bearing temp. – set 85° C Alarm time___3_s.
Generator differential protection settings
Nice to have
x
Required by MAN Diesel
Nice to have
Generator phase L1 – Set _10_% of In Shutdown time_<50_ms.
P>2500kW
Generator phase L2 Set _10_% of In Shutdown time_<50_ms.
P>2500kW
Generator phase L3 Set _10_% of In Shutdown time_<50_ms.
P>2500kW
Switchgear phase L1 Set _10_% of In Shutdown time_<50_ms.
P>2500kW
Switchgear phase L2 Set _10_% of In Shutdown time_<50_ms.
P>2500kW
Switchgear phase L3 Set _10_% of In Shutdown time_<50_ms.
P>2500kW
2015.11.17
MAN Diesel & Turbo
3700319-4.1
Page 1 (1)
Actuators
B 17 01 6
L28/32DF, L23/30DF, L16/24, L16/24S, L21/31, L21/31S, L27/38, L27/38S
Actuator types
The engines can be equipped with an electrohydraulic actuator, make Regulateurs Europa, type
2800. Speed Control is carried out via SaCoSone
GENSET.
Actuator signal
Actuator input signal
Regulateurs Europa,
type 2800
0-1 A
range
nominal
operating
Speed adjustment range
Speed adjustment range is adjustable in SaCoSone.
Droop
Droop is adjustable in SaCoSone.
2016.03.30 - SaCoS
MAN Diesel & Turbo
B 19 Safety and
control system
Page 1 (1)
2016-10-27 - en
B 19 Safety and control system
Safety concept - Dual fuel engines
1 Introduction
The aim of the safety concept is to demonstrate that MAN Diesel & Turbo
Dual Fuel engines can be installed in ships fulfilling the requirements of the
IGF- and IGC-Code (see section 3.1 Abbreviations) and IACS-Classification
requirements.
The Dual Fuel engines will be type approved by the individual IACS Classes
according to their rules. Therefore in this document the general and special
requirements relating to Dual Fuel engines and gas fuel supply to the engine
are mentioned only. The class approval in principle and safety concept
should give confidence to the yard that MAN Diesel & Turbo Dual Fuel
engines fulfil IACS Class requirements as well as the IGF- and IGC-Code (see
section 3.1 Abbreviations) requirements. The gas fuel supply system is considered beginning with the Shut off valve upstream of the gas valve unit
room. The engines are suitable as prime movers in Diesel-mechanic or Diesel-electric propulsion plants and as auxiliary engines. This safety concept is
applicable for multi and single engine plants. The requirements stated in this
safety concept for the installation of the Dual Fuel engine and the equipment
are MAN’s recommendations. If the customer or yard make modifications on
the arrangements and design principles, they are responsible for the approval of the deviations by the classification societies and the flag state administrations.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
2 Basic standards
The following basic standards were used for this safety concept:
Relevant classification rules (e.g. BV RN481 (2007), DNV, etc.)
API 500 (Nov. 2007)
DVGW standards
IACS unified requirements
IEC 60079-10
IEC 60079-14
IEC 60092-502: 1999
IGF- and IGC-Code (see section 3.1 Abbreviations)
SOLAS IMO convention "Safety of Life at Sea"
EC directive 94/9/EC European Commission directive (ATEX) regarding devices and protecting systems used in explosion hazardous areas
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
European pressure vessel directive 97/23/EC
1 (73)
MAN Diesel & Turbo
3 Abbreviations and definitions
3.1 Abbreviations
AL
Alarm level (acc. IEC 60050-426)
API
American Petroleum Institute
ATEX
European Commission Directive (94/9/EC) (ATEX) regarding
devices and protecting systems used in explosion hazardous
areas
DF engine
Dual fuel engine
Dual fuel mode
Gas mode
DVGW
German association for the sectors gas and water (Deutsche
Vereinigung des Gas- und Wasserfaches)
2 (73)
FBOG
Forced boil off gas
FMEA
Failure Mode and Effect Analysis
GCU
Gas combustion unit, thermal oxidiser
GS
Gas sensors
GVU
Gas valve unit
HT
High temperature
IACS
International Association of Classification Societies
IGC-Code
IMO Convention "International Code for the Construction
and Equipment of Ships Carrying Liquefied Gases in Bulk"
IGF Code
IMO Convention “International Gas-Fuelled Ships
code“ (interim guidelines of safety for natural gasfuelled
engine installations, IMO Resolution MSC.285(86))
IEC
International Electrotechnical Commission
LEL
Lower explosion level (acc. IEC 60050-426)
LFL
Lower flammable level
LNG
Liquefied natural gas
LNGC
Liquefied natural gas carrier
LT
Low temperature
NBOG
Natural boil off gas
PLD
Injection pump with a pipe and an injection nozzle
PREAL
Pre alarm
SaCoSone
MAN Diesel & Turbo Engine Safety and Control System
SOLAS
IMO convention “Safety of Life at Sea”, 1974 with amendments 2008
TI
Temperature indicator
UEL
Upper explosion level (acc. IEC 60050-426)
VTA
Variable Turbine Area
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
EC Directive 94/9/EC European Commission Directive (ATEX) regarding devices
and protecting systems used in explosion hazardous areas
3700390-9.5
Description
Safety concept - Dual fuel engines
B 19 00 0
3.2 Definitions
Block and bleed valve
For gas carrier installations in accordance to IGC-Code Chapter 16, 16.3.6.
For other gas-fueled vessel applications in accordance to the interim guidelines for safety for natural gas-fuelled engine installations (IGF) Chapter 5,
5.6.3
Dual Fuel engine
Engines able to burn liquid fuel or gaseous fuel gases with liquid pilot fuel
simultaneously
Engine room
See Machinery space
Explosion proof design
Pressure related components are designed to withstand an internal explosion pressure without destroying the components and to make them untight.
Plastic deformation is allowed, but the system has to be tight after the explosion that no contained media could be let to the surrounding atmosphere.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Gas high-pressure piping
Gas fuel piping with working pressure above 10 bar
Gas safe areas
Zones or areas not being gas dangerous
Gas dangerous zones
Zones or areas defined as gas dangerous zones Z0, Z1 or Z2, according to
IEC 60092-502: 1999
Gas mode
Operation with gas and pilot fuel as ignition source
Gas sources
Any valves or detachable pipe joints in the fuel gas system. Also all seals of
rotating components in which there is a overpressure to the surrounding
environment regarded as gas sources.
High pressure fuel oil pipe
Double walled piping with leakage monitoring according to SOLAS Chapter
II-2, Regulation 4, 2.2.5
Machinery space of category A
For gas carrier installations definition according to IGC-Code 1, 1.3.24. For
other gas-fueled vessel applications in accordance to the interim guidelines
for safety for natural gas-fuelled engine installations (IGF) Chapter 2, 2.3.4.2
Machinery space
The Shut off valve is an automatic valve in the gas supply line to each engine
room located upstream of the gas valve unit outside the machinery space.
For gas carrier installations definition according to IGCCode Chapter 16,
16.3.7. For other gas-fueled vessel applications in accordance to the interim
guidelines for safety for natural gas-fuelled engine installations (IGF) Chapter
5, 5.6.8.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Shut off valve
Description
2016-03-18 - en
For gas carrier installations definition according to IGC-Code Chapter 1,
1.3.25. For other gas-fueled vessel applications in accordance to the interim
guidelines for safety for natural gas-fuelled engine installations (IGF) Chapter
2, 2.3.3
3 (73)
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
4 Ambient reference conditions
The ambient reference conditions according to IACS URM28 are the regular
machinery space room temperature 45°C, ambient pressure 1,000 mbar
absolute and air humidity 60 %.
5 Condition of applied fuels
5.1 Gas fuel
Gas fuel main components
Component mainly
Methane CH4
Pressure
< 10 bar
Operation temperature after shut off valve
0° to 50° C
Ignition temperature
595° C
LEL in air
4.4 Vol%
UEL in air
16.5 Vol%
Flash point
tk = -82° C
Max explosion pressure at ambient pressure
7.2 bar
Density of gaseous CH4
0.72 kg/Nm3
Methane number of fuel gas
≥ 80
Table 1: Fuel gas component conditions
5.2 Diesel fuel
Main fuel / Pilot fuel / Back-up-fuel
Marine diesel fuel
Ignition temperature [°
C]
MGO (class DMA) > 250
Flash point [° C]
Remark
≥ 60
Acc. to MAN Diesel &
Turbo quality requirements
2016-03-18 - en
3700390-9.5
Description
Table 2: Ignition temperature and fuel oil quality requirements
4 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
6 Basics
6.1 Explosion danger
Explosive atmosphere (air/fuel mixture) and an effective ignition source are
simultaneously present.
6.2 Safety concept
▪
Prevention from formation of an explosive atmosphere (e.g. ventilation,
operation of equipment over UEL or below LEL, (gas detection and
warning system) inertisation)
▪
Exclusion of igniting sources by design measures (no surfaces at or over
ignition temperature of critical substances, neither electrostatic nor electric ignition sources, no spark generation, no open flame)
▪
Limitation of the effect of explosion. Safety measures against dangerous
overpressure (rupture discs, safety valves, explosion proof design (design
pressure = max. explosion pressure x initial pressure), flame arresting
piping equipment)
7 Gas feeding concept
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
7.1 Marine rule requirements The basic requirement is the prevention from formation of an explosive
atmosphere.
The design principle for explosion protection is the application of a double
barrier between the fuel gas and the environment. The space between the
first and the second barrier is defined as explosion hazardous zone. The
space outside of the second barrier is defined as a gas safe area.
To realise this, there are the following two possibilities:
▪
Double walled piping or
▪
Single walled piping installed in a separate compartment
The space between the first and second barrier could be realised as follows:
Gas monitoring and venting of the space or
▪
Gas tight space, monitored and filled with over pressurised inert gas
Description
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Based on the criteria in chapter 6 MAN Diesel & Turbo decided to select for
the fuel gas supply system of the DF engine the following design concept.
The gas fuel system is designed to fulfil all requirements for a gas safe engine
room.
2016-03-18 - en
7.2 Fuel gas concept
▪
5 (73)
B 19 00 0
6 (73)
Figure 1: Gas feeding system
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
▪
Ventilation by suction in the outer pipe with an air change of 30 times per
hour and control and monitoring of possible fuel gas concentration in the
space between the inner and outer pipe (see Figure 1) or alternative inertisation media in the outer pipe, inert media pressure > operating pressure of flammable gas, control and monitoring of the inert gas media due
to inertisation pressure and inert media leakages
▪
Closing of shut off valve in case of gas leakage detection
▪
Purging or inertisation of the gas pipe in case of gas leakage
General requirements for ventilation of possible gas leakages:
▪
Air change ≥ 30 times per hour monitored and controlled by differential
pressure switches (see Figure 1, PDSL)
–
Switch-over from gas fuel mode to diesel fuel mode in case of provided air changes < 30 air changes per hour
Control of leakage gas by gas detection sensors
▪
Closing of Shut off valve
Description
2016-03-18 - en
▪
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
General requirements on double wall fuel gas piping:
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
7 (73)
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
8 Installation plan
8.1 Definition of explosion
hazardous areas
The protection and certification requirements on components used in explosion hazardous areas are related to the explosion hazardous zones in which
they are used. The definitions according to IEC 60092- 502: 1999 are:
▪
Zone 0: Area in which an explosive gas atmosphere is present continuously or is present for long periods
▪
Zone 1: Area in which an explosive gas atmosphere is likely to occur in
normal operation
▪
Zone 2: Area in which an explosive gas atmosphere is not likely to occur
in normal operation and, if it does occur, is likely to do so only infrequently and will exist for a short period only.
8.2 Plan of explosion
hazardous areas
8.2.1 Engine
2016-03-18 - en
3700390-9.5
Description
Figure 2: Engine related hazardous areas
8 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
Figure 3: Engine related hazardous areas - 2
9 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
8.2.2 External engine
systems
Z0
:
explosion protection zone 0 (EN60079-10); Class I, Special Division 1 (API 500, November 1997)
Z1
:
explosion protection zone 1 (EN60079-10); Class I, Division 1
(API 500, November 1997)
Z2
:
explosion protection zone 2 (EN60079-10); Class I, Division 2
(API 500, November 1997)
GS
:
Gas Sensor certified intrinsically safe type
GVU room
:
Gas valve unit room
Ventilation
:
mechanical ventilation with at least 30 air changes per hour,
GVU room in depression
3700390-9.5
Description
Note
10 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Figure 4: Plant related hazardous areas
8.2.3 Further system
components - plant related
System
Explosion zone
Remark
Lube oil system
Zone 2
Description, see chapter 9.1.5
HT-cooling water system
Zone 2
Description, see chapter 9.1.6.1
LT- cooling water system
Zone 2
Description, see chapter 9.1.6.2
Nozzle cooling water system
Zone 2
Description, see chapter 9.1.6.3
Shipboard exhaust gas system
Zone 2
Description, see chapter 9.1.4.2
Venting pipe for engine
crankcase
Zone 1
Description, see chapter 9.1.2
Venting pipes in general /
other ventings
Zone 2
Description, see chapter 9.1.4.2
Table 3: Plant related hazardous areas
9 Explosion protection requirements on components
9.1 Engine
9.1.1 Functional description
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
The engine is an Dual Fuel type. The engine could either operate on liquid
fuel or on fuel gas.
9.1.1.1 Operation modes
▪
Gas mode: Gaseous fuel with pilot fuel oil ignition
In the gas operation mode the fuel gas, which is burned, will be supplied
in accordance to Table 1 in chapter 5.1. The ignition of the lean gas mixture is provided by a small amount of diesel fuel, which ignites the gas-air
mixture. The operating principle in gas-mode is the lean-burn concept. A
lean mixture of fuel gas and charge air will be provided to the combustion
chamber of each cylinder by individually controlled fuel gas admission
valves, see also 9.4.6 Dual fuel engine operation modes.
▪
Diesel mode: Main fuel oil
In Diesel mode liquid fuel oil is provided by the conventional injection
pump system to be burned inside the combustion chamber, see also
9.4.6 Dual fuel engine operation modes.
▪
Back-up mode: Main fuel oil only
In Back-up mode liquid fuel oil is provided by the conventional fuel oil
injection pump system and burned inside the combustion chamber, see
also 9.4.6 Dual fuel engine operation modes.
9.1.1.2 Fuel system
Gas-Fuel-System
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
The general arrangement of the gas-fuel system is shown in Figure 5. The
explanation of the different systems is given in the following chapters.
11 (73)
B 19 00 0
12 (73)
Figure 5: Gas feeding system (detailed drawing see Appendix A.3)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
Gas fuel piping on the engine
The fuel gas supplied to the engine is provided to the cylinders individually
through the gas admission valves mounted in the air inlet manifold of each
cylinder. The gas admission valves are controlled individually by the engine
control system in order to regulate the engine power and speed through
controlling the amount of fuel gas fed to each cylinder.
The design of the gas admission valves and pipings ensures, that only air
and not fuel gas is contained in the charge air manifold. The gas admission
valves are actuated (opened) through solenoids and are closed through
springs (normally closed type).
All engine mounted fuel gas pipes upstream of the cylinder heads are of double-walled pipe design, including the sections around the fuel gas admission
valves. The outer space of the double wall piping is continuously ventilated
by 30 air changes per hour and monitored by at least 1 intrinsically safe certified gas sensor mounted at the entrance of the GVU room (see next section
Gas fuel piping between gas valve unit room and engine). The ventilation flow
is monitored by differential pressure monitoring (see Figure 5, PDSL).
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
The piping together with safety valve is designed to withhold an internal
explosion without being untight. The components are allowed to experience
a non dangerous deformation. Ductile material has to be used.
Compressor should deliver 6-9 bar to GVU. After compressor a 10 bar safety
valve must be installed to protect against overpressure. Piping and valve
from compressor to GVU need to be approved for min. PN10.
GVU regulate gas pressure to 4-6 bar inlet engine. After GVU a 6 bar safety
valve must be installed to protect against overpressure after GVU and on
engine. All components after GVU and on engine need to be approved for
min PN6.
It is not required to install a flame arrester in the fuel gas pipe, as there is no
homogeneous ignitable mixture of gas available and due to the explosion
proof design of the inner gas pipe.
Features:
▪
Gas admission valve for each cylinder.
▪
Gas supply on the engine by double walled distribution pipe.
▪
Complete double wall piping system including gas admission valves and
compensators
▪
The outer space of the double walled piping is in depression and ventilated by at least 30 air changes per hour. This function is monitored by differential pressure switches.
▪
The outer space of the double wall pipe is controlled by at least two
intrinsically safe and certified gas detectors (to be installed in the pipe
section between the engine and gas valve unit room, see next section
Gas fuel piping between gas valve unit room and engine).
▪
Explosion proof design of the inner gas pipe.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
The pipe between the gas valve unit room and the engine is a double walled
pipe, also the compensator used to connect the engine is double walled. The
outer space of the double walled pipe is continuously ventilated by 30 air
changes per hour. The ventilation flow is monitored by differential pressure
switches (see Figure 5, PDSL) and by at least 1 intrinsically safe certified gas
sensor. When reaching PREAL (see Table 1-1 Automatic safety actions) the
detectors will cause an alarm and will automatically change the gas fuel
Description
2016-03-18 - en
Gas fuel piping between gas valve unit room and engine
13 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
mode to the diesel mode. In that case the gas supply line will be shut off by
closing the Shut off valve upstream the GVU and the block and bleed valve in
the GVU and they will be purged by Nitrogen. No additional flammable gas
can be supplied to defect components and therefore could be a source of
fuel gas related explosion danger.
Compressor should deliver 6-9 bar to GVU. After compressor a 10 bar safety
valve must be installed to protect against overpressure. Piping and valve
from compressor to GVU need to be approved for min. PN10.
GVU regulate gas pressure to 4-6 bar inlet engine. After GVU a 6 bar safety
valve must be installed to protect against overpressure after GVU and on
engine. All components after GVU and on engine need to be approved for
min PN6.
Is not required to install a flame arrestor in the fuel gas pipe as there is no
homogeneous ignitable mixture of gas available and due to the explosion
proof design of the inner gas pipe.
Installation:
▪
Gas lines passing through the engine room, or other enclosed spaces
with exception of the gas valve control room, are to be of the double walled type with controlled ventilation in depression, or controlled overpressure of inert gas in the outer pipe space.
▪
The outer space of the double wall pipe is controlled by at least two
intrinsically safe and certified gas detectors (installed between the engine
and gas valve unit room).
▪
Double walled compensator.
▪
Explosion proof design of the inner pipe.
Gas valve unit
The fuel gas pressure supplied to the Dual fuel engine is regulated and controlled individually by one gas valve unit (GVU) for each Dual fuel engine. The
GVU has to be protected against excessive inlet-overpressure by an external
safety valve (to be mounted upstream of the Shut off valve, e.g. downstream
of the gas compressor). The piping scheme is shown in Figure 6 - Gas valve
unit (GVU) P + I - Diagram and Figure 7 - Gas valve unit (GVU) Measuring
devices diagram.
The Gas valve unit has the following functions:
14 (73)
Gas leakage test through engine control systems before engine is entering dual fuel mode (see Table 5)
▪
Control of gas feed pressure to Dual fuel engine
▪
At the end of gas-operation, the unit shuts off the gas supply and allows
the gas pipe to be inerted.
▪
Shut off of the fuel gas supply in case of emergency stop
▪
Automatically inert of gas distribution after DF-Operation with inert gas
▪
Inert for maintenance reasons with inert gas
▪
Unit is controlled by an engine control sequence of SaCoSone
▪
Installation of gas valve unit in dedicated compartment (GVU room) with
gastight walls
▪
Single wall gas pipes and instrumentation in the gas valve unit room
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
▪
Installation:
3700390-9.5
Description
Functions:
▪
The gas valve unit room has to be ventilated by 30 air changes per hour.
The ventilation system of the GVU-room consists of an exhaust ventilator
installed in a separate exhaust air duct. When approved safety measures
are provide the ventilation ducts of several GVU-rooms may have a common discharge line, if agreed by the classification society. However, the
ventilation outlet is to discharge to the vent mast. The ventilation air for
the GVU-room will be sucked out of the engine room by an air inlet duct.
Therefore the air pressure in the GVU-room is constantly lower than the
air pressure in the engine room. The differentiation of pressure has to be
monitored
▪
The volume of the gas valve unit room has to be as small as possible.
Maintenance work must be possible
▪
The GVU-room has to be monitored by at least one intrinsically safe certified gas sensors
▪
Gas overpressure safety valve has to be installed upstream to the Shut
off valve
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
Figure 6: Gas valve unit (GVU) P + I - Diagram
15 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
Figure 7: Gas valve unit (GVU) Measuring devices diagram
The gas valve unit (MOD-052, see Figure 6) is a regulating and safety device,
allowing the engine to be safely operated in the gas mode. The control unit is
equipped with block and bleed valves (quick-acting stop valves and venting
valves) and a gas pressure regulating device.
In order to keep impurities away from the downstream control and safety
equipment, a gas filter (FIL- 026) is installed after the manuel-stop valve
(V-003).
The gas pressure control device (PCV-014) adjusts the pressure of the gas
fed into the gas pressure regulating valve on the engine.
In accordance with the engine load, the pressure control device on the
engine maintains a differential gas overpressure to the charge air pressure.
This ensures that the gas feed pressure is correct at all operating points of
the DF-engine.
16 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
For safety reasons, the working principle of the quick-acting stop valves (1,2
QSV-001) ensures that the valves are normally closed (closed in case there is
no signal or no control media i.e pressurized air) while the venting valves (2,3
FV-002) are normally open.
3700390-9.5
Description
At the outlet of the gas valve line are quick-acting stop valves (1,2 QSV-001,
1 PV5864, 1 PV5865) and automatic venting valves (1,2,3 FV-002 =
1PV5863, 2PV5864, 2PV5865, 3PV5865) mounted. The quick-acting stop
valves will interrupt on the request the gas supply to the engine. The automatic venting valve (2 FV- 002) relieves the pressurised gas trapped between
the two closed quick-acting stop valves (1,2 QSV- 001). The automatic venting valve (3 FV-002) relieves the pressurised gas trapped between the quickacting stop valves (2 QSV-001) and the engine and is used to purge the gas
distribution system and pipe with Nitrogen in inverse direction.
Description
2016-03-18 - en
At the gas input connection (A) of the gas valve unit, all gas parameters as
specified for the engine are to be observed (see Project Guide, Chapter
"Specification for natural gas").
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
The gas valve unit includes pressure transmitters/gauges and a temperature
transmitter. The output of these sensors is transmitted to the engine management system. The control logic meets MAN Diesel & Turbo requirements
and controls the opening and closing of the block and bleed valves as well
as the gas valve line leak test.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
17 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
Gas leakage test
Step
Action
1
Valves 1PV5864, 1PV5865 are closed and 2PV5865,
3PV5865 are open. Valve 2PV5865 and 3PV5865 will be
closed. The gas pressure shall not increase beyond a certain
value within a certain time (measures by pressure transmitter
1PT5865). This indicates a leaking valve 1PV5865.
Reaction: Alarm and Shut-off sequence.
No alarm: step 2
2
Valve 1PV5865 will be opened for a short time to let gas
enter between the two block valves 1PT5864 and 1PV5865.
Valve 1PV5865 hereafter closes. If there is pressure
decrease measured by pressure transmitter, it indicates that
there is either a defect pressure transducer 1PT5865 or the
valves 1PV5864 or 2PV5864 are defect.
Reaction: Alarm and Shut-off sequence.
3
Gas leakage sequence complete. Gas supply for gas
engines will be opened
Table 4: Gas leakage test, procedure
Please see Figure 6 and Figure 7 for control unit and valve arrangements.
Shut-Off sequence
Step
Action
1
Valves 1PV5864 and 1PV5865 will be immediately closed
2
Valves 2PV5864, 2PV5865 and 3PV5865 will be opened
with an individual delay time
Table 5: Shut-off sequence, procedure
Purging with inert gas
To secure a gas free gas supply line on the DF-engine up to the block valve
1PV5865 of the GVU, the piping will be automatically purged with inert gas
after each normal or quick change over from gas mode to liquid fuel mode,
before each change over to DF mode from liquid fuel mode and each emergency shut down from gas mode. Therefore a inert gas purge valve
1FSV5888 will be installed on the DF-engine (see Figure 16).
During purge mode the inert valve 1FSV5888, pressure control valve
1ET5862 and the venting valves 2PV5865 and 3PV5865 will be opened and
inert gas can purge the remaining gas downstream over the valves 2PV5865
and 3PV5865 out to the gas venting installation. In any case the inert gas
pressure has to be 0.5 bar higher than the maximum operating fuel gas pressure.
18 (73)
▪
2PV5865, 1ET5862 and 1FSV5888 will be closed. During preparation to
gas mode the purge mode has to be started once again to secure an air
free gas piping
▪
During inert sequence is monitored by the SaCoSone system. In case of a
failure of the inert gas pressure a manual purged mode has to be started
before the gas operation can be started. If engine is running inert failure
alarm will be given. If engine is stopped engine cannot be started before
manual inert on Local Display at engine is initiated and successful ended.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
After the purge time (depending on the length of the gas piping from GVU to
DF-engine manifold) there are two different sequences possible:
▪
During standstill block valves 1PV5864 and 1PV5865, bleed valve
2PV5864 and venting valves 2PV5865 and 3PV5865 will be de-energized and status of de-energized position.
During the design stage it has to be decided which option will be followed.
The system has to be designed accordingly. The control of the valves has to
be automatic.
Gas fuel piping between Shut off valve and gas valve unit room
The gas fuel pipe, and also all other pipes which are installed downstream,
are monitored against sudden total rupture by a differential pressure measurement across an orifice. This device is mounted in the external part of the
gas pipe, at the beginning of the individual pipe for each engine (each one for
each branching to the engines). In case more than 150% to 200% of the normal max. allowed gas flow of the engine are passing through the pipe, the
differential pressure across the orifice will increase and finally a differential
pressure switch is activated. This signal is processed in the ship alarm system and will automatically close the Shut off valve and will open the venting
valve (both valves are mounted at the beginning of this pipe and also on the
exterior).
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
The pipe between the Shut off valve and the gas valve unit room must be
double walled if passing trough enclosed areas (In frequent cases this pipe
can pass directly from the exterior to the gas valve unit room without passing
in other enclosed areas, then a double walled pipe is not required). The outer
space of the double walled pipe is continuously ventilated by 30 air changes
per hour. The ventilation flow is monitored by differential pressure switches
(see Figure 1, PDSL) and by at least one intrinsically safe certified gas sensor.
By detection of PREAL (see Table 1-1) the gas fuel mode will be automatically changed to diesel fuel mode. In that case the Shut off valve will be
closed and the external venting valve will be opened. No additional flammable gas can be supplied to the possible defect component and therefore
cannot be a source of danger for a fuel gas related explosion.
Conventional Diesel engine fuel oil system, with one engine driven injection
pump for each cylinder which actuates the injection valve by double wall and
leakage monitored high pressure pipes. The system is build according to the
actual classification rules in force. The fuel gas mixture in the cylinder can not
enter in any case of failure into the main fuel oil injection system. The injection
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Main fuel-oil-system / Pilot fuel oil system
Description
2016-03-18 - en
Installations:
▪ Shut off valve and venting valves are installed at the exterior upstream of
the GVU room in accordance to IGF- and IGC-Code. For each separate
engine room we recommend to provide one separate shut off and venting valve
▪ One pipe rupture detection is installed with each engine gas feeding pipe
▪ Gas fuel piping should not pass through accommodation spaces. Gas
lines passing through enclosed spaces, with exception of the gas valve
control room, are to be of double walled type with controlled ventilation
in depression, or controlled overpressure of inert gas in the outer pipe
space
▪ The outer space of the double wall pipe is controlled by at least one
intrinsically safe and certified gas detector (installed between the exterior
and the gas valve unit room)
Fuel-Oil- Systems
19 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
pressure is higher than the ignition pressure and there is a non return valve
installed on the injection pump, which protects the low pressure fuel system
from gas flow in case of an untight injection nozzle.
9.1.2 Crankcase
Crankcase safety valves are used for every crankgear. The certified safety
valves are to be used in gas dangerous zones to protect components. The
certification is usually according to the ATEX EC directive 94/9/EC and IMO
rules.
The crankcase ventilation pipe (natural ventilation) is led to a safe location on
the open deck, remote from any source of ignition. The end of the ventilation
pipe has to be equipped with a flame arrester. The ventilation pipe has to be
build steadily ascending to avoid any accumulation of explosive gas concentration.
An additional crankcase forced ventilation is not necessary and during Diesel
operation mode the ventilation of the crankcase is strictly prohibited by the
classification rules. The maximum explosion pressures in the crankcase of
dual fuel engines and conventional diesel engines are comparable (explosion
pressure of lube oil mist 8 bar, explosion pressure Methane gas 7.2 bar). The
ignition sources (see Figure 3) are monitored and alarmed by MAN Diesel &
Turbo splash-oil-monitoring- system with main bearing temperature monitoring.
For maintenance work the crankcase is provided with a manual gas detection connection and a inert gas connection.
If required by classification societies, shipyard can install a gas detection
device (Methane) in the crankcase ventilation pipe after the flange at the
crankcase.
9.1.3 Charge air system
The explosion relief valves with flame arrester are certified according to the
ATEX EC directive 94/9/EC protect the piping system (charge air manifold)
on the engine. The material used for the piping and its components are ductile. The discharged overpressure and the discharged media are led to a safe
place, which is not allowed to be entered during engine operation in gas
mode and where person or equipment could be injured.
If the combustion air is sucked from the machinery room no additional
requirements are necessary, as the machinery room is a gas safe area,
which is additionally monitored and supervised by approved gas detection
sensors.
In case of combustion air is taken directly from the free atmosphere, the air
has to be taken from a gas safe area via ducting. The air inlet ducting has to
be protected by a shut-off device and must be monitored by at least two
independent approved gas detectors. In case of fuel gas inrush the shut-off
device has to close the combustion air intake of the engine.
9.1.4.1 Exhaust gas system (engine)
Nevertheless a pressure relief valve with flame arrester protect the piping
system on the engine. The discharged overpressure and the discharged
media are let to a safe place, which is not allowed to be entered during
engine operation in gas mode.
3700390-9.5
Description
Gas can only enter into the exhaust gas system in case of an incomplete
combustion or misfiring of one ore more cylinders. Misfiring will be detected
by the combustion monitoring. The material used for the piping and its components are ductile. The design is as thus, that there are no pockets where
unburned gas can be accumulated.
20 (73)
9.1.4.2 Exhaust gas system (external)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
9.1.4 Exhaust gas system
DF engine exhaust gas pipes after outlet TC should not be connected to
other exhaust gas pipes from any other engine or systems. The exhaust
ducts have to be build steadily ascending to avoid any accumulation of
explosive gas concentration.
During abnormal operation conditions due to incomplete combustion or misfiring gas mixture could enter the exhaust system. Piping or spaces in which
explosive atmosphere could enter or accumulate must be protected against
dangerous overpressure which could destroy them or will cause injury to person or equipment. Rupture discs or other safety valves must reliable discharge the overpressure and the discharged media to a safe place and be
suitable to be used in gas dangerous, explosive atmosphere.
The rupture discs or other safety valves have to be monitored. An alarm is to
be provided in cases were the exhaust systems is open so that exhaust gas
can be released. The following options are possible:
▪
In cases where the exhaust gas is released through the rupture disc or
other safety valves without detrimental effect the engine can be operated
in backup mode for emergency reasons.
▪
In case of multi-engine propulsion, an alarm is to be provided and the
shut off of the engine is to be activated in cases where safe engine operation with release of exhaust gas through the rupture disc or other safety
devices is not guaranteed.
▪
In case of single-engine propulsion: An automatic safety valve raise an
alarm and cause a changeover from diesel operation mode to the gas
operation.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
During the design stage it has to be decided which option will be followed.
The system has to be designed accordingly. The respective alarms and signals have to be included in the ships safety system.
By turning of the engine until standstill the exhaust gas system of the engine
itself will be ventilated after an emergency stop.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
The external exhaust gas installation, as duct, silencers, boiler and stack (see
Figure 8), will be ventilated by an additional exhaust gas ventilation unit. The
purging is done sufficiently by an air volume equal to 3 times of the total volume of the exhaust gas system. A valve is protecting the exhaust gas ventilation unit against exhaust gas inrush. If the valve is not closed completely an
engine start is blocked.
21 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
22 (73)
In the lubrication oil system there is explosion protection necessary for the
above mentioned crankcase and the lube oil sump/base frame. The other
system components contain no hazardous fuel gas.
The lubrication oil return pipe from the separator to the lube oil sump/base
frame must be installed such that the open end discharges are at a minimum
of 100 mm below the lowest possible oil level surface, considering inclination. This is to ensure that there is no direct communication between the
crankcase and the gas area (upper area) of the lube oil sump/base frame
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
9.1.5 Lubricating oil (LO)
system
3700390-9.5
Description
Figure 8: Exhaust gas ducting arrangement
possible. The level of the oil surface is controlled by a level indicator, which
will switch the engine from gas mode to diesel fuel mode in case of low level
lube oil alarm in lube oil sump/base frame.
However the lube oil sump/base frame, in which the lube oil is collected after
leaving the crankcase, could accumulate an important amount of in solution
held gas of the lube oil stream. This leaked gas from the settled down lube oil
is lighter than the air and is constantly by natural ventilation lead through a
separate venting pipe to a safe location on the open deck, remote from any
source of ignition. The venting pipe has to be build steadily ascending to
avoid any accumulation of explosive gas concentration. The free end of the
venting pipe is protected by a flame arrester. The venting pipe must not be
connected to venting pipes of other systems. The inner space of the crankcase and lube oil sump/base frame is related to explosion protection zone
"1". All electrical equipment has to be certified for that use.
For save maintenance work the crankcase is equipped with a manual gas
detection connection and an inert gas connection to prove that there is no
explosive atmosphere available before starting any maintenance works.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Lubrication oil filters, strainers and centrifugal separators are supplied with
lubrication oil from the lube oil sump/base frame. The oil level in the lube oil
sump/base frame is monitored that no fuel gas from the crankcase could
enter directly into lubrication oil filters, strainers and centrifugal separators.
The oil in the lube oil sump/base frame is degassed during the dwell period.
Oil sucked from the lube oil sump/base frame bottom is pumped to the separators and filters, where only well degassed lubrication oil is treated. Therefore is in these equipment no considerable amount of fuel gas which can be
accumulated to an explosion hazardous atmosphere. No special explosion
protection precautions have to be taken. Nevertheless in all tanks filled with
used lube oil, unburned fuel gas can be present. Therefore due attention has
to be paid on the equipment used on tanks and the related piping. That
means that all tanks for used lube oil need vent pipes led to a safe location
on the open deck, remote from any source of ignition.
9.1.6 Cooling water system
The following cooling water system is an example for a separated HT/LT system, it can be designed also as an integrated cooling water system.
9.1.6.1 High temperature cooling water system
The high temperature cooling water system is an open system.
9.1.6.2 Low temperature cooling water system
The low temperature cooling water system is an open system.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
For save maintenance the high temperature cooling water tank has to be
equipped with a manual gas detection connection and an inert gas connection to prove that there is no explosive atmosphere available before starting
any maintenance works.
Description
2016-03-18 - en
During normal operation, there would not be any accumulation of unburned
fuel gas in the cooling system. Only in case of a damage an important
amount of fuel gas could enter the high temperature cooling system. This
leaked unburned fuel gas is lighter than the air and is constantly naturally
vented through a separate venting pipe from the expansion tank to a safe
location on the open deck, remote from any source of ignition. The venting
pipe has to be build steadily ascending to avoid any accumulation of explosive gas concentration. The free end of the venting pipe is protected by a
flame arrester. The inner space of the tank is related to explosion protection
zone "2". All electrical equipment has to be certified for that use.
23 (73)
B 19 00 0
MAN Diesel & Turbo
2016-03-18 - en
For save maintenance work the low temperature cooling water tank has to
be equipped with a manual gas detection connection and an inert gas connection to prove that there is no explosive atmosphere available before starting any maintenance works.
3700390-9.5
Description
Safety concept - Dual fuel engines
During normal operation, there would not be any accumulation of unburned
fuel gas in the cooling system. Only in case of a damage in the high temperature cooling water system and if the HT system is connected with the LT system, an important amount of fuel gas could enter into the low temperature
cooling system. This leaked fuel gas is lighter than the air and is constantly
naturally vented through a separate venting pipe from the tank to a safe location on the open deck, remote from any source of ignition. The venting pipe
has to be build steadily ascending to avoid any accumulation of explosive
gas concentration. The free end of the venting pipe is protected by a flame
arrester (only required in case that the HT-system is connected to LT-system). The inner space of the tank is related to explosion protection zone "2".
All electrical equipment has to be certified for that use.
24 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 9: Cooling water system - single engine
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
25 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
2016-03-18 - en
3700390-9.5
Description
Figure 10: Legend, cooling water system - single engine
26 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
Figure 11: Cooling water system - twin engine plant, part 1
27 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
2016-03-18 - en
3700390-9.5
Description
Figure 12: Cooling water system - twin engine plant, part 2
28 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
Figure 13: Legend, cooling water system - twin engine plant
9.1.7 Electrical systems
To avoid ignition sources within gas explosive areas, the electrical equipment
is to be designed according to ATEX guidelines RL 94/9/EG for manufacturer
and RL 1999/92/EG for operators. Furthermore the appropriate standards
EN 50014 ff and EN 60079-0 have to be considered.
This design description is valid for the vicinity of engine room and the gas
valve unit room.
The cable connection to and between the gas hazardous areas has to be
carried out with approved gasket sets for cables.
9.1.7.1 Electrical equipment in hazardous areas
According to IEC 60092-502: 1999. The following equipment may be considered for the associated zones:
▪
Zone 0
–
3700390-9.5
The flooring in rooms within gas hazardous areas has to be equipped with an
anti static surface.
Description
2016-03-18 - en
The assortment of the electrical devices has to be done according to the
defined explosion zones in chapter 8.1. The verification of suitability of each
electrical equipment for the corresponding explosion zone is necessary
according to IEC 60092-502: 1999.
certified intrinsically-safe apparatus of category "ia";
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
29 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
▪
–
simple electrical apparatus and components (for example thermocouples, photocells, strain gauges, junction boxes, switching devices), included in intrinsically-safe circuits of category "ia", not capable
of storing or generating electrical power energy in excess of the limits
given in IEC 60079- 14 and accetable to the appropriate authority.
–
or additional parts according IEC 60092-502: 1999; Chapter 6.5.2
Zone 1
Only the following equipment may be considered for zone 1:
▪
–
any type that may be considered for zone 0;
–
certified intrinsically-safe apparatus of category "ib";
–
or additional parts according IEC 60092-502: 1999; Chapter 6.5.3
Zone 2
The following equipment may be considered for zone 2:
–
any type that may be considered for zone 1;
–
tested specially for zone 2 (for example type "n" protection);
–
or additional parts according IEC 60092-502: 1999; Chapter 6.5.4
9.1.7.2 Control cabinets/Terminal boxes on engine
The control cabinets of SaCoSone and the terminal boxes on engine are
installed in a non-gas-hazardous area. The engine room is defined as a nongas-hazardous area because of double-wall fuel gas piping and a permanent
ventilation.
Moreover, in the unlikely case of leakage the gas mixture ascends. This
avoids the development of an explosive atmosphere in the control cabinets
or terminal boxes.
The control cabinets are not subject to approval by a notified body.
For the protection degree (IP code) IP 54 is required at minimum.
9.1.7.3 Ventilation
For each engine room a redundant ventilation system is required, which permanently aerates the engine room during engine operation.
9.1.7.4 Grounding/Potential equalisation
In general all electrical devices and the engine (via ground straps) are to connect to the potential equalization.
In case of earthing of inherently safe circuit there are differences between
potentials possible. This fact should be taken in consideration.
In case of a functional caused earthing of a sensor/actuator, the earthing can
be done outside zone 0 only.
3700390-9.5
Description
An inherently safe circuit can be connected to the potential equalization system, if this is done at one location only and this circuit is galvanic isolated.
This requirement is fulfilled if a galvanic isolator is used.
30 (73)
For the conductor of the potential equalization a cross section of 16 mm² is
required at minimum.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
It is possible to isolate inherently safe circuits. The risk of electrostatic charge
is to be considered. The connection with the ground via a resistor of maximum R = 0.2 ... 1 Mega Ohm for dissipation of electrostatic charges applies
not as a grounding measurement.
Exemption: Diameter of engines‘ grounding cables according to Project
Guide Marine 51/60DF (see section Earthing of Diesel engines and bearing
insulation on generators).
9.1.7.5 Lighting
The emergency lighting in the engine room is to be carried out for a usage in
zone 1.
The multiple coach lighting in the gas valve unit room is to be carried out for
a usage in zone 1.
9.1.8 Insulation
Maximum permissible surface temperature
For fire protection reasons the maximum permissible surface temperature is
for common marine Diesel fuel not more than 220 °C.
In any case the maximum permissible surface temperature
must be below 80% of the lowest self ignition temperature of
the used gas fuels.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
For the prevention of human injuries according to SOLAS Chapter II-1,
regulation 26.1, the maximum surface temperatures have to be
determined according to EN 563.
Mechanical requirements
The insulation system and materials have to withstand the vibrations, thermal
load and media used in the engines systems for a defined service period.
The non combustible material has to be certified according to Marine Equipment Directive 2002/75/EC. The materials used are to be of non toxic type.
The insulation system has to be tight against penetration by flammable
medias. The insulation design has to give easy access for maintenance and
must be effectively refitted. Proper reassembly should normally be possible
without the need of spare parts.
Accumulation of dangerous gas concentration
Due to the lean burn concept and the detection of misfiring with change from
gas fuel mode to Diesel fuel mode, the risk of leakage from a noteworthy gas
volume through untight flange connections into the insulation is not very
probably. Therefore no special consideration is paid for that reason to the
design and evaluation of the insulation material.
During engine operation is the pressure on the compressor side higher than
on the suction side of the compressor wheel. Therefore no fuel gas could
reach the suction side of the compressor wheel. In case of stopping the
engine, the engine is switched over from the gas fuel mode to Diesel fuel
mode by shut down of the fuel gas supply including venting and purging of
the fuel gas supply piping. Therefore no fuel gas could pass through the
compressor wheel outside the turbocharger. The charge air pipe is protected
by approved explosion pressure relief valves with flame arrestor and the
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
9.2.2 Explosion protection
compressor side
The exhaust pipe on the engine to the turbocharger turbine inlet is protected
by approved explosion pressure relief valves with flame arrestor and the
opening pressure set point is 5.0 barg overpressure. The certification is usually according to the ATEX EC directive 94/9/EC. All pressure related parts
are designed to withstand at least an overpressure of 8 bar. The used materials are to be ductile. Spheroidal casted iron is to be of the minimum quality
"RT18" according to EN 1563.
Description
2016-03-18 - en
9.2 Turbocharger
9.2.1 Explosion protection
turbine side
31 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
opening pressure set point is 5.5 barg overpressure. The certification is usually according to the ATEX EC directive 94/9/EC. All pressure related parts
are designed to withstand at least an overpressure of 8 bar.
9.3 Piping systems
9.4 Safety and control
system SaCoSone
9.4.1 Components of
SaCoSone
Design requirements for piping systems on gas fueled engine installed ships
see Appendix A.2 Piping design requirements.
The Safety and Control System for the dual fuel (DF) engine serves for full
monitoring and control of an engine (see Figure 14 System overview - block
diagram and Figure 15 Schematic drawing of SaCoSone system (exhaust gas
waste gate).
SaCoSone comprises:
▪
two units directly mounted on the engine, one containing two independent modules for safety and engine control/alarm initiation, the other containing the injection module(s) (the number of injection modules is
dependent on the engine's number of cylinders).
▪
the local operating panal directly mounted on the engine and the remote
operating panel in the engine control room
The two subsystems, safety system and engine control/alarm system, are
independent from each other. However, exchange of information is effected
via a common system bus.
Each of the subsystems is connected with its appertaining signal processing
modules, which are directly installed in the engine's terminal box, via separate field bus systems.
Generator protection (optional)
▪
Load management
▪
Alarm system/remote control
▪
Pump control
▪
Gas alarm system
2016-03-18 - en
▪
3700390-9.5
Description
The SaCoSone interface cabinet contains all interfaces to the other system
components and to external systems, i.e.:
32 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
Figure 14: System overview - block diagram
33 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
SaCoSone (Engine Safety and Control System
on Engine) GVU (Gas Valve Unit)
Figure 15: Schematic drawing of SaCoSone system (optional exhaust gas waste gate or VTA)
9.4.2 Safety system
The safety system monitors all operating data of the engine and initiates the
required actions, i.e. engine shut down, in case the limit values are exceeded. The system is designed to ensure that the functions are achieved in
accordance with the classification societies' requirements for marine auxillary
engines, stationary power plant requirements are met just as well.
In addition to the provisions made to permit the internal initiation of demands,
binary and analogue channels have been provided for the initiation of safety
functions by external systems.
▪
Auto shut down from external by the generator protection
▪
Auto shut down by engine protection
▪
Emergency stop by manual emergency shut down device (emergency
stop push button)
▪
Monitoring of generator bearings
▪
Monitoring of the generator windings (optional)
34 (73)
Emergency stop
Emergency stop is an engine shut down initiated manually by an operator.
Engine shut down
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Auto shut down is an engine shut down initiated by any automatic supervision of either engine internal parameters or above mentioned external control
systems.
3700390-9.5
Description
Auto shut down
If an engine shut down is triggered by auto shut down, emergency stop or
engine shut down the signal has an immediate effect on the emergency shut
down device, the speed control and the gas valve unit. At the same time the
shut down is triggered, SaCoSone issues a signal resulting in the generator
switch to be opened.
Override (for small bore GenSets this is emergency generator mode)
Only during operation in the Diesel mode, safety actions can be suppressed
by the override function for various parameters. In gas operating mode by
selecting the override function, automatic changeover to liquid fuel mode is
carried out. The override has to be selected before a safety action is actuated. The scope of parameters prepared for override are different and
depend to the chosen classification society.
9.4.3 Engine control/alarm
initiation
The subsystem engine control/alarm initiation works independently from the
safety system. It monitors all operating parameters and signals alarms in
case impermissible deviations occur.
Following functions are included:
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Start/stop sequences
▪ Demands regarding pre-lubricating oil pump
▪ Monitoring of the pre-lubrication
▪ Monitoring of the acceleration period
Fuel change over
▪ Release of the gas operating mode
▪ Control of the switch-over from one type of fuel to another
▪ Fuel injection flow is controlled by the speed governor
Control station switch-over
Switch-over from local operation in the engine room to remote control from
the engine control room or external control from power management system.
Fast switch over to Diesel mode at gas alarm
The external gas warning system monitors the engine room and, in the case
of a gas alarm, issues an emergency switch over to Diesel mode demand to
SaCoSone.
Knock control
For the purpose of knock recognition, a special evaluation unit is fitted to the
engine and connected with the engine control via the field bus.
Lambda control
For air fuel ratio control purposes, part of the exhaust gas is rerouted via a
bypass flap (waste gate). The charge air pressure as well as characteristic
fields stored in the engine control are used for control purposes. The air fuel
ratio control is only active in the gas operating mode. In the Diesel mode, the
flap remains closed.
Jet-assist
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
The gas pressure at the engine inlet is specified by the engine control and
regulated by the engine mounted pressure control valve. The pressure control valve is activated by the engine control system. Prior to every switch-over
to the gas operating mode, the block and bleed valves on the gas valve unit
are checked for tightness (see also 9.1.1.2 Fuel System).
Description
2016-03-18 - en
Control of the pressure control valve and gas valve unit
35 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
To improve the response of the engine in case of fast increasing load, starting air is supplied to the turbocharger via a valve.
Pump control
The demands regarding the electric pumps for lubricating oil and cooling
water are issued by SaCoSone. SaCoSone also supplies the requested signals
for standby start of the lube oil and HT cooling water pumps.
Alarm initiation
All impermissible deviations from operating parameters as well as malfunctions cause alarm signals to be issued and transmitted to the alarm systems
via an serial bus interface.
Temperature control
Temperature controllers for various operating medias are integrated in
SaCoSone. For more details, please refer to the temperature control of the
respective subsystems.
9.4.4 Electronic speed
control
The electronic speed governing system is part of the injection module(s) and
includes the control and regulating devices for activating all of the engine's
fuel control valves.
It comprises:
▪
Speed control
▪
Gas admission valve control
The speed governing system effects the exchange of all data required for
safe and reliable operation with the safety and control system. This data
exchange takes place via bus and hardware connections.
Speed alteration
An influence on speed is exerted by SaCoSone. In the case of remote control, a set point input by the plant-specific control system is possible either by
means of binary contacts (e.g. for synchronisation) or, alternatively, by an
active 4-20 mA analogue signal via SaCoSone.
In the case of local control, speed alteration is only possible at the local operating panel.
Operating modes
The following operating modes are available:
▪
Isochronous (optional)
▪
Droop (with a 5-percent speed increase when reducing load from nominal load to no load, as a standard)
Load sharing
In the case of multi-engine plants, load sharing is effected by a droop function.
Interfaces
3700390-9.5
Description
For autobalancing a load control for each single cylinder is implemented in
the modules "engine control" and "speed governing" of SaCoSone.
36 (73)
The speed governing system is supplied with electric power of the required
voltage from yard side. It is recommended that both primary power and back
up power is galvanic isolated from the 24VDC system and supervised by an
earth failure relay.
9.4.5 Operation
Local operation
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Autobalancing
Local operation takes place via an operating panel which is directly fitted to
the engine.
An integrated display permits the visualisation of all operating data as well as
status and fault indications available via SaCoSone. The following operational
functions are possible:
▪
Starting
▪
Stopping
▪
Adjustment of the desired speed value
▪
Local control/remote control switch-over
▪
Reset for stops and alarms
▪ Engine emergency stop
Remote operation
An operating panel to be installed in the control console in the engine control
room can be delivered for remote control as an option.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
The panel is equipped with an interactive display for visualisation of all engine
parameters, status and fault indications.
▪
Starting
▪
Stopping
▪
Control station switch-over (local/remote control) to load management
▪
Reset for stops and alarms
Engine emergency stop
External shutdown
▪
Switch over DF mode <-> MGO mode
Description
2016-03-18 - en
▪
▪
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
The following operational functions are possible:
37 (73)
B 19 00 0
38 (73)
Figure 16: Diesel fuel system, measuring device diagram
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 17: Gas fuel system, measuring device diagram
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
39 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
9.4.6 Dual fuel engine
operation modes
The control system performs two modes of operation. The gas mode, and
the Diesel mode. The desired operating mode can be selected via the interfaces to the remote control. For detail information about ventilation and gas
detection see the chapters 11.4 Ventilation and 11.5 Gas detection.
Gas mode
In the Dual-Fuel mode (Gas mode), the fuel mixture generation is done separately for each cylinder, by individual fuel gas admission valves directly in the
cylinder head. The required amount of pilot fuel oil is made available by the
conventional fuel injection system controlled by the injection module via an
electronic/hydraulic actuator.
Diesel mode
In the Diesel mode, main fuel supply is realised by a conventional injection
system. Flow control takes place by means of an electric/hydraulic actuator,
which is activated by the speed governor.
The different operation modes and their availability are summarised in Table
7 and Table 8
Gas fuel system
Main diesel system
Backup mode
Diesel mode
Gas mode
not active
not active
active
active
active
active
as pilot injector
Table 6: Fuel supply systems and operating modes active
Availability of operating modes
Diesel mode
Gas mode
Normal operation
available
available
Gas pre alarm
available
not available
Gas valve unit failure
available
not available
Gas supply failure
available
not available
Table 7: Alarm settings and operating modes available
Engine control sequences
▪
Engine start
The engine will be always started in liquid fuel oil mode. From an engine
load higher than 20 %* up to 100 % load, the operator is free to select
between the fuel gas mode and the liquid fuel oil mode.
▪
Engine stop
40 (73)
▪
Emergency shut down
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
If stop is activated, engine will stop immediately without any provisions
to the engine running state
3700390-9.5
Description
If an engine stop is requested, the power management system has to
reduce the engine load. If the engine is operating in fuel gas mode, a
switch over to liquid fuel oil mode will be accomplished before the load
will be further reduced and the automatic generator trip switch has to be
opened. Thereafter SaCoSone will stop the engine.
Is an emergency shut down triggered in liquid fuel oil mode, the main
injection pumps will be pushed to zero filling, through a pneumatic emergency stop system.
In case of an emergency shut down in fuel gas mode, the double block
and bleed valve of the GVU will be automatically closed. The gas injection through the main gas valves will be deactivated. The main injection
pumps will be pushed to zero filling, through a pneumatic emergency
stop system, like above mentioned. The fuel gas pipe will be purged with
inert gas in this case. Exhaust gas purging will be started.
▪
Switch over from liquid fuel oil mode to gas fuel mode
The switch over from liquid fuel oil mode to fuel gas mode is carried out
automatically. If the fuel gas mode is selected, a prior check of all important gas equipment is effected like, for example, the accomplishment of a
leakage test of the GVU, as well as the review of all relevant alarms see
Table 1 Alarmlist. If no failure or alarm is detected, the pre purge mode
will be activated. In this purge mode the gas pipe will be filled with gas,
so that gas is available on each main gas valve. After finishing the pre
purge mode the switch over will be enabled. During the switch over procedure, the filling of the main fuel oil injection is regulated reduced. The
injection module balances the decreasing main fuel oil amount, through a
controlled increasing amount of fuel gas. During the switch over procedure the engine will be controlled and checked at any time by the
SaCoSone system.
▪
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Switch over from fuel gas mode to liquid fuel mode
If no fuel gas operation is needed, the operator can deselect this mode.
Then the engine will be automatically transferred to the fuel oil mode by
the SaCoSone System. If the engine operates on liquid fuel oil, the gas
valves 1PV 5864 and 1PV 5865 will be immediately closed and the venting valves 2PV5865 and 3PV5865 will be opened (see shut-off sequence
in chapter 9.1.1.2 Fuel System). The after purge mode will be initiated,
this will cause the flushing of the gas pipe. If a gas alarm occurs (see
Table 1- 1 Alarm list), a switch over to the liquid fuel oil mode is applied
by the SaCoSone system.
▪
Quick change over (QCO)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
A quick change over from gas fuel mode to liquid fuel oil mode is only
released, if relevant alarms (see chapter 9.4.8) occur. In this case it will
be changed to liquid fuel oil mode without a delay and the gas valves
1PV5864 and 1PV5865 will be closed. The shut off sequence will be initiated and the gas pipe will be purged with inert gas.
41 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
Figure 18: Load application and time to change over to gas mode operation at nominal speed
9.4.7 Switching from Gas
mode to Diesel mode
(according FMEA)
For the Gas mode a detailed FMEA (Cause and effect-analysis) was carried
out with focus on the MAN Diesel & Turbo Dual-Fuel engine operating in Gas
mode and faults affecting gas safety. The following spreadsheet shows a
summary of the FMEA report:
1) QCO = Quick change over to Diesel mode, ACO = Automatic change over to Diesel mode, SD = Shut down, AL =
Alarm
System/Signal/Fault
Detection
Measure1)
Run
Control/starting air system
Pressure sensor failure
- Monitoring sensor status
AL, ACO
System/Signal/Fault
Detection
Measure1)
Run
42 (73)
Bypass-Flap malfunction
- Knocking
- Heavy Knocking
- Exhaust gas temperature before turbocharger high
- Exhaust gas temperature after cylinder, mean value deviation high
AL
QCO, AL
AL; ACO
AL; ACO
Total failure of Exhaust gas temperature measurement
- Monitoring sensor status
AL, QCO
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Air-Fuel control system
System/Signal/Fault
Detection
Measure1)
Run
Ignition Fuel System
Injector failure
- Temperature after cylinder low,
deviation
AL, QCO
Failure injection module/DF
- Internal alarm
- Exhaust temperature low -> AL,
QCO
AL, QCO to backup-mode
Failure in fuel supply
- pressure drop in fuel supply
- AL, ACO, QCO
Pressure sensor failure
- monitoring sensor status
- signal deviation below limit
- AL, QCO
System/Signal/Fault
Detection
Measure1)
Run
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Gas supply System
Low control air pressure to GVU
- pressure drop over GVU
AL, ACO
Gas pressure peak to GVU
- pressure rise over GVU pressure
AL, QCO
Gas admission valve leakage
(SOGAV)
- Heavy knocking
- Exhaust gas temperature high
- Exhaust gas temperature mean
value deviation
AL, QCO
AL, QCO
AL, ACO
Gas admission valve not opening
(SOGAV)
- Exhaust gas temperature low
- Exhaust gas temperature mean
value deviation
AL, QCO
AL, ACO
Gas pressure regulating valve failure
- Deviation between setpoint and
actual reading
AL, QCO
Gas pressure sensor on engine failure - monitoring sensor status
AL, QCO
System/Signal/Fault
Measure1)
Detection
Run
- Exhaust gas temperature high
AL, QCO
- Exhaust gas temperature low = Mis- AL; QCO
firing
- Exhaust gas temperature mean
AL, ACO
value deviation
2. Failure of exhaust temperature
sensors before turbocharger
- Monitoring sensor status
AL, ACO
3. Abnormal value of knock sensor
Heavy knocking
AL, QCO
5. Gas admission duration limit overexpanded
- Maximum duration reached (NOcontent!)
AL, QCO
Description
2016-03-18 - en
1. Exhaust gas temperature after cylinder
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Combustion monitoring
43 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
System/Signal/Fault
Detection
Measure1)
Run
Exhaust System
1. Exhaust system ventilation failure
- Flow sensor venting system failure
- Power Supply failure for fan (External control)
AL, Start blocking
2. Ventilation valve malfunction (not
completely closed)
- Position sensor (External control)
AL, Start blocking
System/Signal/Fault
Detection
Measure1)
Run
Speed Devices - Single engine
1. Failure of one speed sensor
2. Total loss of both speed sensors
- Self detection in control unit
AL
AL, QCO, SD
3. Injection module / DF supply failure - Voltage monitoring
AL
QCO, SD
4. Injection module / DF failure
AL
QCO, SD
- Monitoring by control modules
Table 8: FMEA
Special attention was drawn to the automatic safety actions in regard to the
gas valves and engine modes. The following spreadsheet is giving detailed
information on this matter:
Parameter
Automatic Safety Actions 1)
Alarm
Activation of
all shut-off
valves
Activation of
the blockand-bleed
valves
upstream of
the location
of detection
Activation of
the shut off
valve valves
upstream of
the location
of detection
Switch over
to Diesel
mode
Engine shut
down
External signal
44 (73)
Engine
room inlet
PDSL low
X
X
X
X
X
GVU room
outlet
PDSL low
X
X
X
X
X
Engine
room GVU room
PDSL low
X
X
X
X
X
Engine
room – on
engine piping
PDSL low
X
X
GVU room
– outside
PDSL low
X
X
Gas
High / Low
parameters
at GVU
inlet (A)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
X
X
X
X
2016-03-18 - en
3700390-9.5
Description
Ventilation pressure difference
Parameter
Automatic Safety Actions 1)
Alarm
Activation of
all shut-off
valves
Activation of
the blockand-bleed
valves
upstream of
the location
of detection
Activation of
the shut off
valve valves
upstream of
the location
of detection
Switch over
to Diesel
mode
Gas pressure
H/L
X
X
X
Gas temperature
H/L
X
X
X
Engine shut
down
External signal
Fire alarm
GVU room
X
X
X
X
Engine
room
X
X
X
X
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Table 9: Automatic safety actions
1. Automatic Safety Actions released by
–
MAN SaCoSone: Activation of the block-and-bleed valves, switch over
to diesel mode, engine shut down, alarm generation
–
External safety systems: Activation of the Shut off valves, Alarm generation
2. PREAL
–
acc. IGF = 20–30 % LEL
–
acc. IGC = 30 % LEL
3. AL
–
acc. IGF = 40 % LEL
–
acc. IGC = 60 % LEL
For more information about gas detection see chapter 11.5.
9.4.8 Alarmlist for SaCoSone
control system (additional
alarmlist for DF engine)
Alarm ident
Alarmtype
Measuring point ident
2EAS0099
ACO to diesel
from external
optional
3EAS0099
QCO to diesel
from external
optional
2ESZ0099
auto shutdown
from external
optional
Alarm ident
Alarmtype
Measuring point ident
3SCAS1005-3
QCO to diesel
communication error injection module 1
SD
2SCZ1005-1
auto shutdown
major alarm injection module 1
engines with fully electric
governor
3SASL1005
QCO to diesel
engine speed low ("speed
undershoot")
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Speed- and injection control
Description
2016-03-18 - en
General
45 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
Alarm ident
Alarmtype
Measuring point ident
3EAS1013
QCO to diesel
override active
Alarm ident
Alarmtype
Measuring point ident
1EAL1022
ACO to diesel
engine load low
20%
3EASL1022
QCO to diesel
engine load low
15%
1EAH1022
alarm
engine load high
3EAS1022
QCO to diesel
engine load total loss of sig- fall back to internal calc.
nals
alarm
lambda control disturbed
3TASH1064
QCO to diesel
main bearing temp high
3TEAS1064
ACO to diesel
main bearing temp total
loss of signals
1XAH1200
alarm
knocking detected
3XASH1200-SW
QCO to diesel
heavy knocking, SW-detected
3XASH1200-HW
QCO to diesel
heavy knocking, HW-detected
3XEAS1200
QCO to diesel
knock sensor failure
3XCAS1200-1
QCO to diesel
KCU failure
3XCAS1200-2
QCO to diesel
knock control communication failure
Alarm ident
Alarmtype
Measuring point ident
3PASL2170
AL
lube oil pressure engine
inlet low
2LASL2310
QCO to diesel
lube oil level in service tank
low
3TASH2880
QCO to diesel
splash-oil temp high
3TEAS2880
ACO to diesel
splash-oil temp total loss of
signals
Alarm ident
Alarmtype
Measuring point ident
alarm
ACO to diesel
QCO to diesel
fuel supply pressure low
Override
marine engines only
Engine load
Lambda control
1ESA1050A/B
Main bearings
Knock control
Lube oil
46 (73)
Fuel low-pressure system
1PAL5275/PAL40
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Splash oil
B 19 00 0
Alarm ident
Alarmtype
Measuring point ident
1PTA5275/PT40
alarm
QCO to diesel
fuel supply pressure total
loss of signals
1PDAH5275/PDAH43-40
alarm
fuel fine filter differential
pressure high
1TAH5275/TAH40
alarm
fuel oil temp high
Alarm ident
Alarmtype
Measuring point ident
1TAL5860
alarm
gas temp GVU inlet low
2TASL5860
ACO to diesel
gas temp GVU inlet low
1TAH5860
alarm
gas temp GVU inlet high
2TASH5860
ACO to diesel
gas temp GVU inlet high
2TEAS5860
ACO to diesel
gas temp GVU inlet total
loss of signals
3EAS5860
QCO to diesel
bus communication to GVU
lost
1PAL5862
alarm
gas pressure GVU inlet low
1PAH5862
alarm
gas pressure GVU inlet high
1PTA5862
alarm
QCO to diesel
gas pressure GVU inlet total
loss of signals
3PTAS5865
QCO to diesel
gas pressure GVU outlet
signal not available
1PAL7460
alarm
1PAH7460
alarm
2FASL7460
QCO to diesel
2TASH7460
QCO to diesel
2TEAS7460
ACO to diesel
control air pressure GVU
low
control air pressure GVU
high
control air pressure GVU
low
control air pressure GVU
high
control air pressure GVU
total loss of signals
Safety concept - Dual fuel engines
MAN Diesel & Turbo
Gas valve unit
alarm
mantle gas pipe leakage
3PASH5870
QCO to diesel
mantle gas pipe leakage
2PTAS5870
ACO to diesel
mantle gas pipe pressure
total loss of signals
3EAS5800
QCO to diesel
from gas warning unit
All external QCO's as one
common signal
3PDASH5850
QCO to diesel
excessive gas flow
depending on class
3EAS7300
QCO to diesel
from ventilation control
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
1PAH5870
Description
2016-03-18 - en
Gas leakage and ventilation
47 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
Alarm ident
Alarmtype
Measuring point ident
1PDAH5884
alarm
differential pressure gas to
CA high
3PDASL5884
QCO to diesel
differential pressure gas to
CA low
3PDASH5884
QCO to diesel
differential pressure gas to
CA high
3PTAS5884
QCO to diesel
gas pressure engine inlet
total loss of signals
Alarm ident
Alarmtype
Measuring point ident
3FSVAS5885
QCO to diesel
gas injector common error
1KAH5885
alarm
gas injection duration high
3KASH5885
QCO to diesel
gas injection duration high
Alarm ident
Alarmtype
Measuring point ident
1TAL6180/TAL31
alarm
CA temp low
2TEAS6180
ACO to diesel
CA temp total loss of signals
3PTAS6180
QCO to diesel
CA pressure total loss of
signals
Alarm ident
Alarmtype
Measuring point ident
3TASL6570/TAL60-X
QCO to diesel
exhaust gas temp after cyl.
low
3TASH6570/TAH60-X
QCO to diesel
exhaust gas temp after cyl.
high
2TDASH6570/TAD60-X
ACO to diesel
exhaust gas temp after cyl.
mean value deviation
3TEAS6570/TE60-X
QCO to diesel
exhaust gas temp total loss
of signals
2TASH6575/TAH62
ACO to diesel
exhaust gas temp TC inlet
high
Gas pressure
Gas injection
Charge air
Exhaust gas
Table 10: Alarmlist
48 (73)
10.1.1 Starting air system
The engine will be always started in diesel fuel mode and run on diesel fuel oil
mode up to the rated speed. The engine is started by means of a built-on air
starter, which is a turbine motor with gear box, safety clutch and a drive shaft
with pinion. Further, there is a main starting valve. Since the fuel gas and
starting air system are completely separated no fuel gas during starting with
3700390-9.5
Description
10.1 Air pressure systems
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
10 Engine related systems
starting air is able to ingress into the starting air system. As commonly for
MAN Diesel & Turbo small bore engines the starting air system overpressure
is 7-9 bar at 50 °C temperature.
10.1.2 Control air
There is no connection on the engine through which any fuel gas could
ingress into the control air system. The control air system overpressure is 7-9
bar at max. 50°C temperature. The block valves on the GVU are operated at
7-9 bar.
10.2 Inert gas system
It is to be build according to the yards specification and IGF- and IGC-Code.
Inert gas consumption according to purged volumes.
11 Plant
11.1 General
To keep the complexity and costs on a reasonable level, the components of
the plant are installed in special, functionality related, machinery spaces.
Due to the double wall concept of the fuel gas pipes, the dual fuel engines
can be installed in engine rooms, with substantially similar requirements as
engine rooms for conventional diesel engines. Nevertheless, for the engine
room same special provisions are to be observed and recommended.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
It is not possible to equip the gas valve unit with double wall pipes. For this
reason the GVU is installed in a separate GVU room or in a special protected,
compartment near the DF engine.
The complete arrangement drawings and design proposal for a new building
with dual fuel engines have to be in accordance with applicable marine rules
(IGF-Code, IGC-Code, IACS unified requirements etc.) and approved by the
marine classification society.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
For the MAN Diesel & Turbo proposal see Figure 21 and Figure 22. For
detailed drawings see appendix A.3.
49 (73)
B 19 00 0
50 (73)
Figure 19: Example: Gas feeding system, two engine rooms. Detailed drawing see appendix A.3
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
11.2 Gas valve unit room
The GVU room is a separate compartment with gastight walls. It is a gas
hazardous area, related to explosion hazardous area, zone 1.
Usually in the GVU room are installed:
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 20: Example: Gas feeding system, single engine plant. Detailed drawings see
appendix A.3
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
51 (73)
B 19 00 0
Safety concept - Dual fuel engines
MAN Diesel & Turbo
▪
Gas valve unit
▪
Gas and fire detection systems
▪
Fire fighting system
▪
Room ventilation system
▪
Lighting
For redundancy reasons it is recommended to distribute the gas valve units
in separate GVU rooms. In this way not all engines are involved, if a gas or
fire alarm happens in one of the gas valve unit rooms.
For single engine plants only one GVU room is necessary.
The ambient air pressure in the GVU room is in depression related to the
engine room and related to the exterior. In this way the space between the
double walls of the fuel gas pipes leading to the GVU room and leading from
the GVU room to the engine, are ventilated in direction to the GVU room. The
depression in the GVU room is monitored and verified by differential pressure
switches. In case of abnormal differential pressures, the Shut off valve
(upstream of the GVU room) is closed and the engines are switched over to
liquid fuel mode.
In accordance with IEC 60092-502:1999 and considering that the outside of
the GVU room is a nonhazardous area, the GVU room is to be equipped with
a double door system forming an air-lock. Alternatively a single door system
can be considered if the ventilation of the GVU room is capable to ensure a
minimum underpressure of 25 mbar within the GVU-room. The doors must
be self closing giving an alarm when the doors remain open for longer than
60 seconds. If the ship layout of the yard leads to another area classification
of the outside of the GVU room, other door arrangements might be possible
according to IEC 60092-502:1999. In case persons are in the gas valve unit
room, the automatic fire fighting system has to be disabled (only in case that
personal could be endangered). In that case other fire protection measurements have to be organised.
All installed electrical equipment has to be of certified safe type for zone 1.
In case of a gas PREAL (see Table 1-1) in the GVU room or inside double
wall piping only an alarm is generated.
In case of fire alarm in the GVU room the Shut off valve is closed automatically, the engine is shifted to liquid mode, the ventilation of the GVU room is
stopped, louvers in the ventilating system are closed to avoid air or oxygen
admission from the exterior and fire extinguishing agent is injected in the gas
valve unit room.
3700390-9.5
Description
In case of a sudden total rupture of a gas pipe in the GVU room (this is
detected by an external differential pressure measurement across an orifice
in case of a gas flow of more than 150 % to 200 % of the nominal gas flow)
the external Shut off valve is closed and all engines served by the involved
Shut off valve are switch over to Diesel mode. The ventilating system will
remain in operation to remove the fuel gas from the GVU room. This alarm
has to be visually and audibly indicated also locally at the entrance of the
GVU room.
52 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
In case of a main gas alarm (AL) in the GVU room or inside double wall piping, the Shut off valve is closed automatically and the engine is switched over
to liquid fuel mode. The ventilating system will remain in operation to remove
the fuel gas from the GVU room. This alarm has to be visual and audible indicated also locally at the entrance of the GVU room.
The requirements on gas detection, ventilation and electrical equipment are
mentioned in the following chapters (11.4 - 11.6).
11.3 Engine room
The engine room is considered as a gas safe area due to the complete double wall fuel gas piping system on the engine and in the engine room. Additionally each engine room must be equipped with at least two intrinsically
safe certified gas sensors of continuos monitoring type. One intrinsically safe
certified gas sensor in the ventilation outlet and one intrinsically safe certified
gas sensor above each DF-engine. The detection equipment shall be located
where gas may accumulate. The number of detectors could depend on size,
layout and ventilation of the engine room, and has to be agreed by the classification society.
Usually in the engine room are installed:
▪
Dual fuel engines
▪
Alternators
▪
Gear box
▪
Propeller system
▪
Gas and fire detection systems
▪
Fire fighting system
▪
Inlets and outlets of the engine room ventilation system
▪
Lighting
▪
Lube oil pumps and lube oil system
▪
Liquid fuel pumps and liquid fuel system
▪
Cooling water pumps and parts of the cooling water system
▪
Different components of auxiliary engine systems
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
For redundancy reasons it is recommended to distribute the main engines in
at least two separate engine rooms. (Not for single engine plants)
In case of gas PREAL (see Table 1-1) at one gas detector in the engine room
an audible and visible alarm is given. In case of a gas prealarm at two gas
detectors in the engine room, the Shut off valve of the affected engine room
is closed automatically and all engines installed in the affected engine room
are switched over to Diesel mode. The engine room ventilation system will
remain in operation to remove the fuel gas from the engine room.
In case of a main gas alarm AL (see Table 1-1) at one gas detectors in the
engine room, the Shut off valve of the affected engine room is closed automatically and all engines installed in the affected engine room are switching
over to Diesel mode (Fast Gas to Diesel).
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
The setting of the alarms ensures that the engine room is protected against a
major inrush of gas as the gas supply lines would be shut off and purged
with inert gas in the case that the level of PREAL (see Table 1-1) is reached
and detected by two gas detectors. The second alarm level of AL (see Table
1-1) at two gas detectors is a theoretical setting which cannot be reached as
to the safety measures before. There is no internal source of gas which could
release that much gas to the engine room that a level of AL (see Table 1-1)
could be reached. A sudden, strong gas release which would lead to fast
Description
2016-03-18 - en
In case of a sudden total rupture of a gas pipe in the engine room (this is
detected, by an external differential pressure measurement across an orifice
in case of a gas flow of more than 150 % to 200 % of the nominal gas flow),
the external Shut off valve of the involved engine room is closed automatically
and all engines installed in the affected engine room are switching over to
Diesel mode (Fast Gas to Diesel).
53 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
increasing gas concentrations would be detected by the engine monitoring
system, by the gas pressure monitoring and by the gas detectors within the
double piping system. However it is possible that gas could be sucked into
the engine room from external sources. Therefore the second alarm level at
AL should be established to have the information and to start the necessary
countermeasures. For safety reasons no automatic shut down of the engines
is planned as this last decision is to be made by the crew appropriate to the
ships situation. The second alarm level is to be equivalent to fire alarm within
the machinery space.
In case of fire alarm in the engine room the Shut off valve of the affected
engine room is closed automatically and all engines installed in the affected
engine room are switching over to Diesel mode (Fast Gas to Diesel). For further information see chapter 11.7 Fire detection and fire fighting system.
The fuel gas content in the combustion air has to be monitored by a gas
detection system. In case of combustion air taken from the engine room this
will be done by the gas detection system of the engine room. In case that the
combustion air is taken directly from the exterior gas detectors have to be
installed within the air admission system.
2016-03-18 - en
3700390-9.5
Description
The requirements on gas detection, ventilation and electrical equipment are
mentioned in the following chapters (11.4 - 11.6).
54 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
55 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
Figure 21: Ventilation and gas detection
11.4 Ventilation
▪
GVU room
▪
Space between the double wall gas pipes
3700390-9.5
56 (73)
▪
The complete design of the ventilation system for a gas engine fueled
newbuilding has to be in accordance with applicable marine rules (IGFand IGC-Code etc.) and approved by the marine classification society.
▪
The design of the ventilation is in general a mechanical forced ventilation
system.
▪
The complete ventilation system has to be optimised in the engine- and
GVU room that way that no "dead" edges or spaces with no or less efficient ventilation will occur. The efficiency of the ventilation system has to
be shown with simulation methods or practical testing on the vessel.
▪
Ventilation air is taken from free atmosphere and gas safe area via ducting.
▪
Ventilation inlet and outlet duct have to be equipped with automatically
closing fire louvers and are mechanically protected by screens with not
more than 13 mm square mesh.
▪
Ventilation capacity: for not gas save areas min. 30 air changes per hour.
Monitoring of the suction with alarm below 30 air changes per hour.
▪
Indication and alarming of loss of ventilation capacity in engine control
station.
▪
Ventilation system independent from other ventilation systems.
▪
Independent systems for each engine room. Each GVU room will be
forced exhaust ventilated.
▪
Ventilation is in operation even under shut down conditions.
▪
Ventilation fans have to be approved for ventilating explosive atmosphere.
▪
GVU room ventilation: number and power of fans are to be such that the
capacity is not less than 100 %. Redundant fans (100 % each) have to
be installed.
▪
The ventilation air for the GVU room taken from the engine is equipped
with gas detection with alarm points set at PREAL (see Table 10).
▪
Ventilation air outlet kept away from ignition sources
▪
Electric fan motors are not allowed to be installed in ventilation ducts or
piping.
▪
Ventilation air outlets are to discharge upwards in locations at least 10 m
in the horizontal direction from ventilation intakes and openings for gas
safe spaces.
▪
Inlet and outlet equipped with closing arrangement (louvers) in case of
fire in engine or GVU room.
The project related requirements have to be in accordance with applicable
marine rules (IGF- and IGCCode etc.) and approved by the marine classification society.
General requirements:
▪
Each engine room must be equipped with at least two intrinsically safe
certified gas sensors of continuous monitoring type. One intrinsically safe
certified gas sensor in ventilation outlet and one intrinsically safe certified
gas sensor above each DF-engine, where gas may accumulate
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Technical requirements of the ventilation:
11.5 Gas detection
Description
Rooms and spaces to be ventilated for gas leakage fighting reasons:
▪
The GVU room ventilation outlet must be monitored at least by additional
one intrinsically safe certified gas sensor
▪
Gas sensors are to be connected to a common alarm system with audible and visible alarms
▪
Gas sensors have to be of intrinsically-safe and certified type and have to
be type approved by IACS Classification societies
▪
Two independent, continuous working, fixed gas monitoring systems in
operation when gas fuel is in piping or during purging
▪
Gas detection requirements: self monitoring
▪
Self detection of system: malfunction shall not lead to false emergency
shut down of the engine
▪
Functional redundancy when either one of the systems fails
▪
System designed to be readily tested
The alarm levels, see Table 10.
11.6 Safety of electrical
equipment
11.7 Fire detection and fire
fighting system
Please note the requirements of chapter 9.1.7 for electrical equipment.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Additional requirements are:
▪
Inside gas duct and piping: electrical equipment intrinsically-safe type.
▪
GVU room: fire and gas detectors, fire and gas alarm equipment, lightning, ventilation fans and other installed equipment is certified safe for
zone 1.
The complete design of the fire detection and fire fighting system for a gas
engine fueled newbuilding engines has to be in accordance with applicable
marine rules (IGF- and IGC-Code etc.) and approved by the marine classification society.
The fire detection and fire fighting system is to be approved by the IACS
Classification Societies acc. SOLAS Ch II-2 and IGF- and IGC-Code and the
relevant classification rules.
11.8 Gas pipe rupture
detection (only in case of
DNV classification)
Detection of sudden total gas pipe rupture is according to the actual classification societies rules necessary. It has to monitor all pipes in enclosed
spaces. A pipe rupture detection can be realised by differential pressure
monitoring across an orifice mounted on the exterior part (not enclosed part)
of the gas pipe of each engine. The upstreaming gaspipe up until the pipe
rupture detection will now be as well monitored together with the external
gas fuel supply pipe against sudden total pipe rupture.
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Description
2016-03-18 - en
In case more than approx. 150% to 200% of the nominal max. gas flow is
passing, the gas pipe is considered broken. An alarm is generated and the
external Shut off valve is closed. All engines connected to the affected Shut
off valve are immediately switched over to Diesel mode.
57 (73)
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Appendix
No.
Measuring
point 1)
Description
Function
Measuring
range
Location
Connected to
1
1PT2170/
PT22
pressure
alarm at low 0-10 bar
transmitter
lube oil preslube oil pres- sure
sure engine
inlet
engine
control module/ alarm
2
PSL22
pressure
auto shut
switch
down at low
lube oil pres- pressure
sure engine
inlet
engine
display module/ safety
3
1PT2570/
PT23
pressure
alarm at low 0-6 bar
transmitter
lube oil preslube oil pres- sure
sure turbocharger inlet
engine
control module/ alarm
5
1PT3170/
PT10
pressure
transmitter
HT-cooling
water pressure engine
inlet
alarm at low
pressure
0-6 bar
engine
control module/ alarm
7
1PT4170/
PT01
pressure
transmitter
LT-water
pressure
charge air
cooler inlet
alarm at low
cooling
water pressure
0-6 bar
engine
control module/ alarm
9
1PT5070/
PT40
pressure
remote inditransmitter
cation and
fuel pressure alarm
engine inlet
0-16 bar
engine
control module/ alarm
11
1PT6180/
PT31
pressure
transmitter
charge air
pressure
before cylinders
0-4 bar
engine
control module/ alarm
13
1PT7170/
PT70
pressure
engine contransmitter
trol, remote
starting air/
indication
control pressure
0-40 bar
engine
control module/ alarm
0-60000
rpm/
0-60000
rpm
turbocharger control module/ alarm
engine control
0-10 bar
3700390-9.5
58 (73)
17
1SE1004/
SE89
speed
indication,
pickup
supervision
turbocharger
speed
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
Pressure
engine speed, turbocharger speed and injection control
Description
Depending on
option
No.
Measuring
point 1)
Description
Function
Measuring
range
Location
Connected to
18
1SC1005
injection
module/ DF
speed control, control
of gas injection valves,
main fuel,
pilot fuel
engine
19
1SE1005/
PS90
pickup
engine
0-1400rpm
speed, cam- 0-20KHz
shaft position detection
drive wheel
injection
module( s)/D
F/ safety/
knocking
control module
20
2SE1005/
SE90-3
pickup
engine
0-1400rpm
speed, cam- 0-20KHz
shaft position detection
drive wheel
injection
module(3),
knocking
module/
Injection
module(4)
control module/ display
module
21
1SV1010
actuator
speed and
engine con- load governventional fuel ing
admission
engine
Injection
module
Depending on
option
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
start and stop of engine
23
1SSV1011//
SS83
solenoid
valve
engine start
actuated
during
engine start
engine
control module / alarm
24
1SZV1012/
SS86
solenoid
valve
engine shut
down
manual and
auto-emergency shut
down
engine
control module/ safety
xTE1064-1/
TE29-x
temp sensors
main bearings
indication
and engine
protection
engine
ATEX-Unit,
Crankcase
monitoring
system
1GOS1070/
ZS75-1/
ZS75-2
limit switch
turning gear
engaged
indication
and start
blocking
engine
control module/ alarm
1SSV1080/
SS32
solenoid
valve
for jet assist
turbocharger
acceleration
by jet assist
engine
control module/ alarm
1XC1200
control unit
knock moniknock moni- toring and
toring
regulation
engine
control module/ alarm
main bearings
33
0-120° C
turning gear
35
knock control
39
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
2016-03-18 - en
38
Description
jet assist
59 (73)
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
No.
Measuring
point 1)
Description
Function
Measuring
range
Location
Connected to
40
3SE1200/
PS90 /
SE90-3
speed
pickup
for knock
detection
speed and
camshaft
position
input for
knocking
detection
0-1400 rpm
0-20KHz
camshaft
anti knocking regulation
41
1..nXE1200
A/B *)
knock sensors
knock event
detection
engine
knock control unit
Depending on
option
Lube oil system
42
1TE2170-1/
TE22
temp sensor alarm at high 0-120° C
lube oil temp temp
engine inlet
engine
control module/ alarm
44
1LS2310/
LAL28
level sensor lube oil level
lube oil serv- low alarm
ice tank
Lube oil
service tank
control module/ alarm
45
2LS2310/
LAH28
level sensor lube oil level
lube oil serv- high
ice tank
Lube oil
service tank
control module/ alarm
48
1TE2580-1/
TE23
temp sensor
lube oil temp
turbocharger
drain
0-120° C
engine
control mod- Depending
ule/ alarm
on class and
application
xTE2880-1/
TE58-x
temp sensors
splash oil
temp rod
bearings
0-120° C
engine
control module/ alarm
splash oil
51
splash oil
supervision
cooling water systems
54
1TE3170-1/
TE10
temp sensor alarm indica- 0-120° C
HT-water
tion
temp engine
inlet
engine
control module/ alarm
56
1TE3180-1/
TE12
temp sensor alarm at high 0-120° C
HT-water
temp
temp engine
outlet
engine
control module/ alarm
58
1TE4170-1/
TE01
temp sensor alarm, indiLT-water
cation
temp charge
air cooler
inlet
LT-pipe
charge air
cooler inlet
of engine
control module/ alarm
engine
control module/ alarm
0-120° C
1TE5070/
TE40
3700390-9.5
Description
60
60 (73)
temp sensor alarm at high 0-200° C
fuel temp
temp in
engine inlet
MDO-mode
and for EDS
use
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
main fuel system
Description
65
1LSAH5276/ level switch
LAH42
fuel level
pilot fuel oil
leakage
monitoring
tank
xFSV5885
Function
Measuring
range
Location
Connected to
alarm at high
level
pilot fuel
leakage
monitoring
tank
control module/ alarm
injection of
main gas
cylinders A
engine
injection
module/DF
gas system
69
solenoid
valves
main gas
injectors A
2016-03-18 - en
gas control unit GVU
70
1TE5860
temp sensor temp gas
gas temp
GVU inlet
sensor gas
control unit
inlet
GVU
control cabinet GVU
71
1PDS5862
differential
pressure
switch filter
GVU inlet
GVU
control cabinet GVU
72
1PT5862
pressure
transmitter
gas pressure
before gas
control valve
indication of
supply gas
pressure,
alarm
GVU
control cabinet GVU
74
1PC5862
pneumatic
pressure
controller
pneumatic
gas pressure
control
engine
control module/ alarm
75
1GOS5862
proximity
switch
for valve 1
PCZV5862
position
feedback
GVU
control cabinet GVU
76
1PV5863
venting valve venting of
gasline
between
pressure
control valve
and main
gas valve 1
GVU
control cabinet GVU
77
1PV5864
main gas
valve 1
GVU
control cabinet GVU
78
2PV5864
venting valve venting of
gas line
between
main gas
valves
GVU
control cabinet GVU
79
1PV5865
main gas
valve 2
GVU
control cabinet GVU
0-10 bar
blocking of
gas supply
blocking of
gas supply
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
Depending on
option
3700390-9.5
Measuring
point 1)
Description
No.
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
61 (73)
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
No.
Measuring
point 1)
Description
Function
80
2PV5865
venting valve venting of
gas pipe
between
GVU and
engine
81
1PT7460
pressure
transmitter
GVU control
air pressure
Measuring
range
0-10 bar
Location
Connected to
GVU
control cabinet GVU
GVU
control cabinet GVU
Depending on
option
gas leakage and venting
82
1QE5860
gas sensor
gas detection
gas pipe
before GVU
gas warning
unit
83
1QE5868
gas sensor
gas detection
gas pipe
after GVU
gas warning
unit
84
1PDS5850
differential
pressure
switch pipe
rupture
detection
orifice
pipe rupture
detection
gas inlet
pipe before
GVU
gas warning
unit
0-4 bar
engine
control module/ alarm
0-120° C
engine
control module/ alarm
0-800° C
engine
control module/ alarm
Depending
on class
Lambda control and charge air system
91
1PT6180/
PT31
pressure
transmitter
charge air
pressure
before cylinders
93
1TE6180-1/
TE31
temp sensor
charge air
temp after
charge air
cooler
engine control
62 (73)
95
1..nTE6570(
A/B)-1/
TE60-x
element 1 of
doublePT1000
1..nTE6570
safety system
alarm,
remote indication
97
1TE6575-1/
TE62
double
alarm, indiPT1000
cation
exhaust gas
temp before
turbocharger
0-800° C
engine
control module/ alarm
99
1TE6580-1/
TE61
double
indication
PT1000
exhaust gas
temp after
turbocharger
0-800° C
engine
control module/ alarm
101
1FSV6582
venting valve exhaust gas
exhaust gas system vensystem
tilation
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
exhaust pipe external
(off engine)
2016-03-18 - en
3700390-9.5
Description
exhaust gas system
No.
Measuring
point 1)
Description
Function
Measuring
range
102
1GOS6582
limit switch
position indiexhaust gas cation
system venting valve
1PT7460
pressure
transmitter
control air
pressure for
gas control
unit
Location
Connected to
Depending on
option
external
control air
103
0-10 bar
GVU
control cabinet GVU
Table 11: List of measuring and control devices
*) In general all pressure rates are over-pressure data
Special attention was drawn to the automatic safety actions in regard to the
gas valves and engine modes. The following spreadsheet is giving detailed
information on this matter:
Parameter
Automatic Safety Actions 1)
Alarm
Activation of
all shut-off
valves
Activation of
the blockand-bleed
valves
upstream of
the location
of detection
Activation of
the shut off
valve valves
upstream of
the location
of detection
Switch over
to Diesel
mode
Engine shut
down
Safety concept - Dual fuel engines
B 19 00 0
MAN Diesel & Turbo
External signal
Engine
room inlet
PDSL low
X
X
X
X
X
GVU room
outlet
PDSL low
X
X
X
X
X
Engine
room GVU room
PDSL low
X
X
X
X
X
Engine
room – on
engine piping
PDSL low
X
X
GVU room
– outside
PDSL low
X
X
X
X
X
X
Gas pressure
H/L
X
X
X
Gas temperature
H/L
X
X
X
Fire alarm
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Gas
High / Low
parameters
at GVU
inlet (A)
Description
2016-03-18 - en
Ventilation
pressure
difference
63 (73)
B 19 00 0
MAN Diesel & Turbo
Safety concept - Dual fuel engines
Parameter
Automatic Safety Actions 1)
Alarm
Activation of
all shut-off
valves
Switch over
to Diesel
mode
Engine shut
down
External signal
Activation of
the blockand-bleed
valves
upstream of
the location
of detection
Activation of
the shut off
valve valves
upstream of
the location
of detection
GVU room
X
X
X
X
Engine
room
X
X
X
X
Table 12: Automatic safety actions
1. Automatic Safety Actions released by
–
MAN SaCoSone: Activation of the block-and-bleed valves, switch over
to diesel mode, engine shut down, alarm generation
–
External safety systems: Activation of the Shut off valves, Alarm generation
2. PREAL
–
acc. IGF = 20–30 % LEL
–
acc. IGC = 30 % LEL
3. AL
–
acc. IGF = 40 % LEL
–
acc. IGC = 60 % LEL
2016-03-18 - en
3700390-9.5
Description
A2 Piping design
requirements
64 (73)
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 22: Piping design requirements 1
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
65 (73)
B 19 00 0
66 (73)
Figure 23: Piping design requirements 2
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 24: Plant arrangement (gas feeding system, ventilation system) - general
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
67 (73)
B 19 00 0
68 (73)
Figure 25: Example: Plant arrangement (gas feeding system, ventilation system) -alternative 1;
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 26: Example: Plant arrangement (gas feeding system, ventilation system),
single engine plant.
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
69 (73)
B 19 00 0
70 (73)
Figure 27: Example: Plant arrangement (gas feeding system, ventilation system), two engine rooms
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 28: Example: Plant arrangement (gas feeding system, ventilation system) - alternativ2; two engine rooms
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
71 (73)
B 19 00 0
72 (73)
Figure 29: Diesel fuel system, measuring device diagram
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
2016-03-18 - en
3700390-9.5
Description
Safety concept - Dual fuel engines
MAN Diesel & Turbo
B 19 00 0
dual fuel
V28/32S-DF; L28/32DF; L23/30DF EN
3700390-9.5
Figure 30: Gas fuel system, measuring device diagram
Description
2016-03-18 - en
Safety concept - Dual fuel engines
MAN Diesel & Turbo
73 (73)
Interface description - dual fuel engines
General
Validity
This document describes the interfaces between SaCoSone GenSet DF and
externals systems. This description is valid for engines L23/30DF, and
L28/32DF equipped with SaCoSone GenSet Hardware Version V 1.2.0 and
higher (see type plate).
Signals
All analogue inputs have to be electrically isolated by signal supplier. All digital inputs are designed as passive switching contacts.
All digital outputs (DOs) are designed as relay outputs switching of at a maximum 250 VAC / 2A or 30 VDC / 2A.
Terminal bars
Terminal bars are split depending on different signal types. The power supplies must be connected to terminal bar –X12. Terminal bar –X14 is reserved
to binary signals. Analogue signals must be connected to terminal bar –X15.
The MODBUS is connected to terminal bar –X36 and speed sensors for
injection module and knocking module is connected to –X18.
Power supply requirements
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Redundant and controlled power supply for SaCoSone GenSet
Power supply 1 is 24V DC, 0,72kW, with a 30A pre-fuse. Power supply 2
(UPS buffered) is 24V DC, 0,72kW, with a 30A pre-fuse.
Detailed signal description
Signals between SaCoSone GenSet and ship alarm system
This binary signal can be used by the ship alarm system to indicate that the
engine stop sequence is in progress (closed contact).
Common alarm
Open contact indicates that an alarm (system alarms and pre-alarms) has
occurred at the GenSet. If a new alarm occurs, the contact is closed again
for 1 second and then reopened again.
Ready to start
The closed contact indicates that no start blockings are active. The engine
can only be remote started if this contact is closed. If start sequence is aborted due to start failure, this contact is opened again. The start failure has to
be fixed and afterwards acknowledged and reset. If the engine is in local
control, the signal is not used.
Engine running
Signal is used for to release the synchronisation of the generator. Contact is
closed if engine speed reaches synchronisation speed (above 90% of nominal speed).
Start prelubrication oil pump
Closed contact requests the start of the prelubrication oil pump. The contact
stays closed as long as prelubrication is required.
Start preheater control
Closed contact requests the start of the HTCW preheating. The contact
stays closed as long as preheating is required.
Start failure
Common shutdown
Open contact indicates a start failure. The signal is 5 seconds active.
This closed contact indicates the following events:
Dual fuel
L28/32DF; L23/30DF EN
3700389-9.2
This input to SaCoSone GenSet can be used for a remote shutdown from the
ship alarm system. The contact in the ship alarm system has to be bridged
with a wire break resistor (24kΩ, 1%, 0,6W).
Description
2015-09-11 - en
Stop from engine (Engine is
stopping)
Remote shutdown
1 (17)
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
▪
automatic shutdown by the safety system and the alarm system
▪
remote shutdown by external control system
▪
automatic shutdown by Crankcase Monitoring
▪
an emergency stop pushbutton is pressed
Signal between SaCoSone GenSet and load sharing control device
Speed setpoint analog
The 4-20mA-signal is used for the regulation of the engine load setpoint. The
signal has to be adjusted during commissioning.
System will read in information, if digital signal “Speed setpoint analog” is set
– means contact is closed.
Signals between SaCoSone GenSet and PMS
Remote stop
If this contact is closed, an engine stop is initiated (only while in remote control). The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
Remote start
Start request by remote system (closed contact), available when contacts
“ready to start” and “remote control” are closed.
If contact “engine ready to start” is active, the PMS can close this contact to
start the start sequence of the GenSet. The contact has to be bridged with a
resistor (24kΩ, 1%, 0,6W).
Remote reset of alarms
Closing of this contact will reset all actual faults (alarms, start failures) if
remote control is enabled. It is a pulse contact. Shutdowns can only be reset
from the Control Unit. The contact has to be bridged with a resistor (24kΩ,
1%, 0,6W).
Selector switch local/remote
(Remote control indication)
Remote lower speed
This signal is used for remote control indication. The closed contact indicates
that remote control is enabled.
For generator synchronisation, the synchronisation unit requests engine
speed decrease via this signal (closing of the contact). The contact has to be
bridged with a resistor (24kΩ, 1%, 0,6W).
Remote raise speed
For generator synchronisation, the synchronisation unit requests engine
speed increase via this signal (closing of the contact). The contact has to be
bridged with a resistor (24kΩ, 1%, 0,6W).
Speed setpoint analog
Signal is used to enable analogue set-point control (closing of the contact).
Otherwise speed will be controlled digital with the Lower- / Raise Speed signal. The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
Signals between SaCoSone GenSet and crankcase monitoring unit
Hardwired digital engine speed signal from engine control is signaling to
CCM that engine is running.
Crankcase monitoring prealarm
Open contact indicates that a pre-alarm occurred at the Crankcase Monitoring Unit. The contact has to be bridged with a resistor (24kΩ, 1%, 0,6W).
2 (17)
Automatic shut down
Crankcase monitoring
This closed contact indicates an automatic shutdown is triggered by the
CMU. The contact in the Crankcase Monitoring Unit has to be bridged with a
resistor (24kΩ, 1%, 0,6W).
Bearing sensors
All main and rod bearing sensors are RTD type PT100.
Dual fuel
L28/32DF; L23/30DF EN
2015-09-11 - en
Engine running
Crankcase monitoring pre-alarm will cause change over to diesel mode.
3700389-9.2
Description
Crankcase Monitoring Unit (CCM) is separate stand alone unit with hard
wired interface to the engine control system.
Crankcase monitoring
Open contact indicates that a system failure occurred at the Crankcase
Monitoring Unit. The contact has to be bridged with a resistor (24kΩ, 1%,
0,6W).
Crankcase monitoring system failure will cause change over to diesel mode.
Signals between SaCoSone GenSet and engine room
Ambient air temperature
A PT1000 resistance thermometer transmits the temperature of the engine
room. This signal is used for calculations in EDS.
Signal can be used and is available, if Signal TC Lube Oil Temperature is not
needed in case of diesel electric propulsion application. Please see Signal
Cooling Air Alternator also.
Ambient air pressure
A pressures transmitter provides the ambient air pressure of the engine
room. This signal is used for calculations in EDS.
Signals between SaCoSone GenSet and alternator
Alternator cooling water
leakage alarm
Closed contact indicates that a leakage occurred at the alternator’s cooling
water supply. The contact has to be bridged with a resistor (24kΩ, 1%,
0,6W).
Alternator front bearing
temperature
Alternator rear bearing
temperature
Alternator winding
temperature L1
Alternator winding
temperature L2
Alternator winding
temperature L3
Cooling Air Alternator
A PT1000 resistance thermometer transmits the temperature of the alternator front bearing.
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
A PT1000 resistance thermometer transmits the temperature of the alternator rear bearing.
A PT1000 resistance thermometer transmits the temperature of the alternator winding L1. This signal has to be connected to Control Unit.
A PT1000 resistance thermometer transmits the temperature of the alternator winding L2. This signal has to be connected to Control Unit.
A PT1000 resistance thermometer transmits the temperature of the alternator winding L3. This signal has to be connected to Control Unit.
A PT1000 resistance thermometer transmits the temperature of the cooling
air of the alternator. This signal has to be connected to Connection Box.
Signals between SaCoSone GenSet and main switch board
Generator load
Analogue 4…20mA used for engine control.
Signals between SaCoSone GenSet and EDS
CoCoS-EDS can be connected to engine control system. This requires additional gateway module (GM).
Signals between SaCoSone GenSet and actuator
Signals between SaCoSone GenSet and alarm system
Quick change over (QCO)
External QCO is a common signal from alarm system. QCO shall be generated of following signals
▪
Manual External Quick Change Over switch
▪
Gas Leakage in engine relevant areas
Dual fuel
L28/32DF; L23/30DF EN
3700389-9.2
The MA1.031-1 actuator provides this signal to the system. Closed contact
indicates that the actuator is healthy.
Description
2015-09-11 - en
Actuator healthy
3 (17)
B 19 00 0
Interface description - dual fuel engines
MAN Diesel & Turbo
▪
Fire alarm
▪
External gas blockings
External gas plant shutdown
External gas plant shutdown is a common signal sent parallel to all GCU controls to shutdown DF mode. Inert sequences will be conducted by all GVU's
on their respective engines in order to remove all gas from the systems. Furthermore, there is possibility that the controls are able to also inert te incoming gas line upstream the GVU's. However, for this operation following signals are required:
▪
Close main gas supply valve
▪
Inert valve gas supply side
▪
Position feedback switches on main gas supply valve
▪
Position feedback switches on inert valve supply side
It is also possible for the FGSS or alarm system to control this function and
the GVU's will then only inert the system downstream the GVU's.
External gas plant shutdown is to be given if the complete gas system must
be shutdown. This should be as minimum:
▪
Emergency stop of gas plant
▪
Fire
▪
Gas leakage in GVU room
▪
Pipe rupture in gas supply line
▪
Ventilation GVU room
Signals between GVU control cabinet and all equipment
2015-09-11 - en
3700389-9.2
Description
Numbering for all interfaces are connected for one engine GVU control cabinet.
If multiple engines are connected one common GVU cabinet cable and wire
numbers will be different for other engines than the first.
4 (17)
Dual fuel
L28/32DF; L23/30DF EN
Interface list
Power supply
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Power supply 1
24V DC
Power supply 2
24V DC
Terminal
Cable/core Terminal Symbol
-X12:5
-W1/1
-X12:6
-W1/2
-X12:7
-W2/1
-X12:8
-W2/2
Remarks
Signal
type
Ship alarm system
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1a
Modbus /
RS422
2
Modbus /
RS485
Stop from
engine
RS485
Terminal
Cable/core
TxH
-X36:11
-W513/1
TxL
-X36:111 -W513/2
TxH
-X36:12
TxL
-X36:112 -W513/4
-W513/S
TxH
-X36:11
-W514/1
TxL
-X36:111 -W514/2
EMCGland
-W514/S
-X14:1
-W10/1
2015-09-11 - en
4
5
Remote
shutdown
(option)
DI
Terminating resistor
(last Bus Device)
Terminating resistor
(last Bus Device)
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:101
EMCGland
3
Signal
type
-W513/3
EMCGland
DO
max.
200mA
Terminal Symbol
Remarks
-X14:2
-W10/2
-W10/S
-W11/1
No
-X14:102 -W11/2
EMCGland
-W11/S
-W12/1
Common
alarm
(option)
DO
max.
200mA
-X14:12
Ready to
start
DO
max.
200mA
-X14:13
-X14:112 -W12/2
-W12/3
-X14:113 -W12/4
Dual fuel
L28/32DF; L23/30DF EN
External supply
max. 250VAC/2A
max. 30VDC/2A
External supply
max. 250VAC/2A
max. 30VDC/2A
3700389-9.2
1b
RS422
Symbol
Ship alarm system
Description
2
Symbol
Power supply
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
5 (17)
B 19 00 0
MAN Diesel & Turbo
Interface description - dual fuel engines
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
6
Engine is
running
7
8
9
10
11
Start prelubrication oil
pump
Start preheater control
Start failure
Common
shutdown
Quick
change over
Symbol
DO
max.
200mA
Ship alarm system
Terminal
Cable/core
-X14:14
-W12/5
Terminal Symbol
Remarks
Signal
type
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:114 -W12/6
DO
max.
200mA
EMCGland
-W12/S
-X14:15
-W13/1
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:115 -W13/2
DO
max.
200mA
EMCGland
-W13/S
-X14:17
-W14/1
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:117 -W14/2
DO
max.
200mA
EMCGland
-W14/S
-X14:18
-W15/1
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:118 -W15/2
DO
max.
200mA
EMCGland
-W15/S
-X14:19
-W16/1
External supply
max. 250VAC/2A
max. 30VDC/2A
-X14:119 -W16/2
DI
EMCGland
-W16/S
-X14:31
-W475/1
No
-X14:131 -W475/2
EMCGland
-W475/S
Load sharing control device
No.
Signal descrip- Signal
tion
type
11
Speed set
point analog
Symbol
AI
Description
3700389-9.2
Dual fuel
L28/32DF; L23/30DF EN
Remarks
Terminal
Cable/core Terminal Symbol
Signal
type
-X15:6
-W20/1
Analogue used for load sharing
Calibration:
4mA = 0 rpm
20mA = max. rpm
of engine
-X15:106 -W20/2
EMCGland
6 (17)
Load sharing control device
-W20/S
2015-09-11 - en
SaCoSone GenSet connection box
Power management system
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Remote stop DI
Symbol
Power management system
Terminal
Cable/core Terminal Symbol
Signal
type
-X14:6
-W30/1
No
Remarks
-X14:106 -W30/2
Remote start DI
-X14:7
-W30/3
No
-X14:107 -W30/4
3
4
5
6
7
Remote
reset of
alarms
(option)
DI
EMCGland
-W30/S
-X14:8
-W31/1
-X14:108 -W31/2
EMCGland
-W31/S
Selector
DI
switch local/
remote
(Remote
control indication)
-X14:9
-W32/1
Remote lower speed
setpoint
DI
-X14:10
Remote raise speed
setpoint
DI
Speed setpoint analog
No
No
-X14:109 -W32/2
-W32/3
No
-X14:110 -W32/4
-X14:11
-W32/5
No
-X14:111 -W32/6
DI
EMCGland
-W32/S
-X14:22
-W43/1
-X14:122 -W43/2
-W43/S
Has been changed.
See document
SW_1.2.0_ReleaseNote - Digital input
for selecting digital
(open contact) or
analogue (closed
contact) speed setting
Description
2015-09-11 - en
EMCGland
No
Dual fuel
L28/32DF; L23/30DF EN
3700389-9.2
2
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
7 (17)
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Crankcase monitoring unit
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Crankcase
monitoring
pre-alarm
DI
Crankcase
monitoring
shutdown
DI
Crankcase
monitoring
system failure
DI
Engine running
DO
3
4
Terminal
Cable/core
-X14:3
-W25/BK
-X14:4
-W25/BN
Signal
type
No
Instead of OMD
monitoring CCM
can be used. CCM
is using same DIs
as OMD monitoring
No
Instead of OMD
monitoring CCM
can be used. CCM
is using same DIs
as OMD monitoring
No
Instead of OMD
monitoring CCM
can be used. CCM
is using same DIs
as OMD monitoring
-X14:104 -W25/GN
-X14:5
-W25/TR
-X14:105 -W25/WH
-X14:26
-W25/RD
-X14:126 -W25/GY
-W25/S
Engine room
No.
Signal descrip- Signal
tion
type
5
Jacket pipe
pressure
Symbol
Crankcase monitoring cabinet
Terminal
Cable/core
AI
Terminal
Symbol
-X7:12
Signal descrip- Signal
tion
type
6
Jacket pipe
pressure
Symbol
3700389-9.2
AI
Dual fuel
L28/32DF; L23/30DF EN
Signal
type
EMCGland
Crankcase monitoring cabinet
No.
Remarks
Analogue Calibration:
4...20 mA
-10...3 mbar
-X7:13
EMCGland
Description
Symbol
-X14:103 -W25/BU
EMCGland
8 (17)
Terminal
Remarks
GVU cabinet
Terminal
Cable/core
Terminal
-X7:14
-W117/1
-X11:10
-X7:15
-W117/2
-X11:110
EMCGland
-W117/S
EMCGland
Remarks
Symbol
Signal
type
Analogue Calibration:
4...20 mA
-10...3 mbar
2015-09-11 - en
2
Symbol
Crankcase monitoring unit
Engine room
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Ambient air
temperature
2
3
Ambient air
pressure
(option)
Symbol
TI
Engine room
Terminal
Cable/core
-X15:2
-W50/1
Terminal Symbol
Remarks
Signal
type
PT1000
-X15:102 -W50/2
AI
EMCGland
-W50/S
-X15:10
-W76/BK
Optional available, if
TC lube oil temperature is not needed
for classification
approval for diesel
electric propulsion
application. See signal cooling air alternator also.
Analogue
-X15:110 -W76/BU
Remote start DI
blocking
EMCGland
-W76/S
-X14:16
-W34/1
No
-X14:116 -W34/2
EMCGland
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Feedback from
exhaust gas fan
control
-W34/S
Alternator
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Alternator
cooling
water leakage alarm
2015-09-11 - en
4
5
6
Terminal
Cable/core Terminal Symbol
Signal
type
-X14:21
-W40/1
No
-X14:121 -W40/2
EMCGland
-W40/S
Alternator
TI
front bearing
temperature
-X35:31
-W41/1
Alternator
rear bearing
temperature
-X35:32
PT1000
-X35:131 -W41/2
TI
-W41/3
PT1000
-X35:132 -W41/4
EMCGland
-W41/S
Alternator
TI
winding temperature L1
-X35:28
-W42/1
Alternator
TI
winding temperature L2
-X35:29
Alternator
TI
winding temperature L3
-X35:30
PT1000
-X35:128 -W42/2
-W42/3
PT1000
-X35:129 -W42/4
Dual fuel
L28/32DF; L23/30DF EN
-W42/5
PT1000
3700389-9.2
3
DI
Remarks
Description
2
Symbol
Alternator
9 (17)
B 19 00 0
MAN Diesel & Turbo
Interface description - dual fuel engines
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
Symbol
Terminal
Alternator
Cable/core Terminal Symbol
Remarks
Signal
type
-X35:130 -W42/6
7
Cooling air
alternator
TI
EMCGland
-W42/S
-X15:8
-W52/1
PT1000
-X15:108 -W52/2
EMCGland
-W52/S
Optional available, if
TC lube oil temperature is not needed
for classification
approval for diesel
electric propulsion
application. See signal ambient air temperature also.
Main switch board
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Generator
load
Symbol
AI
Main switch board
Terminal
Cable/core
-X15:12
-W114E
/BK
Terminal Symbol
2
Circuit
breaker
closed
DI
-W114/S
-X14:32
-W477/1
Signal
type
Analogue Calibration:
4mA = 0 kW
20mA = depending
on generator
-X15:112 -W114
/BU
EMCGland
Remarks
No
-X14:132 -W477/2
EMCGland
-W477/S
Actuator
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Major alarm
actuator
Symbol
DI
Actuator MA1.031-1
Remarks
Terminal
Cable/core Terminal Symbol
Signal
type
-X15:9
-W116E
/BK
No
Signal is only available with MA1.031-1
3700389-9.2
Description
EMCGland
10 (17)
Dual fuel
L28/32DF; L23/30DF EN
-W116E
/S
2015-09-11 - en
-X15:109 -W116E
/BU
Signal between SaCoSone and GVU cabinet
SaCoSone GenSet connection box
No.
Signal descrip- Signal
tion
type
1
Power supply
2
3
4
5
Common
shutdown
Inert valve
Inert valve
Open Position
Symbol
24VDC
5A
DO
max.
200mA
Terminal
DI
Cable/core
Terminal
-F7:2
-X13:14
-F7:3
-X13:15
-X11:PE
-X13:PE
EMCGland
EMCGland
-X14:27
DI
Gas valve unit control cabinet
-W17/1
-X11:106
EMCGland
-W17/S
EMCGland
-X14:28
-W124/1
-X12:7
-X14:128 -W124/2
-X12:107
-X14:PE
-X12:207
(PE)
EMCGland
EMCGland
Signal
type
Numbering may
differ on application
-X11:6
-X14:127 -W17/2
-X12:20
Symbol
No
Numbering may
differ on application
-W131/1
No
Position switch
Optional
No
Position switch
Optional
-X12:120 -W131/2
Inert valve
DI
Closed position
-X12:21
-W131/3
-X12:121 -W131/4
-X12:PE
-W131/5
EMCGland
-W131/S
Remarks
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
Signals between GVU cabinet and external control
Gas valve unit control cabinet
No.
Signal descrip- Signal
tion
type
1
Power supply
Symbol
24VDC
5A
Terminal
External control
Cable/core
Terminal
Symbol
Remarks
Signal
type
-F7:0
From UPS backup power supply
-F7:0
2
Gas operation
select
DI
-X11:2
-W111/3
-X11:102 -W111/4
EMCGland
Dual fuel
L28/32DF; L23/30DF EN
-W111/S
No
3700389-9.2
EMCGland
Description
2015-09-11 - en
-X0:PE
11 (17)
B 19 00 0
MAN Diesel & Turbo
Interface description - dual fuel engines
Gas valve unit control cabinet
No.
Signal descrip- Signal
tion
type
3
External gas
plant shutdown
4
5
6
7
8
Symbol
DI
External control
Terminal
Cable/core
-X11:1
-W111/1
Terminal
Symbol
Remarks
Signal
type
No
Numbering may
differ on application
No
Position switch
Optional
No
Position switch
Optional
-X11:101 -W111/2
Master gas
DI
valve
Closed position
-X0:1
Master gas
valve
Open position
-X0:2
-X0:101
DI
-X0:102
External inert DI
valve
Closed position
-X0:3
External inert DI
valve
Open position
-X0:4
External inert DO
valve
-X0:5
No
-X0:103
No
-X0:104
No
-X0:105
-X0:PE
EMCGland
9
10
Exhaust gas
fan
GVU enclosure pressure switch
DO
-X11:8
-W115/1
No
-X11:108 -W115/2
DI
EMCGland
-W115/S
-X14:24
-W123/1
Signal high for 3
sec. as start signal
No
-X14:124 -W123/2
EMCGland
-W123/S
Signals between GVU control cabinet and GVU
Signal descrip- Signal
tion
type
1
Block valve
1
Symbol
24VDC
12 (17)
Dual fuel
L28/32DF; L23/30DF EN
Gas valve unit
Terminal
Cable/core
Terminal
-X12:1
-W118/1
-1PV
5864:+
-X12:101 -W118/2
-1PV
5864:-
-X12:PE
-1PV
5864:PE
-W118
/PE
Symbol
Remarks
Signal
type
2015-09-11 - en
No.
3700389-9.2
Description
Gas valve unit control cabinet
2
3
4
5
2015-09-11 - en
6
7
Signal descrip- Signal
tion
type
Block valve
2
Venting
valve 1
Bleed valve
Venting
valve 3
Symbol
24VDC
24VDC
24VDC
24VDC
Block valve
1
open position
DI
Block valve
1
closed position
DI
Terminal
Cable/core
Terminal
EMCGland
-W118/S
EMCGland
-X12:2
-W119/1
-1PV
5865:+
-X12:102 -W119/2
-1PV
5865:-
-X12:202 -W119
(PE)
/PE
-1PV
5865:PE
EMCGland
-W119/S
EMCGland
-X12:3
-W120/1
-1PV
5863:+
-X12:103 -W120/2
-1PV
5863:-
-X12:203 -W120
(PE)
/PE
-1PV
5863:PE
EMCGland
-W120/S
EMCGland
-X12:4
-W121/1
-2PV
5864:+
-X12:104 -W121/2
-2PV
5864:-
-X12:204 -W121
(PE)
/PE
-2PV
5864:PE
EMCGland
-W121/S
EMCGland
-X12:5
-W122/1
-2PV
5865:+
-X12:105 -W122/2
-2PV
5865:-
-X12:205 -W122
(PE)
/PE
-2PV
5865:PE
EMCGland
-W122/S
EMCGland
-X12:8
-W125/1
-2GOS
5864:7
-X12:108 -W125/2
-2GOS
5864:8
-X12:9
-W125/3
-1GOS
5864:6
-X12:109 -W125/4
-1GOS
5864:5
-X12:209 -W125
(PE)
/PE
Dual fuel
L28/32DF; L23/30DF EN
Symbol
Remarks
Signal
type
No
Optional
No
Optional
3700389-9.2
No.
Gas valve unit
Description
Gas valve unit control cabinet
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
13 (17)
B 19 00 0
MAN Diesel & Turbo
Interface description - dual fuel engines
Gas valve unit control cabinet
No.
8
9
Signal descrip- Signal
tion
type
Block valve
2
open position
DI
Block valve
2
closed position
DI
Symbol
Gas valve unit
Terminal
Cable/core
Terminal
EMCGland
-W125/S
EMCGland
-X12:10
-W126/1
-2GOS
5865:7
-X12:110 -W126/2
-2GOS
5865:8
-X12:11
-W126/3
-1GOS
5865:6
-X12:111 -W126/4
-1GOS
5865:5
Symbol
Remarks
Signal
type
No
Optional
No
Optional
No
Optional
No
Optional
No
Optional
No
Optional
No
Optional
No
Optional
-X12:211 -W126
(PE)
/PE
10
11
Venting
valve 1
open position
DI
Venting
valve 1
closed position
DI
EMCGland
-W126/S
EMCGland
-X12:12
-W127/1
-2GOS
5863:7
-X12:112 -W127/2
-2GOS
5863:8
-X12:13
-W127/3
-1GOS
5863:6
-X12:113 -W127/4
-1GOS
5863:5
-X12:213 -W127
(PE)
/PE
12
13
Bleed valve
open position
DI
Bleed valve
closed position
DI
EMCGland
-W127/S
EMCGland
-X12:14
-W128/1
-4GOS
5864:7
-X12:114 -W128/2
-4GOS
5864:8
-X12:15
-W128/3
-3GOS
5864:6
-X12:115 -W128/4
-3GOS
5864:5
3700389-9.2
Description
14
14 (17)
15
Venting
valve 3
open position
DI
Venting
valve 3
closed position
DI
Dual fuel
L28/32DF; L23/30DF EN
EMCGland
-W128/S
EMCGland
-X12:16
-W129/1
-4GOS
5865:7
-X12:116 -W129/2
-4GOS
5865:8
-X12:17
-3GOS
5865:6
-W129/3
2015-09-11 - en
-X12:215 -W128
(PE)
/PE
Signal descrip- Signal
tion
type
Symbol
Terminal
Cable/core
Terminal
-X12:117 -W129/4
-3GOS
5865:5
Symbol
Remarks
Signal
type
-X12:217 -W129
(PE)
/PE
16
17
18
19
2015-09-11 - en
20
21
control air
pressure
Gas pressure GVU
inlet
Gas pressure in GVU
Gas flow
Gas flow
power supply
AI
AI
AI
AI
24VDC
Gas temper- TI
ature inlet
GVU
EMCGland
-W129/S
EMCGland
-X13:3
-W140/1
-1PT
7460:+
-X13:103 -W140/2
-1PT
7460:-
EMCGland
-W140/S
-X13:4
-W141/1
-1PT
5860:+
-X13:104 -W141/2
-1PT
5860:-
EMCGland
-W141/S
EMCGland
-X13:5
-W142/1
-1PT
5865:+
-X13:105 -W142/2
-1PT
5865:-
EMCGland
-W142/S
EMCGland
-X13:6
-W143/1
-1FQ
5870:26
-X13:106 -W143/2
-1FQ
5870:27
EMCGland
EMCGland
-W143/S
-X11:5
-1FQ
5870:1
-X11:105
-1FQ
5870:2
-X11:205
(PE)
-1FQ
5870:PE
EMCGland
EMCGland
-X13:7
-W144/1
-1TE
5860:1
-X13:107 -W144/2
-1TE
5860:2
EMCGland
EMCGland
Dual fuel
L28/32DF; L23/30DF EN
-W144/S
Analogue Calibration:
4...20 mA
0...16 bar
Analogue Calibration:
4...20 mA
0...16 bar
Analogue Calibration:
4...20 mA
0...16 bar
Analogue Calibration:
4...20 mA
0...400 kg/h
Power
supply
RTD
Calibration:
PT1000
-100...400° C
3700389-9.2
No.
Gas valve unit
Description
Gas valve unit control cabinet
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
15 (17)
Interface description - dual fuel engines
B 19 00 0
Signals between engine - A10 box and crankcase monitoring cabinet
No.
Signal descrip- Signal
tion
type
1
Rod bearing
cyl. 1
2
3
5
6
7
8
3700389-9.2
9
16 (17)
01
Rod bearing
cyl. 2
Rod bearing
cyl. 3
Rod bearing
cyl. 4
Rod bearing
cyl. 5
Rod bearing
cyl. 6
Rod bearing
cyl. 7
Rod bearing
cyl. 8
Rod bearing
cyl. 9
Symbol
TI
TI
TI
TI
TI
TI
TI
TI
TI
Main bearing TI
cyl. 01
Dual fuel
L28/32DF; L23/30DF EN
Crankcase monitoring cabinet
Terminal
Cable/core
Terminal
-A10:1
-1A15:1
-A10:101
-1A15:3
-A10:201
-1A15:4
-A10:2
-1A16:1
-A10:102
-1A16:3
-A10:202
-1A16:4
-A10:3
-1A17:1
-A10:103
-1A17:3
-A10:203
-1A17:4
-A10:4
-1A18:1
-A10:104
-1A18:3
-A10:204
-1A18:4
-A10:5
-1A19:1
-A10:105
-1A19:3
-A10:205
-1A19:4
-A10:6
-1A20:1
-A10:106
-1A20:3
-A10:206
-1A20:4
-A10:7
-1A21:1
-A10:107
-1A21:3
-A10:207
-1A21:4
-A10:8
-1A22:1
-A10:108
-1A22:3
-A10:208
-1A22:4
-A10:9
-1A23:1
-A10:109
-1A23:3
-A10:209
-1A23:4
EMCGland
EMCGland
-A10:10
-1A14:1
-A10:110
-1A14:3
-A10:210
-1A14:4
Symbol
Remarks
Signal
type
RTD
RTD
RTD
RTD
RTD
RTD
RTD
RTD
RTD
RTD
2015-09-11 - en
Engine - W10 box
4
Description
MAN Diesel & Turbo
No.
Signal descrip- Signal
tion
type
1
Main bearing TI
cyl. 1
2
3
4
5
6
7
8
Main bearing TI
cyl. 2
Main bearing TI
cyl. 3
Main bearing TI
cyl. 4
Main bearing TI
cyl. 5
Main bearing TI
cyl. 6
Main bearing TI
cyl. 7
Main bearing TI
cyl. 8
Main bearing TI
cyl. 9
Terminal
Cable/core
Terminal
-A10:11
-1A14:5
-A10:111
-1A14:7
-A10:211
-1A14:8
-A10:12
-1A15:5
-A10:112
-1A15:7
-A10:212
-1A15:8
-A10:13
-1A16:5
-A10:113
-1A16:7
-A10:213
-1A16:8
-A10:14
-1A17:5
-A10:114
-1A17:7
-A10:214
-1A17:8
-A10:15
-1A18:5
-A10:115
-1A18:7
-A10:215
-1A18:8
-A10:16
-1A19:5
-A10:116
-1A19:7
-A10:216
-1A19:8
-A10:17
-1A20:5
-A10:117
-1A20:7
-A10:217
-1A20:8
-A10:18
-1A21:5
-A10:118
-1A21:7
-A10:218
-1A21:8
-A10:19
-1A22:5
-A10:119
-1A22:7
-A10:219
-1A22:8
Symbol
Signal
type
RTD
RTD
RTD
RTD
Remarks
RTD
RTD
RTD
RTD
RTD
Description
2015-09-11 - en
9
Symbol
Crankcase monitoring cabinet
Dual fuel
L28/32DF; L23/30DF EN
3700389-9.2
Engine - W10 box
Interface description - dual fuel engines
B 19 00 0
MAN Diesel & Turbo
17 (17)
MAN Diesel & Turbo
3700290-3.0
Page 1 (2)
Combined box with prelubricating oil pump, preheater
and el turning device
E 19 07 2
L32/40, L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF
Description
Figure 31: Dimensions
The box is a combined box with starters for prelubricating oil pump, preheater and el turning device.
The starter for prelubricating oil pump is for automatic controlling start/stop of the prelubricating oil
pump built onto the engine.
Common for both pump starters in the cabinet is
overload protection and automatic control system.
On the front of the cabinet there is a lamp for
"pump on", a change-over switch for manual start
and automatic start of the pump; furthermore there
is a common main cut-off switch.
The pump starter can be arranged for continuous or
intermittent running. (For engine types L16/24,
L21/31 & L27/38 only continuous running is accepted). See also B 12 07 0, Prelubricating Pump.
The preheater control is for controlling the electric
heater built onto the engine for preheating of the
engines jacket cooling water during stand-still.
On the front of the cabinet there is a lamp for
"heater on" and a off/auto switch. Furthermore
there is overload protection for the heater element.
2013.04.19
The temperature is controlled by means of an on/off
thermostat mounted in the common HT-outlet pipe.
Furthermore the control system secures that the
heater is activated only when the engine is in standstill.
The box also include the control of el turning device.
There is a "running" indication lamp and a on/off
power switch on the front. The control for the turning gear is prepared with to contactors for forward
and reverse control. The turning gear control has
also overload protection.
MAN Diesel & Turbo
E 19 07 2
Combined box with prelubricating oil pump, preheater
and el turning device
3700290-3.0
Page 2 (2)
L32/40, L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF
Figure 32: Wiring diagram
2013.04.19
MAN Diesel & Turbo
1631477-3.3
Page 1 (2)
Description
Prelubricating oil pump starting box
E 19 11 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L23/30DF
Figure 33: Dimensions.
The prelubricating oil pump box is for controlling the
prelubricating oil pump built onto the engine.
Depending on the number of engines in the plant,
the control box can be for one or several engines.
The control box consists of a cabinet with starter,
overload protection and control system. On the
front of the cabinet there is a lamp for "pump on", a
change-over switch for manual start and automatic
start of the pump, furthermore there is a main
switch.
The prelubricating oil pump starting box can be
combined with the high temperature preheater control box. See also B 12 07 0, Prelubricating Pump.
The pump can be arranged for continuous or intermittent running. (For L16/24, L21/31 and L27/38
only continuous running is accepted).
2015.11.27
MAN Diesel & Turbo
E 19 11 0
Prelubricating oil pump starting box
1631477-3.3
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, V28/32H, L28/32DF,
V28/32S-DF, L16/24S, L21/31S, L23/30S, L27/38S, L28/32S, L23/30DF
Figure 34: Wiring diagram.
2015.11.27
MAN Diesel & Turbo
1631478-5.1
Page 1 (2)
High temperature preheater control box
E 19 13 0
L28/32H, L23/30H, V28/32S, V28/32H, L28/32DF, V28/32S-DF
Description
Figure 35: Dimensions of the control cabinet.
The preheater control box is for controlling the electric heater built onto the engine for preheating of the
engines jacket cooling water during stand-still.
The high temperature preheater control box can be
combined with the prelubricating oil pump control
box.
The control box consists of a cabinet with contactor
and control system. On the front of the cabinet
there is a lamp for "heater on" and a main switch for
activating the system. Furthermore there is overload
protection for the heater element.
See also B 13 23 1 Preheating arrangement in high
temperature system.
The temperature is controlled by means of an on/off
thermostat mounted in the common HT-outlet pipe.
Furthermore the system secures that the heater is
activated only when the engine is in stand-still.
Depending on the numbers of engines in the plant,
the control box can be for one or several engines,
however the dimensions of the cabinet will be the
same. fig 1 illustrates a front for 3 engines.
2001.03.05
MAN Diesel & Turbo
E 19 13 0
High temperature preheater control box
1631478-5.1
Page 2 (2)
L28/32H, L23/30H, V28/32S, V28/32H, L28/32DF, V28/32S-DF
Figure 36: Wiring diagram.
2001.03.05
MAN Diesel & Turbo
B 20 Foundation
Page 1 (1)
2016-10-27 - en
B 20 Foundation
MAN Diesel & Turbo
3700449-9.1
Page 1 (2)
Recommendations concerning steel foundations for
resilient mounted GenSet
B 20 01 0
L23/30H, L23/30S, L23/30DF
Foundation recommendations
Three point support (standard)
Figure 37: Resilient support
Engine
Front edge of base frame to First conical pair to alternator Front edge of base frame to
first conical pair (A)
conical (B)
alternator conical (C)
5 cyl.
1246
3623
4869
6 cyl
1246
3993
5239
7 cyl
1246
4363
5609
8 cyl
1246
4733
5979
Table 17: Dimensions and distance between conicals
The strength and the stiffness of the deck structure
must be based on the actual deck load, i.e. weight
of machinery, tanks etc. and furthermore, resonance with the free forces and moments.
Each of the three supports carries approximately
one third of the total weight of the GenSet.
An example of Standard GenSet weights can be
found in MAN ‘Marine Engine programme’
The loads for a specific GenSet /Alternator combination & situation can be calculated by MAN on
request.
When the generating sets are installed on a transverse stiffened deck structure, it is generally recommended to strengthen the deck by a longitudinal
stiffener in line with the resilient supports, see fig 1.
2016.02.18 - monocoque
For longitudinal stiffened decks it is recommended
to add transverse stiffening below the resilient supports. It is a general recommendation that the steel
foundations are in line with both the supporting
transverse and longitudinal deck structure.
Stiffness for foundation has to be minimum the following:
*
Z-direction, stiffness for foundation has to be minimum 20 times the conical stiffness
*
Y-direction, stiffness for foundation has to be minimum 10 times the conical stiffness
Example for conical stiffness:
*
RD214-45 shore A to 65 shore A - stiffness 5.100
kN/m to 11.620 kN/m (preload 30 kN - 20 deg. C)
MAN Diesel & Turbo
B 20 01 0
Recommendations concerning steel foundations for
resilient mounted GenSet
3700449-9.1
Page 2 (2)
L23/30H, L23/30S, L23/30DF
Four point support (optional)
Figure 38: Resilient support
Engine
Front edge of base frame to First conical pair to alternator Front edge of base frame to
first conical pair (A)
conical pair (B)
alternator conical pair (C)
5 cyl.
1241
2860
4101
6 cyl
1241
3230
4471
7 cyl
1241
3600
4841
8 cyl
1241
3970
5211
Table 18: Dimensions and distance between conicals
The same general considerations as for the three
point supports apply for the four point support variant: The strength and the stiffness of the deck
structure must be based on the actual deck load.
Each of the four supports carries approximately one
quarter of the total weight of the GenSet.
An example of Standard GenSet weights can be
found in MAN ‘Marine Engine programme’,
The loads for a specific GenSet /Alternator combination & situation can be calculated by MAN on
request.
As for the three point support, additional stiffeners
in the deck structure are generally recommended
below the resilient supports, additional transvers
stiffeners on a longitudinally stiffened deck & additional longitudinal stiffeners on a transversely stiffened deck.
A GenSet with four point support will require levelling, so that the resilient supports are evenly loaded.
See B 20 01 3.
Note! The more flat & level the deck supports structure is the easier the levelling process will be.
Stiffness for foundation has to be minimum the following:
*
Z-direction, stiffness for foundation has to be minimum 20 times the conical stiffness
*
Y-direction, stiffness for foundation has to be minimum 10 times the conical stiffness
Example for conical stiffness:
*
RD214-45 shore A to 65 shore A - stiffness 5.100
kN/m to 11.620 kN/m (preload 30 kN - 20 deg. C)
2016.02.18 - monocoque
MAN Diesel & Turbo
3700446-3.0
Page 1 (2)
Resilient mounting of generating sets
B 20 01 3
L23/30H
Resilient mounting of generating sets
Figure 39: Support of conicals
On resilient mounted generating sets, the diesel
engine and the generator are placed on a common
rigid base frame mounted on the ship's/erection
hall's foundation by means of resilient supports.
All connections from the generating set to the external systems should be equipped with flexible connections, and pipes, gangway etc. must not be welded to the external part of the installation.
Resilient support
A resilient mounting of the ‘monocoque’ generating
set is made with three conical mountings (optionally
Four). Their placement depends on the size of the
engine (number of cylinders).
These conical mountings are bolted to brackets on
the base frame & bolted to ‘shim’ plates which can
be welded to the deck. (see fig 1).
The conicals will yield elastically under load, this setting from unloaded to loaded condition is normally
between 5-11 mm for the conical mounting. The
exact setting can be determined by a calculation of
the conical mountings for the plant in question.
After first loading the conicals will further settle over
time (plastic deformation) the majority of this settling
will take place in the first 48 hours of loading. We
recommend that alignment & fitting is first finalized
after 48 hours of load application to ensure that this
settling has taken place.
For the ‘monocoque’ GenSet the support of the
individual conical mounting is simplified compared
to other MAN GenSets
2016.02.15 - monocoque
Figure 40: Resilient mounting of generating sets
The ‘monocoque’ GenSet can be placed directly on
a flat deck, - if this is dimensioned to carry the load
of the GenSet, - No extra support structure is
required. The conicals can adjust to local small
deflections (<5°) in the deck surface, and the three
point support is self-levelling.
(The four point mounting will require levelling of the
GenSet, so that all conicals are evenly loaded)
The support between the bottom flange of the conical and the foundation of the conical mounting is
made with a loose steel shim. This steel shim is typically supplied already mounted on the conical, and
MAN Diesel & Turbo
B 20 01 3
Resilient mounting of generating sets
3700446-3.0
Page 2 (2)
L23/30H
the GenSet may be placed directly and the shim
welded to the deck. If the GenSet must later be
moved, or if the conical shall be replaced then it can
then simply be unbolted from this shim, so that the
mounting position is retained.
Figure 41: Conical mounting
Check of Crankshaft Deflection
The resiliently mounted generating set is normally
delivered from the factory with engine and alternator
mounted on the common base frame.
Even though engine and alternator have been
adjusted by the engine builder, with the alternator
rotor placed correctly in the stator and the crankshaft deflection of the engine (autolog) within the
prescribed tolerances, it is recommended to check
the crankshaft deflection (autolog) before starting up
the GenSet.
2016.02.15 - monocoque
MAN Diesel & Turbo
3700489-4.0
Page 1 (3)
Fitting instructions for resilient mounting of GenSets
B 20 01 3
L23/30H, L23/30DF
Mounting and adjustment instructions for
new generating sets
Please refer to MAN drawing 2170160-6 ‘Holding down arrangement’ which shows the general
layout as well as components; welding & tightening data.
Starting position
Mounting & adjustment instructions for
new generating sets
Preparation
1) If the conical elements have been mounted on
the GenSet by the factory, please proceed
from point 5.
2) Ensure that the upper surface of the foundation
is free from dust, rust, oil, dirt & contamination
at the intended positions of the conical mountings. Anti-corrosion oil should be applied on
steel parts
The foundation should be:
▪ Able to support the GenSet weight. (please see
engine program for GenSet masses)
▪ Flat and level: The individual conical allows an
inclination of ±0,5 mm across its foot.
▪ Free from dust, rust, oil, dirt, particles, or other
contamination. at the intended positions of the
conical mountings. Anti-corrosion oil should be
applied to steel parts.
1
Screw, M20
2
Washer, M20
4
Conical 2
5
Screw, M20
6
Washer, M20
7
Welded plate
Figure 43: Conical mounting
Mounting
Normally the Conicals & the welding plates will be
supplied already fitted on the GenSet, if this is not
the case, or if the conicals or welding plates are
damaged and require replacement, they will need to
be fitted.
3
Conical 1
Figure 42: Conical mounting
All threads should be lubricated with Molykote.
2016.10.19 - monocoque - 3point
MAN Diesel & Turbo
B 20 01 3
Fitting instructions for resilient mounting of GenSets
3700489-4.0
Page 2 (3)
L23/30H, L23/30DF
3) Attach the 35 mm thick ‘welding plate’ to the
conical foot with M20x55 bolts (Width across
flats 30 mm) & torque these to 350Nm (see
drawing 2170160-6)
9) As only three sides of the welding plate are
welded, We recommend sealing the fourth side
to prevent corrosion from ingress of air &
water.
4) Attach the conical with welding plate to the
GenSet Base Frame with M20x40 bolts, & &
torque these to 250Nm (see drawing
2170160-6)
10) If the conical elements have not been previously loaded or have been unloaded during
transport, Let conical elements settle for 48
hours before making position critical connections.
5) When all conicals are fitted on the GenSet: Lower the generating set until it rests completely on the foundation at the final position.
6) Measure the height of the conical top part
above the base at, both lengthwise and across
the conical. (see dimension ‘A’ on figure 2) The
difference between the measured values on
opposite sides of a conical mounting should
not be more than 0.5 mm.
7) If the conical inclination is greater than 0,5mm
it is possible to correct this by lifting the conical
welding plate up at one or more points before
welding.
8) Weld the welding plates to the foundation Minimum dimension a=8mm (see drawing
2170160-6)
11) To avoid any risk of heating the conical rubber
a possible alternative procedure is to:
▪ Lower the generating set until it rests completely on the foundation at the final position.
▪ Tack-weld the welding plates in position.
▪ Loosen & remove the M20 mounting bolts
between the conical & welding plate. (pos. 5 on
drawing 2170160-6)
▪ Lift the GenSet & remove it from the area.
▪ Fully weld the welding plate to the foundation,
here it is an advantage to weld all four (4) sides.
▪ Allow the welding plate / foundation to cool.
▪ Lower the generating set into position.
▪ While it is still possible to move the GenSet, fit
the M20 mounting bolts ‘finger tight’
▪ Lower the GenSet fully.
▪ Tighten conical mounting bolts to 350Nm torque.
As access to the side of the welding plate under
the Base Frame is poor it is only specified to
weld three (3) sides this is sufficient to secure the
GenSet.
During welding, the conical, especially its rubber,
should be protected from sparks, flame or hot air
by the use of a suitable flameproof cover.
The approx. 35 mm thick plate, & foundation
structure, are a sufficient heat sink to prevent
conducted heat from affecting the conical, however in the case that the conical is getting too hot
the welding should be stopped while the assembly is allowed to cool or is cooled, when the
welding is resumed is should be with a lower
duty cycle to avoid overheating.
Settling of conical elements for 48 hours
The conical element will settle under load. This settling is much greater at the beginning of the conicals life:
▪ It can generally be expected that over 20 years,
½ of the settling will occur in the first 48 hours.
We recommend waiting 48 hours after the conical is
loaded before making connections where displacement is critical (exhaust etc.)
2016.10.19 - monocoque - 3point
MAN Diesel & Turbo
3700489-4.0
Page 3 (3)
Fitting instructions for resilient mounting of GenSets
B 20 01 3
L23/30H, L23/30DF
loading in commissioning test, transport, storage
etc. counts to this 48 hours – as long as the
conicals have received the complete weight of
the GenSet.
2016.10.19 - monocoque - 3point
MAN Diesel & Turbo
E 23 Spare parts
Page 1 (1)
2016-10-27 - en
E 23 Spare parts
MAN Diesel & Turbo
3700424-7.0
Page 1 (1)
Weight and dimensions of principal parts
E 23 00 0
L23/30DF
2016.01.06
Cylinder head approx.130 kg
Cylinder head incl. rocker arms approx. 180 kg
Piston approx. 23 kg
Cylinder liner approx. 75 kg
Connecting rod approx. 41 kg
MAN Diesel & Turbo
3700306-2.2
Page 1 (2)
Spare parts for unrestricted service
P 23 01 1
L28/32DF, L23/30DF
General
Spare parts for unrestricted service, according to the classification societies requirements/recommendations
and/or MAN Diesel & Turbo standard.
Description
Quantity 2)
Cylinder Head
Valve seat ring, inlet
O-ring
Valve seat ring, outlet
2
2
4
Valve spindles and valve gear
Conical ring
Rotocap complete
Spring, inner
Spring, outer
Valve sprindl, outlet
Valve spindle, inlet
6
6
6
6
4
2
Piston and connecting rod
Piston ring packet
Piston pin
Retaining ring
Bush for connecting rod
Connecting rod bearing 2/2
Screw for connecting rod
Nut
Screw for connecting rod
Nut
1
1
2
1
1
2
2
4
4
Frame with main bearings
Main bearing shell, 2/2
Thrust bearing ring
1
2
Fuel injection pump
Fuel injection pump, complete
1
Fuel inection valve
O-ring
O-ring
Fuel valve
5
5
5
Fuel injection pipe
Fuel injection pipe, complete
1
Cooling water connections
Seal ring
8
Gaskets
Kit for cylinder unit
2)
Quantity is in force per engine type per plant
2016.05.12
1
MAN Diesel & Turbo
P 23 01 1
Spare parts for unrestricted service
3700306-2.2
Page 2 (2)
L28/32DF, L23/30DF
Notice:
Scope of this list are subject to change and therefore the latest version of this document should always be
used, please see MAN Diesel & Turbo homepage or Extranet. Spare parts listed may also vary if optional components are selected.
Please notice that the content of spare parts for specific projects may vary from the list of standard
spare parts.
2016.05.12
MAN Diesel & Turbo
P 24 Tools
Page 1 (1)
2016-10-27 - en
P 24 Tools
Cylinder head
Name
Sketch
Supply per ship
Working
Item no
Spare
Lifting tool for cylinder head,
complete
1
014
Mounting tool for valves, complete
1
051
1
205
Description
2016-10-19 - en
Grinding tool for cylinder head
and cylinder liner
with CE-mark
L23/30DF EN
3700435-5.2
Standard tools for normal maintenance
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
1 (15)
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
Piston, connecting rod and cylinder liner
Name
Supply per ship
Working
Spare
1
021
Shackle for lifting of piston
1
033
Eye bolt for piston lift at check
of connecting rod big-end bearing
1
070
1
094
2016-10-19 - en
3700435-5.2
2 (15)
Item no
Eye screw for lifting of piston
Back stop for cylinder liner, 2
pcs
Description
Sketch
with CE-mark
L23/30DF EN
Supply per ship
Working
Guide ring for mounting of piston with flame ring
Item no
Spare
1
116
1
117
Piston ring opener
1
141
Testing mandrel for piston ring
grooves, 4.43 mm
1
153
Testing mandrel for scraper ring
grooves, 7.43 mm
1
165
Plier for piston pin lock ring
1
200
Torque spanner, 20-120 Nm
1
261
only for 900 rpm engines and
720/750 stationary engines
Guide ring for mounting of piston
2016-10-19 - en
only for 720/750 rpm marine
engines
with CE-mark
L23/30DF EN
3700435-5.2
Sketch
Description
Name
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
3 (15)
P 24 01 1
Name
Standard tools for normal maintenance
Sketch
Supply per ship
Working
4 (15)
Item no
Spare
1
273
Socket
1
381
Lifting tool for cylinder liner
1
452
Honing brush incl. wooden box
1
488
2016-10-19 - en
Torque spanner, 80-360 Nm
3700435-5.2
Description
MAN Diesel & Turbo
with CE-mark
L23/30DF EN
Sketch
Supply per ship
Working
Item no
Spare
1
511
Magnifier (30x)
1
559
Grinding tool for cylinder liner
1
655
Description
2016-10-19 - en
Funnel for honing of cylinder
liner
with CE-mark
L23/30DF EN
3700435-5.2
Name
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
5 (15)
MAN Diesel & Turbo
Operating gear for inlet valves, exhaust valves and fuel injection pumps
Name
Sketch
Supply per ship
Working
6 (15)
Item no
Spare
1
010
Feeler gauge for exhaust valves
(2 pcs)
1
022
Extractor for thrust piece on
roller guide for fuel pump
1
058
Distance piece
1
071
2016-10-19 - en
Feeler gauge for inlet valves (2
pcs)
3700435-5.2
Description
Standard tools for normal maintenance
P 24 01 1
with CE-mark
L23/30DF EN
Name
Sketch
Supply per ship
Working
Item no
Spare
1
012
Crankshaft alignment gauge
(autolog)
1
059
Dismantling tool for main bearing, 2 pieces
1
106
Lifting straps for main and guide
bearing cap, 2 pieces
1
156
Description
2016-10-19 - en
Turning rod
with CE-mark
L23/30DF EN
3700435-5.2
Crankshaft and main bearing
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
7 (15)
P 24 01 1
Name
Standard tools for normal maintenance
Sketch
Supply per ship
Working
8 (15)
Item no
Spare
1
220
Tool for upper main bearing
1
214
O-ring
1
226
2016-10-19 - en
Dismantling tool for guide bearing shells
3700435-5.2
Description
MAN Diesel & Turbo
with CE-mark
L23/30DF EN
Name
Sketch
Supply per ship
Working
Item no
Spare
1
355
Water washing of turbine side,
complete
1
481
Description
2016-10-19 - en
Container complete for water
washing of compressor side
with CE-mark
L23/30DF EN
3700435-5.2
Turbocharger system
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
9 (15)
MAN Diesel & Turbo
Fuel oil system and injection equipment
Name
Sketch
Supply per ship
Working
10 (15)
Item no
Spare
1
013
Clamping bracket for fuel injector
1
025
Clamping bracket for fuel injection pump
1
037
Fuel pipe
1
049
Fuel pipe
1
050
Spanner for fuel injection pump
1
204
Grinding tool for seat for fuel
injection valve
1
361
Extractor for fuel injector valve
1
407
2016-10-19 - en
Pressure testing pump, complete
3700435-5.2
Description
Standard tools for normal maintenance
P 24 01 1
with CE-mark
L23/30DF EN
Name
Sketch
Supply per ship
Working
Measuring device for plunger lift
Item no
Spare
1
420
Long socket spanner 1/2"
24 mm
843
Long socket spanner 1/2"
27 mm
855
Torque spanner 1/2" 50-300
Nm
902
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
Lubricating oil system
Sketch
Supply per ship
Working
Spare
1
019
Description
2016-10-19 - en
Guide bar for dismantling of
lubricating oil cooler
Item no
with CE-mark
L23/30DF EN
3700435-5.2
Name
11 (15)
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
Hydraulic tools
Name
Supply per ship
Working
806
Pressure pump, complete
with wooden box, incl item
023, 118, 096, 026
1
011
Manometer
1
023
Gasket for item 096
1
118
Quick coupling
1
096
Distributor
1
026
1
633
1
179
1
275
1
645
1
657
1
704
1
716
1
728
1
741
1
586
1
753
1
621
1
765
1
777
1
789
1
790
Quick coupling
Venting screw
Ball
Disc
Piston for hydraulic jack
Set of O-rings with back-up ring
Adjusting rod
Cylinder for hydraulic jack
Hydraulic jack as item nos 179,
275, 645, 657, 704, 716, 728,
741, 753
Spacer piece
Angle piece complete, incl item
765, 777, 789, 790
O-ring
Adapter
Coupling socket
3700435-5.2
2016-10-19 - en
Quick coupling
12 (15)
Item no
Spare
Hydraulic tools complete consisting of the following boxes:
Hydraulic tools for connecting
rod with wooden box, complete
Description
Sketch
with CE-mark
L23/30DF EN
Sketch
Supply per ship
Working
Item no
Spare
1
251
Quick coupling
1
179
Allen key, 7 mm
1
263
Venting screw
1
275
Ball
1
645
Piston for hydraulic jack
1
287
Set of O-rings with
back-up ring
1
299
Cylinder for hydraulic jack
1
310
Tommy bar
1
334
Hydraulic jack as item nos
179, 275, 287, 299, 309,
310, 645, 657, 812
1
358
Disc
1
657
Description
2016-10-19 - en
Hydraulic tools for cylinder
head with wooden box,
complete
with CE-mark
L23/30DF EN
3700435-5.2
Name
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
13 (15)
P 24 01 1
Name
Standard tools for normal maintenance
Sketch
Supply per ship
Working
14 (15)
Item no
Spare
1
405
Quick coupling
1
179
Allen key, 7 mm
1
263
Venting screw
1
275
Tommy bar
1
334
Ball
1
645
Disc
1
657
Spacer piece
1
417
Cylinder for hydraulic jack
1
429
Set of O-ring with
back-up ring
1
430
Piston for hydraulic jack
1
454
Hydraulic jack as item
179, 275, 429, 430, 454,
645, 657, 824
1
466
Guide
1
574
Hose for hydraulic tools
complete (600 mm),
4 pieces
1
501
Hose for hydraulic tools
complete (3000 mm),
1 piece
1
513
Hose (3000 mm)
1
537
Quick coupling with
protecting cap
1
549
Hose (600 mm)
1
525
Disc
1
836
2016-10-19 - en
Hydraulic tools for main
bearings with wooden box,
complete
3700435-5.2
Description
MAN Diesel & Turbo
with CE-mark
L23/30DF EN
Sketch
Supply per ship
Working
Item no
Spare
1
155
Gasket
1
167
Quick coupling
1
179
Distributing piece for main bearing, complete
1
202
Gasket
1
167
Quick coupling
1
179
Measuring device
2
533
Description
2016-10-19 - en
Distributing piece for cylinder
head, complete
with CE-mark
L23/30DF EN
3700435-5.2
Name
Standard tools for normal maintenance
P 24 01 1
MAN Diesel & Turbo
15 (15)
Cylinder head
Name
Sketch
Supply per ship
Working
Item no
Spare
1
254
Grinding table for cylinder head
with frame for floor mounting,
complete
1
301
Grinding machine for valve seat
rings
1
070
Mandrel
1
071
Cutting tool
1
072
Carbide cutting insert
1
073
Supporting spider
1
074
Description
2016-01-14 - en
Grinding table for cylinder head
with bracket for wall mounting,
complete
3700404-4.0
Additional tools
Additional tools
P 24 03 9
MAN Diesel & Turbo
1 (5)
L23/30H; L23/30S; L23/30DF EN
P 24 03 9
MAN Diesel & Turbo
Additional tools
Name
Supply per ship
Working
Item no
Spare
Grinding machine for
valve seat rings
1
222
Frequence converter
1
761
Tool holder
1
773
Turning bit
1
785
Pilot spindle incl. stabilizer
1
797
Cleaning tool
1
807
Tool holder bracket
1
819
Grinding machine for valve spindle, complete
1
285
Grinding wheel hub
1
820
Balancing apparatus
1
832
Grinding wheel dresser
1
844
Grinding wheel,
grain size 46
1
856
Grinding wheel,
grain size 80
1
868
Stabilizer
(valve stem ø10-18 mm)
1
881
1
457
3700404-4.0
2016-01-14 - en
Mounting tool for valve seat ring,
complete
Description
Sketch
2 (5)
L23/30H; L23/30S; L23/30DF EN
Sketch
Supply per ship
Working
Item no
Spare
1
504
Mandrel for dismounting of valve
guide
1
060
Grinding tool for valves
1
283
Reamer for valve guide
1
748
Description
2016-01-14 - en
Extractor for valve seat ring,
complete
3700404-4.0
Name
Additional tools
P 24 03 9
MAN Diesel & Turbo
3 (5)
L23/30H; L23/30S; L23/30DF EN
Additional tools
P 24 03 9
MAN Diesel & Turbo
Piston, connecting rod and cylinder liner
Name
Supply per ship
Working
Item no
Spare
Tools for low overhaul height of
piston, connecting rod and cylinder liner
1
655
Pull lift
1
021
1
033
1
045
1
057
Pneumatic impact spanner
1
415
Inside micrometer (cylinder
liner):
measuring range 225-250 mm
1
618
Inside micrometer (connecting
rod):
measuring range 175-200 mm
1
631
Lifting tool for cylinder liner
Collar for connecting rod
3700404-4.0
2016-01-14 - en
Shackle
Description
Sketch
4 (5)
L23/30H; L23/30S; L23/30DF EN
Fuel oil system and injection equipment
Name
Sketch
Supply per
ship
Spare
Item no
1
300
Spare
Item no
1
608
Working
Grinding tool for
fuel injection valve
Additional tools
P 24 03 9
MAN Diesel & Turbo
Hydraulic tools
Name
Sketch
Supply per
ship
Description
2016-01-14 - en
Air driven high pressure pump
for hydraulic tools
3700404-4.0
Working
5 (5)
L23/30H; L23/30S; L23/30DF EN
Hand tools
Hand tools
Name
Sketch
Supply per ship
Working
Drawing
Spare
Item no
1
019
Combination spanner,
10 mm
1
032
Combination spanner,
12 mm
1
044
Combination spanner,
13 mm
1
056
Combination spanner,
14 mm
1
068
Combination spanner,
17 mm
1
081
Combination spanner,
19 mm
1
093
Combination spanner,
22 mm
1
103
Combination spanner,
24 mm
1
115
Combination spanner,
30 mm
1
127
Combination spanner,
16 mm
1
223
Combination spanner,
18 mm
1
235
Combination spanner,
27 mm
1
402
Combination spanner,
32 mm
1
414
Set of tools, consists of:
Remarks
Hand tools
P 24 05 1
MAN Diesel & Turbo
Item 01 Ratchet
Item 02 Extension, 125 mm
Item 03 Extension, 250 mm
Item 04 Universal
2015.10.14
L23/30H; L23/30S; L23/30DF; L28/32DF; V28/32S; L28/32S EN
3700415-2.0
Description
Item 05, Sockets
double hexagon, 10 mm
double hexagon, 13 mm
double hexagon, 17 mm
double hexagon, 19 mm
double hexagon, 22 mm
internal hexagon, 5 mm
internal hexagon, 6 mm
internal hexagon, 7 mm
internal hexagon, 8 mm
internal hexagon, 10 mm
internal hexagon, 12 mm
screw driver, 1.6x10 mm
cross head screw, 2 mm
cross head screw, 3 mm
cross head screw, 4 mm
1 (3)
P 24 05 1
Name
Hand tools
Sketch
Supply per ship
Working
Drawing
Spare
Item no
Combination spanner,
36 mm
1
426
Combination spanner,
41 mm
1
438
Combination spanner,
46 mm
1
451
Tee handle 1/2" square
drive
1
139
Ratchet, 20 mm
1
140
Extension bar
1
152
Socket spanner, square
drive, size 24
1
164
Socket spanner, square
drive, size 30
1
176
Socket spanner, square
drive, size 36
1
188
Bit, hexagon socket screw,
square drive, size 8
1
247
Bit, hexagon socket screw,
square drive, size 10
1
259
Bit, hexagon socket screw,
square drive, size 12
1
260
3700415-2.0
Description
2 (3)
MAN Diesel & Turbo
2015.10.14
L23/30H; L23/30S; L23/30DF; L28/32DF; V28/32S; L28/32S EN
Remarks
Sketch
Supply per ship
Spare
Item no
Torque spanner,
20-120 Nm - 1/2"
1
272
Torque spanner,
40-200 Nm - 1/2"
1
284
Torque spanner,
60-320 Nm - 1/2"
1
296
Hexagon key 7 mm
1
331
Hexagon key 8 mm
1
343
Hexagon key 10 mm
1
355
Hexagon key 12 mm
1
367
Hexagon key 14 mm
1
379
Hexagon key 17 mm
1
380
Hexagon key 19 mm
1
392
Remarks
Description
Working
Drawing
2015.10.14
L23/30H; L23/30S; L23/30DF; L28/32DF; V28/32S; L28/32S EN
3700415-2.0
Name
Hand tools
P 24 05 1
MAN Diesel & Turbo
3 (3)
MAN Diesel & Turbo
B 50 Alternator
Page 1 (1)
2016-10-27 - en
B 50 Alternator
MAN Diesel & Turbo
3700445-1.0
Page 1 (3)
Information from the alternator supplier
G 50 02 8
L23/30H, L23/30DF, L23/30S
Installation aspects
Figure 44: Outline drawing of alternator
The following information and documentation must,
as minimum be included in the material supplied to
MAN Diesel & Turbo in order to permit design/preparation of drawings of the base frame and the general arrangement of the GenSet & torsional and linear vibration calculations for the complete GenSet.
For the mechanical design: Outline drawing of the
alternator, including alternator type and total weight,
position of centre of gravity, indication of direction
of rotation, all dimensions for installation on base
frame, external connections, covers for inspection,
terminal box, vent openings, overall dimensions,
minimum overhaul space for rotor, cooler, filter etc.
A: Air-cooled alternators:
▪ Maximum permissible ambient (inlet) temperature.
B: Water-cooled alternators:
▪ Cooling water capacity required (m3/h).
▪ Maximum water velocity (m3/sec).
▪ Pressure loss across heat exchanger (bar).
▪ Amount of water in alternator cooling system
(litres).
▪ Dimension/placement of external connections
(mm/standard).
▪ Drawing of rotor with sufficient information for
calculation of torsional vibrations, such as
moment of inertia –kgm2 for all rotating parts.
2016.02.04 - Monocoque
The drawing must show all dimensions of the
rotor shaft’s length and diameter as well as
rotor weight (kg).
C: For alternators with external lubricating of bearing(s) following information is required:
▪ Position of connections
▪ Dimension of connections
▪ Dimensions of flange connections
▪ Required lub. oil flow
▪ Required lub. oil pressure
▪ Pressure regulator (if required/delivered)
▪ Oil sight glas (if required/delivered)
If the alternator is unknown to MAN Diesel & Turbo
the following information has to be forwarded for
carrying out finite element calculations for the complete GenSet. Drawings including dimensions and
weight for:
▪ Fan wheel housing
▪ Aft end cover
▪ Stator housing
▪ Stator
▪ Shaft and rotor
MAN Diesel & Turbo
G 50 02 8
Information from the alternator supplier
3700445-1.0
Page 2 (3)
L23/30H, L23/30DF, L23/30S
Figure 45: Shaft dimension for alternator
For the electrical design
▪ Electrical wiring diagram.
▪ Load efficiency in % of loads 25%, 50%, 75%,
100%, 110% for cos 0.8 and 1.0.
▪ Power consumption
standstill heater.
of
anti-condensation
▪ Full load and no load short circuit ration.
▪ Direct axis synchronous reactance, Xd.
▪ Direct axis transient reactance, Xd’.
▪ Direct axis sub-transient reactance, Xd’’.
▪ Open circuit time constant, Tdo’’.
▪ Transient time constant. Td’.
▪ Sub-transient time constant, td’’.
2016.02.04 - Monocoque
MAN Diesel & Turbo
3700445-1.0
Page 3 (3)
Information from the alternator supplier
G 50 02 8
L23/30H, L23/30DF, L23/30S
Figure 46: Shaft dimensions for alternator, 2 bearings
2016.02.04 - Monocoque
MAN Diesel & Turbo
3700330-0.0
Page 1 (3)
Information from the alternator supplier
B 50 02 8
L23/30DF
Installation aspects
Figure 47: Outline drawing of alternator
Project information
Dimensions
Engine
Types
H
I
øJ
5-6 Cyl.
230
120
39
1280 1380
230
7-8 Cyl.
230
160
39
1500 1600
230
K
L
M
(min)
For mounting of diesel engine and alternator on a
common base frame, the alternator supplier should
fullfill the dimensions given in fig. 1. Further, inspection shutters, components and other parts to be
operated/maintained should not be placed below
the level of the alternator feet on front edge of, and
in the longitudinal direction of the alternator in the
area covered by the base frame.
Regarding air cooled alternators, the ventilating outlet should be placed above the level of the alternator feet. For water cooled alternators the flanges for
cooling water should be placed on the left side of
the alternator seen from the shaft end. The flanges
should be with counter flanges.
2014.04.02
3 sets of Project Information should be forwarded
to MAN Diesel & Turbo, according to the delivery
times stated in "Extent of Delivery".
Drawings included in the alternator Project Information must have a max. size of A3.
Project Information should as a minimum contain
the following documentation:
1. General description of alternator
2. "outline" drawing
Following information is required in order to be able
to work out drawings for base frame and general
arrangement of GenSet.
Side view and view of driving end with all main
dimensions, i.e. length, width, height, foot position,
foot width, shaft height, etc. as well as all the
dimensions of the alternator's coupling flange, alt.
groove shaft pin.
As minimum all the dimensions in fig. 1 should be
stated.
MAN Diesel & Turbo
Information from the alternator supplier
B 50 02 8
3700330-0.0
Page 2 (3)
L23/30DF
Further the "outline" drawing is to include alternator
type, total weight with placement of center of gravity in 2 directions (horizontal and vertical), direction
of revolution, terminal box position, lifting eyes venthole position for air cooled alternators and min.
overhaul space for rotor, cooler, filter, etc.
a. For water cooled alternators following
information is required:
▪ position of connections
▪ dimension of connections
▪ dimensions of flange connections
▪ cooling water capacity
▪ cooling water temperature
▪ heat dissipation
▪ cooling water
exchanger
pressure
loss
across
heat
▪ Amount of water in alt. cooling system
b. For alternators with extern lubricating
of bearing(s) following information is
required:
▪ position of connections
▪ dimension of connections
▪ dimensions of flange connections
▪ required lub. oil flow
▪ required lub. oil pressure
▪ pressure regulator (if required/delivered)
▪ oil sight glas (if required/delivered)
c. For air cooled alternators following
information is required:
Figure 48: Shaft dimension for alternator, type B16
The following components, which are part of the
complete rotor, must be mentioned:
- Shaft
- Pole wheel
- Exciter
- Ventilator
The shaft dimensions for alternator should be according to figure 2 or 3.
▪ Max. permissible ambient inlet air temp.
3. Rotor shaft drawing
Following information is required in order to be able
to work out torsional vibration calculations for the
complete GenSet.
The rotor shaft drawing must show all the dimensions of the rotor shaft's lengths and diameters as
well as information about rotor parts with regard to
mass inertia moment - GD2 or J (kgm2) and weight
(kg).
2014.04.02
MAN Diesel & Turbo
3700330-0.0
Page 3 (3)
Information from the alternator supplier
B 50 02 8
L23/30DF
In connection with the delivery of alternator, documentation and spare parts, these should be specified with our order no. and the specific yard or
project identification.
For further information, please contact MAN Diesel
& Turbo.
Figure 49: Shaft dimension for alternator, type B20
4.
Other
installation.
drawings
necessary
for
5. Spare parts list.
6. List of loose supplied components.
7. Data:
▪ Construction form
▪ Rated voltage
▪ Rated power kVA
▪ Rated current, amp
▪ Rated power factor
▪ Frequency, Hz
▪ Insulation class
▪ Load efficiency in % of nominal load at 1/4 - 1/2
- 3/4 - 1/1 load (with cos.phi. = 0.8 and 1.0)
▪ If the alternator bearings are lubricated by the
engines' intermal lub. oil system:
– Max lub. oil pressure
– Lub. oil capacity (m3/h)
– Heat radiation
Besides the above-mentioned documentation, 3
sets of alternator test reports should be forwarded.
2014.04.02
MAN Diesel & Turbo
3700329-0.1
Page 1 (1)
Engine/Alternator type
B 50 02 3
L23/30DF
General
Engine speed 720/750/900 RPM
Cylinder
Standard
Alternative option
Alternator type
Requirements
Alternator type
Requirements
5 Cyl. 720/750 rpm
B 16
None
B 20
Elastic coupling
6 Cyl. 720/750/900 rpm
B 16
None
B 20
Elastic coupling
7 Cyl. 720/750 rpm
B 16
None
B 20
Elastic coupling
7 Cyl. 900 rpm
B 20
Elastic coupling
-
-
8 Cyl. 720/750/900 rpm
B 16
None
B 20
Elastic coupling
Alternator type B 16
One bearing type, shaft end with flange.
Alternator type B 20
Two bearing types, shaft end with keyway.
One bearing shall be of the guide bearing type.
Note for Re-engineering
In case of using an existing alternator, calculation
for torsional vibrations has to be carried out before
determination concerning intermediate bearing and
elastic coupling can be established.
2016.01.29
MAN Diesel & Turbo
1699865-3.4
Page 1 (3)
Description
Alternator cable installation
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 50: Connection of cables (example)
Main cables
The resilient installation of the GenSet must be considered when fixing the alternator cables.
The cables must be installed so that no forces have
any effect on the terminal box of the alternator.
A support bracket can be welded on the engine
base frame. If this solution is chosen, the flexibility in
the cables must be between the cable tray and the
support bracket.
The free cable length from the cable tray to the
attachment on the alternator must be appropriate to
compensate for the relative movements between
the GenSet and the foundation.
2014.04.07
B/G 50 00 0
The following can be used as a guideline:
The fix point of the alternator cables must be as
close as possible to the centre line of the rotor.
Bending of the cables must follow the recommendations of the cable supplier regarding minimum
bending radius for movable cables.
If questions arise concerning the above, please do
not hesitate to contact MAN Diesel & Turbo.
Note: The responsibility for alternator cable installation lies with the Installation Contractor. The Installation Contractor has to define the dimension of the
cables with due respect to heat conditions at site,
cable routing (nearby cables), number of single
wires per phase, cable material and cable type.
MAN Diesel & Turbo
B/G 50 00 0
Alternator cable installation
1699865-3.4
Page 2 (3)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 51: Marine operation (example)
Binding radius has to be observed, and furthermore
binding radius for cables used for resilient installed
engines must be observed.
Earth cable connection
It is important to establish an electrical connecting
across the rubber dampers. The earth cable must
be installed as a connection between alternator and
ship hull for marine operation, and as a connection
between alternator and foundation for stationary
operation.
For stationary operation, the Contractor must
ensure that the foundation is grounded according to
local legislation.
Engine, base frame and alternator have internal
metallic contact to ensure earth connection. The
size of the earth cable is to be calculated on the
basis of output and safety conditions in each specific case; or must as a minimum have the same
size as the main cables.
2014.04.07
MAN Diesel & Turbo
1699865-3.4
Page 3 (3)
Alternator cable installation
B/G 50 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Figure 52: Stationary operation (example)
2014.04.07
MAN Diesel & Turbo
3700084-3.8
Page 1 (2)
Combinations of engine- and alternator layout
B/G 50 00 0
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
Engine and alternator combinations
For a GenSet the engine and alternator are fixed on
a common base frame, which is flexibly installed.
This is to isolate the GenSet vibration-wise from the
environment. As part of the GenSet design a full
FEM calculation has been done and due to this and
our experience some combinations of engine type
and alternator type concerning one - or two bearings must be avoided. In the below list all combinations can be found.
2016.02.04
Comments to possible combinations:
• : Standard
# : Option
X : Not recommended
1) : Only in combination with "top bracing" between
engine crankcase and alternator frame
2) : Need for 'topbracing' to be evaluated case by
case
MAN Diesel & Turbo
B/G 50 00 0
Combinations of engine- and alternator layout
3700084-3.8
Page 2 (2)
L28/32H, L27/38, L23/30H, L21/31, L16/24, V28/32S, L28/32DF, L23/30DF,
L16/24S, L21/31S, L23/30S, L27/38S, L28/32S
2016.02.04
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