Two-stroke Engines S60MC-C Mk 7 Project Guide

S60MC-C Mk 7 Project Guide

Two-stroke Engines

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

The information is to be considered as preliminary and is intended for the project stage only. It provides the general technical data available at the date of issue.

It should be noted that all figures, values, measurements or information about performance stated in this project guide are for guidance only and shall not be used for detailed design purposes or as a substitute for specific drawings and instructions prepared for such purposes.

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

In order to facilitate negotiations between the yard, the engine maker and the final user, a set of ‘Extent of Delivery’ forms is available in which the basic and the optional executions are specified.

This Project Guide and the ‘Extent of Delivery’ forms are available on a CD-ROM and can also be found at the Internet address www.manbw.com under ‘Quicklinks’

→ Two-stroke, from where they can be downloaded’.

3rd Edition

December 2005

Contents:

Engine Design

Engine Layout and Load Diagrams, SFOC

Turbocharger Choice

Electricity Production

Installation Aspects

Auxiliary Systems

Vibration Aspects

Instrumentation

Dispatch Pattern, Testing, Spares and Tools

Documentation

Scaled Engine Outline

6

7

4

5

8

1

2

3

9

10

11

MAN B&W Diesel A/S

Contents

Subject

1 Engine Design

Description of designation

Power, speed and SFOC

Engine power range and fuel consumption

Performance curves

Description of engine

Engine cross section

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams

Specific fuel oil consumption

Fuel consumption at an arbitrary load

Emmission Control

3 Turbocharger Choice

Turbocharger types

Cut-off or by-pass of exhaust gas

4 Power Take Off and Turbo Compound System

Power Take Off (PTO)

Power Take Off/Renk Constant Frequency (PTO/RCF)

Direct Mounted Generators/Constant Frequency Electrical (DMG/CFE)

Power Take Off/Gear Constant Ratio, BWIV/GCR

Power Take Off/Gear Constant Ratio, BWII/GCR

Turbo Compound System

5 Installation Aspects

Installation aspects

Space requirement for the engine

Crane beam for overhaul of turbocharger

Engine room crane

Overhaul with double-jib crane

Engine outline

Centre of gravity

Water and oil in engine

Gallery outline

Engine pipe connections

S60MC-C Project Guide

Page

1.01

1.02

1.03

1.04

1.05-1.12

1.13

2.01-2.13

2.14-2.18

2.19

2.20

3.01-3.09

3.10

4.01-4.03

4.04-4.11

4.12-4.15

4.15-4.16

4.16

4.17

5.01-5.03

5.04-5.07

5.08

5.09

5.10-5.11

5.12-5.17

5.18

5.19

5.20-5.28

5.29-5.37

400 000 050 198 18 52

1

MAN B&W Diesel A/S

Contents

List of counterflanges

Arrangement of holding down bolts

Profile of engine seating

Mechanical top bracing

Hydraulic top bracing

Earthing device

6 Auxiliary Systems

6.01 List of capacities

6.02 Fuel oil system

6.03 Lubricating and cooling oil system

6.04 Cylinder lubricating oil system

6.05 Cleaning system, stuffing box drain oil

6.06 Cooling water systems

6.07 Central cooling water system

6.08 Starting and control air systems

6.09 Scavenge air system

6.10 Exhaust gas system

6.11 Manoeuvring system

7 Vibration Aspects

Vibration aspects

8 Instrumentation

Instrumentation

PMI calculation systems and CoCoS

Identification of instruments

Local instrumens on engine

List of sensors for CoCoS

Location of basic measuring points on engine

Control devices on engine

Pipes on engine for basic pressure gauges and pressure switches

Panels and sensors for alarm and safety systems

Alarm sensors for UMS

Slow down sensors

Shut down functions for AMS and UMS

Heated drain box with fuel oil leakage alarm

Fuel oil leakage cut out

Oil mist detector pipes on engine


5.38-5.40

5.41

5.42-5.43

5.44-5.46

5.48-5.49

5.50

6.01.01-6.01.21

6.02.01-6.02.09

6.03.01-6.03.08

6.04.01-6.04.04

6.05.01-6.05.03

6.06.01-6.06.08

6.07.01-6.07.03

6.08.01-6.08.05

6.09.01-6.09.09

6.10.01-6.10.11

6.11.01-6.11.13

7.01-7.10

8.01-8.02

8.03

8.04

8.05-8.06

8.07-8.09

8.10-8.12

8.13

8.14

8.15

8.16-8.18

8.19

8.20

8.21

8.21

8.22

400 000 050 198 18 52

2

MAN B&W Diesel A/S

Contents

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, testing, spares and tools

Specification for painting of main engine

Dispatch patterns

Shop trial running/delivery test

List of spares, unrestricted service

Additional spare parts recommended by MAN B&W

Wearing parts

Large spare parts, dimensions and weights

List of tools

Dimensions and masses of tools

Tool panels

10 Documentation

Documentation

11 Scaled Engine Outline

Scaled engine outline


9.01-9.02

9.03

9.04-9.07

9.08

9.09

9.10-9.12

9.13-9.16

9.17

9.18-9.19

9.20-9.25

9.26

10.01-10.07

11.01-11.11

400 000 050

3

198 18 52

MAN B&W Diesel A/S

Index

Subject

ABB turbocharger (BBC)

Additional spare parts recommended by MAN B&W

Air cooler

Air cooler cleaning

Air spring pipes, exhaust valves

Alarm sensors for UMS

Alarm, slow down and shut down sensors

AMS

Arrangement of holding down bolts

Attended machinery spaces

Auxiliary blowers

Auxiliary system capacities for derated engines

Axial vibration damper

Axial vibrations

Basic symbols for piping

BBC turbocharger

BBC turbocharger, water washing, turbine side

Bearing monitoring systems

Bedplate drain pipes

By-pass flange on exhaust gas receiver

BWII/GCR

Capacities for derated engines

Capacities for PTO/RCF

Central cooling water system

Central cooling water system, capacities

Centre of gravity

Centrifuges, fuel oil

Centrifuges, lubricating oil

Chain drive

Cleaning system, stuffing box drain oil

Coefficients of resistance in exhaust pipes

Components for control room manoeuvring console

Constant ship speed lines

Control air system

Control devices

Control system for plants with CPP

400 000 050

4


Page

3.01, 3.04-3.07

9.10-9.12

1.10

6.09.06

6.08.03

8.16-8.18

8.01

8.02

5.02, 5.41

8.02

1.11, 6.09.02

6.01.07

1.07

7.08

6.01.19-6.21

3.01, 3.04-3.07

6.10.04

8.02

6.03.08

3.10

4.16

6.01.07

4.10

6.01.02, 6.01.04, 6.01.06

6.01.04, 6.01.06

5.18

6.02.07

6.03.03

1.08

6.05.01

6.10.08

6.11.07, 6.11.08

2.02

6.08.01

8.01, 8.13

6.11.05

198 18 52

MAN B&W Diesel A/S

Subject

Conventional seawater cooling system

Conventional seawater system, capacities

Cooling water systems

Crankcase venting

Cross section of engine

Cylinder lubricating oil system

Cylinder lubricators

Cylinder oil feed rate

Cylinder oils

De-aerating tank

De-aerating tank, alarm device

Delivery test, shop trial running

Derated engines, capacities

Description of engine

Designation of PTO

Dimensions and masses of tools

Directly mounted generator

Dispatch patterns

DMG/CFE

Documentation

Double-jib crane

Earthing device

El. diagram, cylinder lubricator

Electric motor for auxiliary blower

Electric motor for turning gear

Electrical panel for auxiliary blowers

Emergency control console (engine side control console)

Emergency running, turbocharger by-pass

Engine cross section

Engine description

Engine layout diagram

Engine margin

Engine outline


Engine power

Engine production and installation-relevant documentation

Engine relevant documentation

Engine room-relevant documentation

Engine seating

Engine selection guide

Engine side control console

Engine type designation

Exhaust gas amount and temperatures

Exhaust gas back-pressure, calculation

Exhaust gas boiler

Exhaust gas compensator

400 000 050

5


Page

6.06.01-6.06.03

6.01.02, 6.01.03, 6.01.05

6.06.01

6.03.08

1.13

6.03.01

1.09, 6.04.01

6.04.04

6.04.01

6.06.08

6.06.09

9.07

6.01.07

1.05

4.03

9.20-9.25

4.12

9.04

4.12

10.01

5.10-5.11

5.03, 5.50

6.04.03

6.09.05

6.08.05

6.09.04

6.11.07, 6.11.08

3.10

1.13

1.05

2.01, 2.03

2.02

5.01, 5.12-5.17

5.01, 5.29-5.37

1.03

10.07

10.04

10.05-10.06

5.02, 5.42-5.43

10.01

6.11.07, 6.11.08

1.01

6.01.13

6.10.08

6.10.06

6.10.06

198 18 52

MAN B&W Diesel A/S

Subject

Instruments, list of

Insulation of fuel oil pipes

Jacket water cooling system

Jacket water preheater

Kongsberg Norcontrol electronic governor

Large spare parts, dimensions and masses

Layout diagram

Light running propeller

List of capacities

List of flanges

List of instruments

List of lubricating oils

List of spare parts, unrestricted service

List of tools

List of weights and dimensions

Load change dependent lubricator

Load diagram

Local instruments

Location of basic measuring points on engine

Lubricating and cooling oil pipes

Lubricating and cooling oil system

Lubricating oil centrifuges

Lubricating oil consumption

Lubricating oil outlet

Lubricating oil system for RCF gear

Lubricating oil tank

Lubricating oils

MAN B&W turbocharger

MAN B&W turbocharger, water washing, turbine side

Manoeuvring console, instruments

Manoeuvring system

Manoeuvring system, reversible engine with CPP

Manoeuvring system, reversible engine with FPP

Masses and centre of gravity

Measuring of back-pressure

Mechanical top bracing

Mitsubishi turbochargers

Moment compensators

NABCO governor

Necessary capacities of auxiliary machinery

Norcontrol electronic governor

Oil mist detector pipes on engine

Optimising point

Overcritical running

Overhaul of engine

400 000 050

6


Page

8.05-8.06

6.02.04

6.06.04

6.06.07

1.09, 6.95

9.17

2.01, 2.03

2.02

6.01.03-6.01.06

5.38-5.40

8.05-8.06

6.03.03

9.09

9.18-9.19

9.07

6.04.02

2.03

8.01, 8.05-8.06

8.11-8.12

6.03.02

6.03.01

6.03.03

1.02, 1.03

6.03.06-6.03.07

4.11

6.03.07

6.03.03

3.01-3.03

6.10.04

6.11.11

1.09, 6.11.04

6.11.05

6.11.04

5.18-9.06

6.10.10

5.02, 5.44-5.46

308-3.09

1.08

1.09

6.01.03-6.01.06

1.09

8.22

2.03

7.09

5.01

198 18 52

MAN B&W Diesel A/S

Subject

Painting of main engine

Panels and sensors for alarm and safety systems

Partial by-pass valves

Performance curves

Pipes on engine for basic pressure gauges and switches

Piping arrangements

Piston rod unit

PMI

Power related unbalance, (PRU)

Power take off, (PTO)

Power,speed and SFOC


Project guides

Project support

Propeller curve

PTO

PTO/RCF

Pump capacities for derated engines

Pump pressures

PTO/BWII/GCR

Renk constant frequency, (RCF)

Reversing

Safety system (shut down)


Scavenge air cooler

Scavenge air pipes

Scavenge air space, drain pipes

Scavenge air system

Scavenge box drain system

Sea margin

Seawater cooling pipes

Seawater cooling system

Second order moment compensator

Second order moments

Semi-automatic lifting arr. of fuel pump roller guide

Sensors for remote indication instruments

Sequence diagram

SFOC guarantee

Shop trial running, delivery test

Shut down functions for AMS and UMS

Shut down, safety system

Side chocks

Slow down functions for UMS

400 000 050

7


Page

9.03

8.15

3.10

1.04

8.14

1.11

6.05.02

7.06

8.03

4.01

1.02

5.42-5.43

10.01

10.02

2.01

4.01

4.04

6.01.08

6.01.08

4.15-4.16

4.04

1.08

6.11.01

11.01-11.03

1.10

6.09.03

6.09.08

1.10, 6.09.01

6.09.07

2.02

6.06.03

6.06.02

7.03-7.05

7.03

8.21

8.01

6.11.12- 6.11.13

1.03, 2.15

9.08

8.20

6.11.01

5.43

8.19

198 18 52

MAN B&W Diesel A/S

Subject

Slow down system

Slow turning

Space requirements for DMG/CFE

Space requirements for the engine

Space requirements for PTO/RCF

Spare parts, dimensions and masses

Spare parts for unrestricted service


Specification for painting

Specified MCR

Standard extent of delivery

Starting air pipes

Starting air system

Starting air system, with slow turning

Starting and control air systems

Steam tracing of fuel oil pipes

Symbolic representation of instruments

Tool panels

Tools, dimensions and masses

Tools, list

Top bracing

Torsional vibration damper

Torsional vibrations

Total by-pass for emergency running

Tuning wheel

Turbocharger

Turbocharger cleaning

Turbocharger cut-out system

Turbocharger flanges

Turbocharger lubricating oil pipes

Turning gear

Unattended machinery spaces, (UMS)

Undercritical running

Variable injection timing

Vibration aspects

VIT


Wearing parts

Weights and dimensions, dispatch pattern

400 000 050

8


Page

8.01

6.11.01, 6.11.06

4.15

5.01, 5.04-5.07

4.07

9.17

9.09

1.02, 1.03, 2.14

9.03

2.02

10.03

6.08.02

1.12, 6.08

6.08.02

6.08.01

6.02.04

8.04

9.26

9.20-9.25

9.18-9.19

5.02, 5.44-5.49

1.09

7.08

3.10

1.09

1.10, 3.01

6.10.03

3.10

5.40

6.03.02

1.05, 6.08.04

8.02

7.08

1.08

7.01

1.08

5.19

9.13-9.16

5.01, 9.07

198 18 52

Engine Design 1

MAN B&W Diesel A/S

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


6

S 60 MC

- C

Design

C

Compact engine

S

Stationary plant

Concept

Engine programme

Diameter of piston in cm

C

Camshaft controlled

E

Electronic controlled (Intelligent Engine)

Stroke/bore ratio

S

Super long stroke approximately 4.0

L

Long stroke

K

Short stroke approximately 3.2

approximately 2.8

Number of cylinders

Fig. 1.01: Engine type designation

430 100 100

1.01

178 34 41-3.0

198 18 50

MAN B&W Diesel A/S S60MC-C Project Guide

Power, Speed and SFOC

S60MC-C

Bore: 600 mm

Stroke: 2400 mm

Power

L

3

L

1

L

4

L

2

Speed

Power and speed

Layout

L

3

L

4

L

1

L

2

Engine speed r/min

105

105

79

79

Mean effective pressure bar

19.0

12.2

19.0

12.2

4

9020

12280

5780

7860

6760

9200

4340

5880

5

11275

15350

7225

9825

8450

11500

5425

7350

Power

kW

BHP

Number of cylinders

6

13530

18420

8670

11790

10140

13800

6510

8820

7

15785

21490

10115

13755

11830

16100

7595

10290

8

18040

24560

11560

15720

13520

18400

8680

11760

Fuel and lubricating oil consumption

At load

Layout point

L1

L2

L3

L4


With high efficiency turbocharger

100% 80%

170

125

167

123

158

116

170

125

158

116

156

115

167

123

156

115

160

118

173

127

160

118

g/kWh

g/BHPh

With conventional turbocharger

100% 80%

173

127

170

125

159

117

170

125

159

117

Lubricating oil consumption

System oil

Approximate kg/cyl. 24 hours

Cylinder oil

g/kWh

g/BHPh

7

1.1-1.6

0.8-1.2

175 34 42-5.0

Fig. 1.02: Fuel and lubricating oil consumption

430 000 100 198 18 51

1.02


Engine Power Range and Fuel Consumption

Engine Power

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

S60MC-C.

Engine power is specified in both BHP and kW, in rounded figures, for each cylinder number and layout points L

1

, L

2

, L

3 and L

4

:

L

1

designates nominal maximum continuous rating

(nominal MCR), at 100% engine power and 100% engine speed.

L

2

, L

3 and L

4

designate layout points at the other three corners of the layout area, chosen for easy reference. The mean effective pressure is: bar kp/cm

2

L

1

–L

19.0

19.3

3

L

2

–L

4

12.2

12.4

Overload corresponds to 110% of the power at

MCR, and may be permitted for a limited period of one hour every 12 hours.

The engine power figures given in the tables remain valid up to tropical conditions at sea level, i.e.:

Tropical conditions:

Blower inlet temperature . . . . . . . . . . . . . . . . 45 °C

Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar

Seawater temperature . . . . . . . . . . . . . . . . . . 32 °C

Although the engine will develop the power specified up to tropical ambient conditions, specific fuel oil consumption varies with ambient conditions and fuel oil lower calorific value. For calculation of these changes, see the following pages.

VIT fuel pumps

This engine type is in its basic design not fitted with the Variable Injection Timing (VIT) fuel pumps, - but they can optionally (4 35 104) be equipped with VIT pumps, and in that case they can be optimised between 85 - 100% of specified MCR (point M), - see chapter 2.

SFOC guarantee

The figures given in this project guide represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values and fulfilling the IMO NO sion limitations.

x emis-

The Specific Fuel Oil Consumption (SFOC) is guaranteed for one engine load (power-speed combination), this being the one in which the engine is optimised. The guarantee is given with a margin of 5%.

As SFOC and NO x are interrelated parameters, an engine offered without fulfilling the IMO NO x limitations is subject to a tolerance of only 3% of the

SFOC

Specific fuel oil consumption (SFOC)

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

ISO 3046/1-1986:

Blower inlet temperature. . . . . . . . . . . . . . . . . 25°C

Blower inlet pressure . . . . . . . . . . . . . . . 1000 mbar

Charge air coolant temperature . . . . . . . . . . . 25 °C

Fuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

Lubricating oil data

The cylinder oil consumption figures stated in the tables are valid under normal conditions. During running-in periods and under special conditions, feed rates of up to 1.5 times the stated values should be used.

400 000 060 198 18 53

1.03


Fig. 1.03: Performance curve for S60MC-C without VIT fuel pumps

430 100 500

1.04

178 16 81-0.0

198 18 54


Description of Engine

The engines built by our licensees are in accordance with MAN B&W drawings and standards. In a few cases, some local standards may be applied; however, all spare parts are interchangeable with MAN

B&W designed parts. Some other components can differ from MAN B&W’s design because of production facilities or the application of local standard components.

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

Thrust Bearing

The chain drive and the thrust bearing are located in the aft end. The thrust bearing is of the B&W-Michell type, and consists, primarily, of a thrust collar on the crankshaft, a bearing support, and segments of steel with white metal. The thrust shaft is thus an integrated part of the crankshaft.

The propeller thrust is transferred through the thrust collar, the segments, and the bedplate, to the engine seating and end chocks. The thrust bearing is lubricated by the engine’s main lubricating oil system.

Bedplate and Main Bearing

The bedplate is made in one part with the chain drive placed at the thrust bearing in the aft end of the engine. The bedplate consists of high, welded, longitudinal girders and welded cross girders with cast steel bearing supports.

For fitting to the engine seating, long, elastic holding-down bolts, and hydraulic tightening tools, can be supplied as an option: 4 82 602 and 4 82 635, respectively.

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

The oil pan, which is made of steel plate and is welded to the bedplate, collects the return oil from the forced lubricating and cooling oil system. The oil outlets from the oil pan are normally vertical (4 40

101) and are provided with gratings.

Horizontal outlets at both ends can be arranged as an option: 4 40 102.

The main bearings consist of thin walled steel shells lined with bearing metal. The bottom shell can, by means of special tools, and hydraulic tools for lifting the crankshaft, be rotated out and in. The shells are kept in position by a bearing cap.

Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate.

The turning gear is driven by an electric motor with built-in gear and chain drive with brake. The electric motor is provided with insulation class B and enclosure IP44. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged. Engagement and disengagement of the turning gear is effected manually by an axial movement of the pinion.

A control device for turning gear, consisting of starter and manual remote control box, with 15 metres of cable, can be ordered as an option: 4 80

601.

Frame Box

The frame box is of welded design. On the exhaust side, it is provided with relief valves for each cylinder while, on the camhaft side, it is provided with a large hinged door for each cylinder.

The crosshead guides are welded on to the frame box.

430 100 042 198 18 55

1.05


The frame box is attached to the bedplate with screws. The frame box, bedplate and cylinder frame are tightened together by twin stay bolts. The stay bolts are made in one part. Two part stay bolts is an option: 4 30 132.

Cylinder Cover

The cylinder cover is of forged steel, made in one piece, and has bores for cooling water. It has a central bore for the exhaust valve and bores for fuel valves, safety valve, starting valve and indicator valve.

The cylinder cover is attached to the cylinder frame with 8 studs and nuts tightened by hydraulic jacks.

Cylinder Frame, Cylinder Liner and

Stuffing Box

The cylinder frame is cast with integrated camshaft frame and the chain drive located at the aft end. It is made of cast iron and is attached to the frame box with screws. The cylinder frame is provided with access covers for cleaning the scavenge air space and for inspection of scavenge ports and piston rings from the camshaft side. Together with the cylinder liner it forms the scavenge air space.

The cylinder frame has ducts for piston cooling oil inlet. The scavenge air receiver, chain drive, turbocharger, air cooler box and gallery brackets are located at the cylinder frame. At the bottom of the cylinder frame there is a piston rod stuffing box, which is provided with sealing rings for scavenge air, and with oil scraper rings which prevent oil from coming up into the scavenge air space.

Drains from the scavenge air space and the piston rod stuffing box are located at the bottom of the cylinder frame.

The cylinder liner is made of alloyed cast iron and is suspended in the cylinder frame with a low-situated flange. The top op the cylinder liner is bore-cooled and, just below a short cooling jacket is fitted. The cylinder liner has scavenge ports and drilled holes for cylinder lubrication.

The camshaft is embedded in bearing shells lined with white metal in the camshaft frame.

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and a valve spindle. The valve housing is of cast iron and arranged for water cooling. The housing is provided with a bottom piece of steel with a flame hardened seat. The bottom piece is water cooled. The spindle is made of Nimonic. The housing is provided with a spindle guide.

The exhaust valve is tightened to the cylinder cover with studs and nuts. The exhaust valve is opened hydraulically and closed by means of air pressure. In operation, the valve spindle slowly rotates, driven by the exhaust gas acting on small vanes fixed to the spindle. The hydraulic system consists of a piston pump mounted on the roller guide housing, a high-pressure pipe, and a working cylinder on the exhaust valve. The piston pump is activated by a cam on the camshaft.

Air sealing of the exhaust valve spindle guide is provided.

Fuel Valves, Starting Valve,

Safety Valve and Indicator Valve

Each cylinder cover is equipped with two fuel valves, one starting valve, one safety valve, and one indicator valve. The opening of the fuel valves is controlled by the fuel oil high pressure created by the fuel pumps, and the valve is closed by a spring.

An automatic vent slide allows circulation of fuel oil through the valve and high pressure pipes, and prevents the compression chamber from being filled up with fuel oil in the event that the valve spindle is sticking when the engine is stopped. Oil from the

430 100 042 198 18 55

1.06

MAN B&W Diesel A/S S60MC-C Project Guide vent slide and other drains is led away in a closed system.

The starting valve is opened by control air from the starting air distributor and is closed by a spring.

The safety valve is spring-loaded.

Indicator Drive

In its basic execution, the engine is fitted with an indicator drive.

The indicator drive consists of a cam fitted on the camshaft and a spring-loaded spindle with roller which moves up and down, corresponding to the movement of the piston within the engine cylinder.

At the top, the spindle has an eye to which the indicator cord is fastened after the indicator has been mounted on the indicator valve.

Axial Vibration Damper

The engine is fitted with an axial vibration damper, which is mounted on the fore end of the crankshaft.

The damper consists of a piston and a split-type housing located forward of the foremost main bearing. The piston is made as an integrated collar on the main journal, and the housing is fixed to the main bearing support. A mechanical device for check of the functioning of the vibration damper is fitted.

5 and 6 cylinder engines are equipped with an axial vibration monitor (4 31 117).

Plants equipped with Power Take Off at the fore end are also to be equipped with the axial vibration monitor, option: 4 31 116.

Crankshaft

The crankshaft is of the semi-built type. The semi-built type is made from forged or cast steel throws. The crankshaft incorporates the thrust shaft.

At the aft end, the crankshaft is provided with a flange for the turning wheel and for coupling to the intermediate shaft.

At the front end, the crankshaft is fitted with a flange for the fitting of a tuning wheel and/or counterweights for balancing purposes, if needed. The flange can also be used for a power take-off, if so desired. The power take-off can be supplied at extra cost, option: 4 85 000.

Coupling bolts and nuts for joining the crankshaft together with the intermediate shaft are not normally supplied. These can be ordered as an option: 4 30

602.

Connecting Rod

The connecting rod is made of forged or cast steel and provided with bearing caps for the crosshead and crankpin bearings.

The crosshead and crankpin bearing caps are secured to the connecting rod by studs and nuts which are tightened by hydraulic jacks.

The crosshead bearing consists of a set of thin-walled steel shells, lined with bearing metal.

The crosshead bearing cap is in one piece, with an angular cut-out for the piston rod.

The crankpin bearing is provided with thin-walled steel shells, lined with bearing metal. Lub. oil is supplied through ducts in the crosshead and connecting rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and piston skirt. The piston crown is made of heat-resistant steel and has four ring grooves which are hard-chrome plated on both the upper and lower surfaces of the grooves. The piston crown is with

“high topland”, i.e. the distance between the piston top and the upper piston ring has been increased.

430 100 042 198 18 55

1.07


The upper piston ring is a CPR type (Controlled

Pressure Relief) whereas the other three piston rings are with an oblique cut. The uppermost piston ring is higher than the lower ones. The piston skirt is of cast iron.

The piston rod is of forged steel and is surface-hardened on the running surface for the stuffing box. The piston rod is connected to the crosshead with four screws. The piston rod has a central bore which, in conjunction with a cooling oil pipe, forms the inlet and outlet for cooling oil.

The crosshead is of forged steel and is provided with cast steel guide shoes with white metal on the running surface.

The telescopic pipe for oil inlet and the pipe for oil outlet are mounted on the guide shoes.

The fuel oil pumps are provided with a puncture valve, which prevents high pressure from building up during normal stopping and shut down.

The fuel oil high-pressure pipes are equipped with protective hoses and are neither heated nor insulated.

Camshaft and Cams

The camshaft is made in one or two pieces depending on the number of cylinders, with fuel cams, exhaust cams, indicator cams, thrust disc and chain wheel shrunk onto the shaft.

The exhaust cams and fuel cams are of steel, with a hardened roller race. They can be adjusted and dismantled hydraulically.

Fuel Pump and Fuel Oil

High-Pressure Pipes

The engine is provided with one fuel pump for each cylinder. The fuel pump consists of a pump housing of nodular cast iron, a centrally placed pump barrel, and plunger of nitrated steel. In order to prevent fuel oil from being mixed with the lubricating oil, the pump actuator is provided with a sealing arrangement.

The pump is activated by the fuel cam, and the volume injected is controlled by turning the plunger by means of a toothed rack connected to the regulating mechanism.

In the basic design the adjustment of the pump lead is effected by inserting shims between the top cover and the pump housing.

As an option: (4 35 104) the engine can be fitted with fuel pumps with Variable Injection Timing (VIT) for optimised fuel economy at part load. The VIT principle uses the fuel regulating shaft position as the controlling parameter.

The roller guide housing is provided with a manual lifting device (4 35 130) which, during turning of the engine, can lift the roller guide free of the cam.

Chain Drive

The camshaft is driven from the crankshaft by two chains. The chain wheel is bolted on to the side of the thrust collar. The chain drive is provided with a chain tightener and guide bars to support the long chain lengths.

Reversing

Reversing of the engine takes place by means of an angular displaceable roller in the driving mechanism for the fuel pump of each engine cylinder. The reversing mechanism is activated and controlled by compressed air supplied to the engine.

The exhaust valve gear is not reversible.

2nd order Moment Compensators

These are relevant only for 4, 5 or 6-cylinder engines, and can be mounted either on the aft end or on both fore end and aft end.

The aft-end compensator consists of balance weights built into the camshaft chain drive, option: 4 31 203.

430 100 042 198 18 55

1.08


The fore-end compensator consists of balance weights driven from the fore end of the crankshaft, option: 4 31 213.

Tuning Wheel/Torsional Vibration

Damper

A tuning wheel, option: 4 31 101 or torsional vibration damper, option: 4 31 105 is to be ordered separately based upon the final torsional vibration calculations. All shaft and propeller data are to be forwarded by the yard to the engine builder, see chapter 7.

through a pipe system from an elevated tank (Yard’s supply).

Once adjusted, the lubricators will basically have a cylinder oil feed rate proportional to the engine revolutions. No-flow and level alarm devices are included. The Load Change Dependent system will automatically increase the oil feed rate in case of a sudden change in engine load, for instance during manoeuvring or rough sea conditions.

The lubricators are equipped with electric heating of cylinder lubricator.

As an alternative to the speed dependent lubricator, a speed and mean effective pressure (MEP) dependent lubricator can be fitted , option: 4 42 113 which is frequently used on plants with controllable pitch propeller.

Governor

The engine is to be provided with an electronic/mechanical governor of a make approved by MAN

B&W Diesel A/S, i.e.:

Lyngsø- Marine A/S type EGS 2000. . . . . . . . . . . . . . . option: 4 65 172

Kongsberg Norcontrol Automation A/S type DGS 8800e . . . . . . . . . . . . . option: 4 65 174

NABCO Ltd.

Type MG-800. . . . . . . . . . . . . . . . option: 4 65 175

Siemens type SIMOS SPC 55 . . . . . . . . . . option: 4 65 177

The speed setting of the actuator is determined by an electronic signal from the electronic governor based on the position of the main engine regulating handle. The actuator is connected to the fore end of the engine.

Cylinder Lubricators

The standard cylinder lubricators are both speed dependent (4 42 111) and load change dependent (4

42 120). They are controlled by the engine revolutions, and are mounted on the fore end of the engine.

The lubricators have a “built-in” capability to adjust the oil quantity. They are of the “Sight Feed Lubricator” type and are provided with a sight glass for each lubricating point. The oil is led to the lubricator

Manoeuvring System (prepared for

Bridge Control)

The engine is provided with a pneumatic/electric manoeuvring and fuel oil regulating system. The system transmits orders from the separate manoeuvring console to the engine.

The regulating system makes it possible to start, stop, and reverse the engine and to control the engine speed. The speed control handle on the manoeuvring console gives a speed-setting signal to the governor, dependent on the desired number of revolutions. At a shut down function, the fuel injection is stopped by activating the puncture valves in the fuel pumps, independent of the speed control handle’s position.

Reversing is effected by moving the speed control handle from “Stop” to “Start astern” position. Control air then moves the starting air distributor and, through an air cylinder, the displaceable roller in the driving mechanism for the fuel pump, to the

“Astern” position.

The engine is provided with a side mounted control console and instrument panel.

430 100 042 198 18 55

1.09


Gallery Arrangement

The engine is provided with gallery brackets, stanchions, railings and platforms (exclusive of ladders).

The brackets are placed at such a height that the best possible overhauling and inspection conditions are achieved. Some main pipes of the engine are suspended from the gallery brackets, and the upper gallery platform on the camshaft side is provided with two overhauling holes for piston.

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

Scavenge Air System

The air intake to the turbocharger takes place direct from the engine room through the intake silencer of the turbocharger. From the turbocharger, the air is led via the charging air pipe, air cooler and scavenge air receiver to the scavenge ports of the cylinder liners. The charging air pipe between the turbocharger and the air cooler is provided with a compensator and is heat insulated on the outside. See chapter

6.09.

The gas outlet can be 15°/30°/45°/60°/75°/90°from vertical, away from the engine. See either of options

4 59 301-309. The turbocharger is equipped with an electronic tacho system with pick-ups, converter and indicator for mounting in the engine control room.

Scavenge Air Cooler

The engine is fitted with air cooler(s) of the monoblock type, one per turbocharger for a seawater cooling system designed for a pressure of up to

2.0-2.5 bar working pressure (4 54 130) or central cooling with freshwater of maximum 4.5 bar working pressure, option: 4 54 132. The air cooler is so designed that the difference between the scavenge air temperature and the water inlet temperature (at the optimising point) can be kept at a maximum of

12°C.

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

The cooler is provided with equipment for cleaning of:

Air side:

Standard showering system (cleaning pump unit including tank and filter, yard supply)

Water side:

Cleaning brush

Exhaust Turbocharger

The engine can be fitted with MAN B&W (4 59 101)

A B B ( 4 5 9 1 0 2 ) o r M i t s u b i s h i ( 4 5 9 1 0 3 ) turbochargers arranged on the exhaust side of the engine.

Alternatively, on this engine type the turbocharger can be located on the aft end, option: 4 59 124.

The turbocharger is provided with: a) Equipment for water washing of the compressor side .

b) Equipment for dry cleaning of the turbine side.

c) Water washing on the turbine side is mounted for the MAN B&W and ABB turbochargers.

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 equalised, and the total volume of gas led further on to the turbocharger at a constant pressure.

Compensators are fitted between the exhaust valves and the receiver, and between the receiver and the turbocharger.

430 100 042 198 18 55

1.10


The exhaust gas receiver and exhaust pipes are provided with insulation, covered by galvanized steel plating.

There is a protective grating between the exhaust gas receiver and the turbocharger.

After the turbocharger, the gas is led via the exhaust gas outlet transition piece, option: 4 60 601 and a compensator, option: 4 60 610 to the external exhaust pipe system, which is yard’s supply. See also chapter 6.10.

The electric motors are of the totally enclosed, fan cooled, single speed type, with insulation min. class

B and enclosure minimum IP44.

The electrical control panel and starters for two auxiliary blowers can be delivered as an option:

4 55 650.

Auxiliary Blower

The engine is provided with two electrically-driven blowers (4 55 150). The suction side of the blowers is connected to the scavenge air space after the air cooler.

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

Both auxiliary blowers will start operating before the engine is started and will ensure sufficient scavenge air pressure to obtain a safe start.

During operation of the engine, both auxiliary blowers will start automatically each time the engine load is reduced to about 30-40%, and they will continue operating until the load again exceeds approximately 40-50%.

In cases where one of the auxiliary blowers is out of service, the other auxiliary blower will automatically compensate without any manual readjustment of the valves, thus avoiding any engine load reduction.

This is achieved by the automatically working non-return valves in the pressure side of the blowers.

Piping Arrangements

The engine is delivered with piping arrangements for:

Fuel oil

Heating of fuel oil pipes

Lubricating and piston cooling oil pipes

Cylinder lubricating oil

Lubricating of turbocharger

Cooling water to scavenge air cooler

Jacket and turbocharger cooling water

Cleaning of turbocharger

Fire extinguishing for scavenge air space

Starting air

Control air

Safety air

Oil mist detector

Various drain pipes

All piping arrangements are made of steel piping, except the control air, safety air and steam heating of fuel pipes which are made of copper.

The pipes for sea cooling water to the air cooler are of:

Galvanised steel . . . . . . . . . . . . . . . . . 4 45 130, or

Thick-walled, galvanised steel, option 4 45 131, or

Aluminium brass, . . . . . . . . . . . option 4 45 132, or

Copper nickel, . . . . . . . . . . . . . . . . option 4 45 133

In the case of central cooling, the pipes for freshwater to the air cooler are of steel.

430 100 042 198 18 55

1.11


The pipes are provided with sockets for local instruments, alarm and safety equipment and, furthermore, with a number of sockets for supplementary signal equipment.

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

Steam tracing . . . . . . . . . . . . . . . . . . . 4 35 110, or

Electrical tracing . . . . . . . . . . . option: 4 35 111, or

Thermal oil tracing . . . . . . . . . . . . option: 4 35 112

The fuel oil drain pipe is heated by jacket cooling water.

The above heating pipes are normally delivered without insulation, (4 35 120). If the engine is to be transported as one unit, insulation can be mounted as an option: 4 35 121.

The engine’s external pipe connections are in accordance with DIN and ISO standards:

• Sealed, without counterflanges in one end, and with blank counterflanges and bolts in the other end of the piping (4 30 201), or

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

• With drilled counterflanges and bolts, option:

4 30 203

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

Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or

Water mist . . . . . . . . . . . . . . . . option: 4 55 142, or

CO

2

(excluding bottles). . . . . . . . . option: 4 55 143

Starting Air Pipes

The starting air system comprises a main starting valve, a non-return valve, a bursting disc on the branch pipe to each cylinder, a starting air distributor, and a starting valve on each cylinder. The main starting valve is connected with the manoeuvring system, which controls the start of the engine. See also chapter 6.08.

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

The starting air distributor regulates the supply of control air to the starting valves so that they supply the engine cylinders with starting air in the correct firing order.

The starting air distributor has one set of starting cams for “Ahead” and one set for “Astern”, as well as one control valve for each cylinder.

430 100 042 198 18 55

1.12


Fig.1.04: Engine cross section

430 100 018

1.13

178 44 15-6.1

198 18 56

Engine Layout and Load Diagrams, SFOC 2


2 Engine Layout and Load Diagrams

Introduction

The effective brake power “P b

” of a diesel engine is proportional to the mean effective pressure p e and engine speed “n”, i.e. when using “c” as a constant:

P b

= c x p e x n so, for constant mep, the power is proportional to the speed:

P b

= c x n

1

(for constant mep)

When running with a Fixed Pitch Propeller (FPP), the power may be expressed according to the propeller law as:

P b

= c x n

3

(propeller law)

Thus, for the above examples, the brake power P b may be expressed as a power function of the speed

“n” to the power of “i”, i.e.:

P b

= c x n i

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

The power functions P b

= c x n i

, see Fig. 2.01b, will be linear functions when using logarithmic scales.

log (P b

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

178 05 40-3.0

Fig. 2.01b: Power function curves in logarithmic scales

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

Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are used, making simple diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described by means of the propeller law, i.e. the third power curve:

P b

= c x n

3

, in which:

P b

= engine power for propulsion n = propeller speed c = constant

178 05 40-3.0

Propeller design point

Normally, estimations of the necessary propeller power and speed are based on theoretical calculations for loaded ship, and often experimental tank tests, both assuming optimum operating conditions, i.e. a clean hull and good weather. The combination of speed and power obtained may be called the ship’s propeller design point (PD), placed on the

Fig. 2.01a: Straight lines in linear scales

402 000 004 198 18 57

2.01

MAN B&W Diesel A/S S60MC-C Project Guide light running propeller curve 6. See Fig. 2.02. On the other hand, some shipyards, and/or propeller manufacturers sometimes use a propeller design point

(PD’) that incorporates all or part of the so-called sea margin described below.

Fouled hull, sea margin and heavy propeller

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

When determining the necessary engine speed considering the influence of a heavy running propeller for operating at large extra ship resistance, it is recommended - compared to the clean hull and calm weather propeller curve 6 - to choose a heavier propeller curve 2 for engine layout, and the propeller curve for clean hull and calm weather in curve 6 will be said to represent a “light running” (LR) propeller.

Compared to the heavy engine layout curve 2 we recommend to use a light running of 3.0-7.0% for design of the propeller.

MP

SP

PD

HR

LR

Line 2 Propulsion curve, fouled hull and heavy weather (heavy running), recommended for engine layout

Line 6 Propulsion curve, clean hull and calm weather

(light running), for propeller layout

Specified MCR for propulsion

Continuous service rating for propulsion

Propeller design point

Heavy running

Light running

178 05 41-5.3

Fig. 2.02: Ship propulsion running points and engine layout

When the ship has sailed for some time, the hull and propeller become fouled and the hull’s resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller, i.e. the propeller will be further loaded and will be heavy running (HR).

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

If, at the same time the weather is bad, with head winds, the ship’s resistance may increase compared to operating at calm weather conditions.

Continuous service rating (S)

The Continuous service rating is the power at which the engine is normally assumed to operate, and point S is identical to the service propulsion point

(SP) unless a main engine driven shaft generator is installed.

Engine margin

Besides the sea margin, a so-called “engine margin” of some 10% is frequently added. The corresponding point is called the “specified MCR for propulsion” (MP), and refers to the fact that the power for point SP is 10% lower than for point MP. Point

MP is identical to the engine’s specified MCR point

(M) unless a main engine driven shaft generator is installed. In such a case, the extra power demand of the shaft generator must also be considered.

Note:

Light/heavy running, fouling and sea margin are overlapping terms. Light/heavy running of the propeller refers to hull and propeller deterioration and heavy weather and, –sea margin i.e. extra power to the propeller, refers to the influence of the wind and the sea. However, the degree of light running must be decided upon experience from the actual trade and hull design.

402 000 004 198 18 57

2.02


Constant ship speed lines

The constant ship speed lines a, are shown at the very top of Fig. 2.02, indicating the power required at various propeller speeds in order to keep the same ship speed, provided that, for each ship speed, the optimum propeller diameter is used, taking into consideration the total propulsion efficiency.

Engine Layout Diagram

An engine’s layout diagram is limited by two constant mean effective pressure (mep) lines L

1

-L

3 and

L

2

-L

4

, and by two constant engine speed lines L

1

-L

2 and L

3

-L

4

, see Fig. 2.02. The L

1 point refers to the engine’s nominal maximum continuous rating.

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

On the horizontal axis the engine speed and on the vertical axis the engine power are shown in percentage scales. The scales are logarithmic which means that, in this diagram, power function curves like propeller curves (3rd power), constant mean effective pressure curves (1st power) and constant ship speed curves (0.15 to 0.30 power) are straight lines.

The optimising point O is the rating at which the turbocharger is matched, and at which the engine timing and compression ratio are adjusted.

Optimising point (O) for engine with VIT

The engine can be fitted with VIT fuel pumps, option: 4 35 104, in order to improve the SFOC.

The optimising point O is placed on line 1 of the load diagram, and the optimised power can be from 85 to

100% of point M's power, when turbocharger(s) and engine timing are taken into consideration. When optimising between 93.5% and 100% of point M's power, overload running will still be possible (110% of M).

The optimising point O is to be placed inside the layout diagram. In fact, the specified MCR point M can, in special cases, be placed outside the layout diagram, but only by exceeding line L

1

-L

2

, and of course, only provided that the optimising point O is located inside the layout diagram and provided that the MCR power is not higher than the L

1 power.

Load Diagram

Specified maximum continuous rating (M)

Based on the propulsion and engine running points, as previously found, the layout diagram of a relevant main engine may be drawn-in. The specified MCR point (M) must be inside the limitation lines of the layout diagram; if it is not, the propeller speed will have to be changed or another main engine type must be chosen. Yet, in special cases point M may be located to the right of the line L

1

-L

2

, see “Optimising Point” below.

Optimising point (O) = specified MCR (M) for engine without VIT

The engine type is in its basic design not fitted with

VIT fuel pumps, so the specified MCR is the point at which the engine is optimised – point M coincides with point O.

Definitions

The load diagram, Fig. 2.03, defines the power and speed limits for continuous as well as overload operation of an installed engine having an optimising point O and a specified MCR point M that confirms the ship’s specification.

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

The service points of the installed engine incorporate the engine power required for ship propulsion and shaft generator, if installed.

402 000 004 198 18 57

2.03


Limits for continuous operation

The continuous service range is limited by four lines:

Line 3 and line 9:

Line 3 represents the maximum acceptable speed for continuous operation, i.e. 105% of A.

If, in special cases, A is located to the right of line

L

1

-L

2

, the maximum limit, however, is 105% of L

1

.

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

The above limits may in general be extended to

105%, and during trial conditions to 107%, of the nominal L

1 speed of the engine, provided the torsional vibration conditions permit.

The overspeed set-point is 109% of the speed in A, however, it may be moved to 109% of the nominal

speed in L

1

, provided that torsional vibration conditions permit.

Running above 100% of the nominal L

1 speed at a load lower than about 65% specified MCR is, however, to be avoided for extended periods. Only plants with controllable pitch propellers can reach this light running area.

Line 4:

Represents the limit at which an ample air supply is available for combustion and imposes a limitation on the maximum combination of torque and speed.

Line 5:

Represents the maximum mean effective pressure level (mep), which can be accepted for continuous operation.

Line 7:

Represents the maximum power for continuous operation.

A

M

O

100% reference point

Specified MCR point

Optimising point

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

(engine layout curve)

Line 2 Propeller curve, fouled hull and heavy weather

–heavy running (i = 3)

Line 3 Speed limit

Line 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)

Line 6 Propeller curve, clean hull and calm weather – light running (i = 3), for propeller layout

Line 7 Power limit for continuous running (i = 0)

Line 8 Overload limit

Line 9 Speed limit at sea trial

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

178 39 18-4.1

Fig. 2.03a: Engine load diagram for engine without VIT

402 000 004

2.04

178 05 42-7.3

Fig. 2.03b: Engine load diagram for engine with VIT

198 18 57


Limits for overload operation

The overload service range is limited as follows:

Line 8:

Represents the overload operation limitations.

The area between lines 4, 5, 7 and the heavy dashed line 8 is available for overload running for limited periods only (1 hour per 12 hours).

Recommendation

Continuous operation without limitations is allowed only within the area limited by lines 4, 5, 7 and 3 of the load diagram, except for CP propeller plants mentioned in the previous section.

The area between lines 4 and 1 is available for operation in shallow waters, heavy weather and during acceleration, i.e. for non-steady operation without any strict time limitation.

After some time in operation, the ship’s hull and propeller will be fouled, resulting in heavier running of the propeller, i.e. the propeller curve will move to the left from line 6 towards line 2, and extra power is required for propulsion in order to keep the ship’s speed.

In calm weather conditions, the extent of heavy running of the propeller will indicate the need for cleaning the hull and possibly polishing the propeller.

Once the specified MCR (and the optimising point) has been chosen, the capacities of the auxiliary equipment will be adapted to the specified MCR, and the turbocharger etc. will be matched to the optimised power.

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

It is therefore of utmost importance to consider, already at the project stage, if the specification should be prepared for a later power increase. This is to be indicated in item 4 02 010 of the Extent of Delivery.

Examples of the use of the Load Diagram

In the following are some examples illustrating the flexibility of the layout and load diagrams and the significant influence of the choice of the optimising point O.

The upper diagrams of the examples show engines

without VIT fuel pumps, i.e. point A = O, the lower diagrams show engines with VIT fuel pumps for which the optimising point O is normally different from the specified MCR point M as this can improve the SFOC at part load running.

Example 1 shows how to place the load diagram for an engine without shaft generator coupled to a fixed pitch propeller.

In example 2 are diagrams for the same configuration, here with the optimising point to the left of the heavy running propeller curve (2) obtaining an extra engine margin for heavy running.

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

Example 4 shows a special case with a shaft generator. In this case the shaft generator is cut off, and the

GenSets used when the engine runs at specified

MCR. This makes it possible to choose a smaller engine with a lower power output.

Example 5 shows diagrams for an engine coupled to a controllable pitch propeller, with or without a shaft generator.

Example 6 shows where to place the optimising point for an engine coupled to a controllable pitch propeller.

For a project, the layout diagram shown in Fig. 2.10

may be used for construction of the actual load diagram.

402 000 004 198 18 57

2.05


Example 1:

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

Without VIT

178 39 20-6.1

With VIT

M Specified MCR of engine

S Continuous service rating of engine

O

A

Optimising point of engine

Reference point of load diagram

MP Specified MCR for propulsion

SP Continuous service rating of propulsion

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

For engines without VIT, the optimising point O will have the same power as point M and its propeller curve 1 for engine layout will normally be selected on the engine service curve 2 (for fouled hull and heavy weather), as shown in the upper diagram of

Fig. 2.04a.

Point A of load diagram is found:

Line 1 Propeller curve through optimising point (O) is equal to line 2

Line 7 Constant power line through specified MCR (M)

Point A Intersection between line 1 and 7

178 05 44-0.6

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

For engines with VIT, the optimising point O and its propeller curve 1 will normally be selected on the engine service curve 2, see the lower diagram of Fig. 2.04a.

Point A is then found at the intersection between propeller curve 1 (2) and the constant power curve through

M, line 7. In this case point A is equal to point M.

402 000 004 198 18 57

2.06


Example 2:

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

Without VIT

178 39 23-1.0

With VIT

M

S

O

A

MP

SP

Specified MCR of engine

Continuous service rating of engine




Continuous service rating of propulsion

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

Once point A has been found in the layout diagram, the load diagram can be drawn, as shown in Fig.

2.04b and hence the actual load limitation lines of the diesel engine may be found by using the inclinations from the construction lines and the %-figures stated.


Line 1 Propeller curve through optimising point (O) is equal to line 2



178 15 46-4.6

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

A similar example 2 is shown in Fig. 2.05. In this case, the optimising point O has been selected more to the left than in example 1, obtaining an extra engine margin for heavy running operation in heavy weather conditions. In principle, the light running margin has been increased for this case.

402 000 004 198 18 57

2.07


Example 3:

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

Without VIT

178 39 25-5.1

With VIT

M

S

O




A=O Reference point of load diagram

MP Specified MCR for propulsion

SP

SG


Shaft generator power

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

In example 3 a shaft generator (SG) is installed, and therefore the service power of the engine also has to incorporate the extra shaft power required for the shaft generator’s electrical power production.

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


Line 1 Propeller curve through optimising point (O)



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

The optimising point O will be chosen on the engine service curve as shown, but can, by an approximation, be located on curve 1, through point M.

Point A is then found in the same way as in example

1, and the load diagram can be drawn as shown in

Fig. 2.06b.

178 05 48-8.6

402 000 004 198 18 57

2.08


Example 4:

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

Without VIT

178 39 28-0.1

With VIT

M

S

O

A

MP

SP

SG







Shaft generator

See text on next page.

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


Line 1 Propeller curve through optimising point (O) or point S

Point A Intersection between line 1 and line L

1

- L

3

Point M Located on constant power line 7 through point A. (A = O if the engine is without VIT) and with MP's speed.

178 06 35-1.6

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

402 000 004 198 18 57

2.09


Example 4:

Also in this special case, a shaft generator is installed but, compared to Example 3, this case has a specified MCR for propulsion, MP, placed at the top of the layout diagram, see Fig. 2.07a.

This involves that the intended specified MCR of the engine M’ will be placed outside the top of the layout diagram.

One solution could be to choose a larger diesel engine with an extra cylinder, but another and cheaper solution is to reduce the electrical power production of the shaft generator when running in the upper propulsion power range.

In choosing the latter solution, the required specified MCR power can be reduced from point M’ to point M as shown in Fig. 2.07a. Therefore, when running in the upper propulsion power range, a diesel generator has to take over all or part of the electrical power production.

However, such a situation will seldom occur, as ships are rather infrequently running in the upper propulsion power range.

Point A, having the highest possible power, is then found at the intersection of line L

1

-L

3 with line 1, see Fig. 2.07a, and the corresponding load diagram is drawn in Fig. 2.07b. Point M is found on line 7 at MP’s speed.

402 000 004

2.10

198 18 57


Example 5:

Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

Without VIT

M

S



O

A

With VIT



Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or without shaft generator

Fig. 2.08 shows two examples: on the left diagrams for an engine without VIT fuel pumps (A = O = M), on the right, for an engine with VIT fuel pumps (A = M).

Layout diagram - without shaft generator

If a controllable pitch propeller (CPP) is applied, the combinator curve (of the propeller) will normally be selected for loaded ship including sea margin.

The combinator curve may for a given propeller speed have a given propeller pitch, and this may be heavy running in heavy weather like for a fixed pitch propeller.

Therefore it is recommended to use a light running combinator curve as shown in Fig. 2.08 to obtain an increased operation margin of the diesel engine in heavy weather to the limit indicated by curves 4 and 5.

Layout diagram - with shaft generator

The hatched area in Fig. 2.08 shows the recommended speed range between 100% and 96.7% of the specified MCR speed for an engine with shaft generator running at constant speed.

The service point S can be located at any point within the hatched area.

178 39 31-4.1

The procedure shown in examples 3 and 4 for engines with FPP can also be applied here for engines with CPP running with a combinator curve.

The optimising point O for engines with VIT may be chosen on the propeller curve through point A = M with an optimised power from 85 to 100% of the specified MCR as mentioned before in the section dealing with optimising point O.

Load diagram

Therefore, when the engine’s specified MCR point

(M) has been chosen including engine margin, sea margin and the power for a shaft generator, if installed, point M may be used as point A of the load diagram, which can then be drawn.

The position of the combinator curve ensures the maximum load range within the permitted speed range for engine operation, and it still leaves a reasonable margin to the limit indicated by curves 4 and 5.

Example 6 will give a more detailed description of how to run constant speed with a CP propeller.

402 000 004 198 18 57

2.11


Example 6: Engines with VIT fuel pumps running at constant speed with controllable pitch propeller (CPP)

Fig. 2.09a Constant speed curve through M, normal and correct location of the optimising point O

Irrespective of whether the engine is operating on a propeller curve or on a constant speed curve through M, the optimising point O must be located on the propeller curve through the specified MCR point M or, in special cases, to the left of point M.

The reason is that the propeller curve 1 through the optimising point O is the layout curve of the engine, and the intersection between curve 1 and the maximum power line 7 through point M is equal to 100% power and 100% speed, point A of the load diagram

- in this case A=M.

In Fig. 2.09a the optimising point O has been placed correctly, and the step-up gear and the shaft generator, if installed, may be synchronised on the constant speed curve through M.

Fig. 2.09b: Constant speed curve through M,

wrong position of optimising point O

If the engine has been service-optimised in point O on a constant speed curve through point M, then the specified MCR point M would be placed outside the load diagram, and this is not permissible.

Fig. 2.09c: Recommended constant speed running curve, lower than speed M

In this case it is assumed that a shaft generator, if installed, is synchronised at a lower constant main engine speed (for example with speed equal to O or lower) at which improved CP propeller efficiency is obtained for part load running.

In this layout example where an improved CP propeller efficiency is obtained during extended periods of part load running, the step-up gear and the shaft generator have to be designed for the applied lower constant engine speed.

402 000 004

Constant speed service curve through M

Fig. 2.09 a: Normal procedure

Constant speed service curve through M

Fig. 2.09 b: Wrong procedure

Constant speed service curve with a speed lower than M

Fig. 2.09 c: Recommended procedure

2.12

Logarithmic scales

M: Specified MCR

O: Optimised point

A: 100% power and speed of load diagram (normally A=M)

Fig. 2.09: Running at constant speed with CPP

178 19 69-9.0

198 18 57


Fig. 2.10 contains a layout diagram that can be used for construction of the load diagram for an actual project, using the

%-figures stated and the inclinations of the lines.

Fig. 2.10: Diagram for actual project

402 000 004

2.13

178 06 86-5.0

198 18 57


Specific Fuel Oil Consumption

High efficiency/conventional turbochargers

The high efficiency turbocharger is applied to the engine in the basic design with the view to obtaining the lowest possible Specific Fuel Oil Consumption

(SFOC) values.

With a conventional turbocharger the amount of air required for combustion purposes can, however, be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. The matching of the engine and the turbocharging system is then modified, thus increasing the exhaust gas temperature by 20 °C.

This modification will lead to a 7-8% reduction in the exhaust gas amount, and involve an SFOC penalty of up to 2 g/BHPh.

So this engine is available in two versions with respect to the SFOC, see Fig. 2.11.

• (A) With conventional turbocharger, option: 4 59 107

• (B) With high efficiency turbocharger, option: 4 59 104

178 15 22-9.0

Fig. 2.11: Example of part load SFOC curves for the two engine versions

The calculation of the expected specific fuel oil consumption (SFOC) can be carried out by means of

Fig. 2.12 for fixed pitch propeller and 2.13 for controllable pitch propeller, constant speed. Throughout the whole load area the SFOC of the engine depends on where the optimising point O is chosen.

SFOC at reference conditions

The SFOC is based on the reference ambient conditions stated in ISO 3046/1-1986:

1,000 mbar ambient air pressure

25 °C ambient air temperature

25 °C scavenge air coolant temperature and is related to a fuel oil with a lower calorific value of 10,200 kcal/kg (42,700 kJ/kg).

For lower calorific values and for ambient conditions that are different from the ISO reference conditions, the SFOC will be adjusted according to the conversion factors in the below table provided that the maximum combustion pressure (P max

) is adjusted to the nominal value (left column), or if the P max is not re-adjusted to the nominal value (right column).

With

P max adjusted

Without

P max adjusted

Parameter

Scav. air coolant temperature

Condition change per 10 °C rise

SFOC change

SFOC change

+ 0.60% + 0.41%

Blower inlet temperature

Blower inlet pressure

Fuel oil lower calorific value per 10 °C rise per 10 mbar rise rise 1%

(42,700 kJ/kg)

+ 0.20% + 0.71%

- 0.02% - 0.05%

-1.00% - 1.00%

With for instance 1 °C increase of the scavenge air coolant temperature, a corresponding 1 °C in crease of the scavenge air temperature will occur and involves an SFOC increase of 0.06% if P max is adjusted.

402 000 004 198 18 57

2.14


SFOC guarantee

The SFOC guarantee refers to the above ISO reference conditions and lower calorific value, and is guaranteed for the power-speed combination in which the engine is optimised (O) and fulfilling the

IMO NO x emission limitations.

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

As SFOC and NO x are interrelated paramaters, an engine offered without fulfilling the IMO NO x limitations only has a tolerance of 3% of the SFOC.

Without/with VIT fuel pumps

This engine type is in its basic design fitted with fuel pumps without Variable Injection Timing (VIT), so the optimising point "O" has then to be at the specified MCR power "M".

VIT fuel pumps can, however, be fitted as an option:

4 35 104, and in that case they can be optimised between 85-100% of the specified MCR, point "M", as for the other large MC engine types.

Engines with VIT fuel pumps can be part-load optimised between 85-100% (normally at 93.5%) of the specified MCR.

To facilitate the graphic calculation of SFOC we use the same diagram 1 for guidance in both cases, the location of the optimising point is the only difference.

The exact SFOC calculated by our computer program will in the part load area from approx. 60-95% give a slightly improved SFOC compared to engines without VIT fuel pumps.

Examples of graphic calculation of

SFOC

Diagram 1 in figs. 2.12 and 2.13 valid for fixed pitch propeller and constant speed, respectively, shows the reduction in SFOC, relative to the SFOC at nominal rated MCR L

1

.

The solid lines are valid at 100, 80 and 50% of the optimised power (O).

The optimising point O is drawn into the abovementioned Diagram 1. A straight line along the constant mep curves (parallel to L

1

-L

3

) is drawn through the optimising point O. The line intersections of the solid lines and the oblique lines indicate the reduction in specific fuel oil consumption at 100%, 80% and 50% of the optimised power, related to the SFOC stated for the nominal MCR

(L

1

) rating at the actually available engine version.

The SFOC curve for an engine with conventional turbocharger is identical to that for an engine with high efficiency turbocharger, but located at 2 g/BHPh higher level.

In Fig. 2.14 an example of the calculated SFOC curves are shown on Diagram 2, valid for two alternative engine ratings: O

1

= 100% M and

O

2

= 85%M.

402 000 004 198 18 57

2.15


Data at nominal MCR (L

1

): S60MC-C

100% Power:

100% Speed:

High efficiency turbocharger:

Conventional turbocharger:

105

125

127

BHP r/min g/BHPh g/BHPh

Data of optimising point (O)

Power: 100% of (O)

Speed: 100% of (O)

SFOC found:

Note: Engines without VIT fuel pumps have to be optimised at the specified MCR power

178 15 92-3.0

BHP r/min g/BHPh

178 43 64-0.0

Fig. 2.12: SFOC for engine with fixed pitch propeller

402 000 004

2.16

178 43 63-9.0

198 18 57


178 15 91-1.0


1

): S60MC-C

100% Power:

100% Speed:


Conventional turbocharger:

105

125

127

BHP r/min g/BHPh g/BHPh

Data of optimising point (O)

Power: 100% of (O)

Speed: 100% of (O)

SFOC found:


BHP r/min g/BHPh

178 43 64-0.0

Fig. 2.13: SFOC for engine with constant speed

402 000 004

2.17

178 43 63-9.0

198 18 57


178 15 88-8.0


100% Power:

100% Speed:

1

): 6S60MC-C


18,420

105

125

BHP r/min g/BHPh

Data of optimising point (O) O

1

O

2

Power: 100% of O

Speed: 100% of O

SFOC found:

15,290 BHP

94.5 r/min

123.1 g/BHPh

12,996 BHP

89.5 r/min

120.7 g/BHPh

178 43 66-4.0


O

1

: Optimised in M

O

2

: Optimised at 85% of power M

Point 3: is 80% of O

2

= 0.80 x 85% of M = 68% M

Point 4: is 50% of O

2

= 0.50 x 85% of M = 42.5% M

178 43 68-8.0

Fig. 2.14: Example of SFOC for 6S60MC-C with fixed pitch propeller, high efficiency turbocharger and VIT fuel pumps

402 000 004 198 18 57

2.18


Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O, shown on this Fig., the specific fuel oil consumption in an arbitrary point S

1

, S

2 or S

3 can be estimated based on the SFOC in points “1" and ”2".

These SFOC values can be calculated by using the graphs in Fig. 2.12 for the propeller curve I and Fig.

2.13 for the constant speed curve II, obtaining the

SFOC in points 1 and 2, respectively.

Then the SFOC for point S

1 can be calculated as an interpolation between the SFOC in points “1" and

”2", and for point S

3 as an extrapolation.

The SFOC curve through points S

2

, to the left of point 1, is symmetrical about point 1, i.e. at speeds lower than that of point 1, the SFOC will also increase.

The above-mentioned method provides only an approximate figure. A more precise indication of the expected SFOC at any load can be calculated by using our computer program. This is a service which is available to our customers on request.

Fig. 2.15: SFOC at an arbitrary load

402 000 004

2.19

178 05 32-0.1

198 18 57


Emission Control

IMO NO x limits, i. e. 0-30% NO x reduction

All MC engines are delivered so as to comply with the IMO speed dependent NO x limit, measured according to ISO 8178 Test Cycles E2/E3 for Heavy

Duty Diesel Engines.

The primary method of NO x control, i.e. engine adjustment and component modification to affect the engine combustion process directly, enables reductions of up to 30% to be achieved.

The Specific Fuel Oil Consumption (SFOC) and the

NO x are interrelated parameters, and an engine offered with a guaranteed SFOC and also guaranteed to comply with the IMO NO x limitation will be subject to a 5% fuel consumption tolerance.

turbocharger(s) in order to have the optimum working temperature for the catalyst.

More detailed information can be found in our publications:

P. 331 Emissions Control, Two-stroke Low-speed

Engines

P. 333 How to deal with Emission Control.

30-50% NO x reduction

Water emulsification of the heavy fuel oil is a well proven primary method. The type of homogenizer is either ultrasonic or mechanical, using water from the freshwater generator and the water mist catcher. The pressure of the homogenised fuel has to be increased to prevent the formation of the steam and cavitation. It may be necessary to modify some of the engine components such as the fuel pumps, camshaft, and the engine control system.

Up to 95-98% NO x reduction

This reduction can be achieved by means of secondary methods, such as the SCR (Selective Catalytic Reduction), which involves an after-treatment of the exhaust gas.

Plants designed according to this method have been in service since 1990 on four vessels, using

Haldor Topsøe catalysts and ammonia as the reducing agent, urea can also be used.

The compact SCR unit can be located separately in the engine room or horizontally on top of the engine.

The compact SCR reactor is mounted before the

402 000 004 198 18 57

2.20

Turbocharger Choice 3


3. Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application of either MAN B&W, ABB or Mitsubishi (MHI) turbochargers, are matched to comply with the IMO speed dependent NO x limit, measured according to ISO 8178

Test Cycles E2/E3 for Heavy Duty Diesel Engines.

The engine is normally equipped with one or two turbochargers located on exhaust side of the engine, it can however be equipped with one turbocharger on the aft end of the engine, option: 4 59

124.

In order to clean the turbine blades and the nozzle ring assembly during operation, the exhaust gas inlet to the turbocharger(s) is provided with a dry cleaning system using nut shells and a water washing system.

The engine power, the SFOC, and the data stated in the list of capacities, etc. are valid for high efficiency turbochargers stated in Fig. 3.01a.

The amount of air required for the combustion can, however be adjusted to provide a higher exhaust gas temperature, if this is needed for the exhaust gas boiler. In this case the conventional turbochargers are to be applied, see Fig. 3.01b. The SFOC is then about 2g/BHPh higher, see section 2.

For other layout points than L

1

, the size of turbocharger may be different, depending on the point at which the engine is to to be optimised, see the following layout diagrams.

Fig. 3.02 shows the approximate limits for application of the MAN B&W turbochargers, Figs. 3.03 and

3.04 for ABB types TPL and VTR, respectively, and

Fig. 3.05 for MHI turbochargers.

Cyl.

4

5

6

7

8

MAN B&W

1 x NA57/T9

1 x NA70/T9

1 x NA70/T9

1 X NA70/T9

2 X NA57/T9

Fig. 3.01a: High efficiency turbochargers

ABB

1 x TPL77-B12

1 x TPL80-B11

1 x TPL80-B12

1 x TPL85-B11

1 x TPL85-B12

Cyl.

4

5

6

7

8

MAN B&W

1 x NA57/T9

1 x NA57/T9

1 x NA70/T9

1 X NA70/T9

1 X NA70/T9

ABB

1 x TPL77-B11

1 x TPL80-B11

1 x TPL80-B12

1 x TPL85-B11

1 x TPL85-B11

Fig. 3.01b: Conventional turbochargers, option: 4 59 107

459 100 250

3.01

ABB

1 x VTR564D

1 x VTR714D

1 x VTR714D

1 x VTR714D

2 x VTR564D

ABB

1 x VTR564D

1 x VTR564D

1 x VTR714D

1 x VTR714D

1 x VTR714D

MHI

1 x MET66SE

1 x MET66SE

1 x MET71SE

1 x MET83SE

1 x MET83SE

178 45 96-4.0

MHI

1 x MET66SD

1 x MET66SD

1 x MET71SE

1 x MET83SD

1 x MET83SD

178 45 97-6.0

198 18 58


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

459 100 250

3.02

178 44 51-4.0

198 18 58


Fig. 3.02b: Choise of conventional turbochargers, make MAN B&W, option: 4 59 107

459 100 250

3.03

178 34 45-0.0

198 18 58


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

459 100 250

3.04

178 44 56-3.0

198 18 58


Fig. 3.03b: Choice of conventional turbochargers, make ABB, type TPL, option: 4 59 107

459 100 250

3.05

178 44 57-5.0

198 18 58


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

459 100 250

3.06

178 44 60-9.0

198 18 58


Fig. 3.04b: Choice of conventional turbochargers, make ABB, type VTR, option: 4 59 107

459 100 250

3.07

178 44 61-0.0

198 18 58


Fig. 3.05a: Choice of high efficiency turbochargers, make MHI, option: 4 59 107

459 100 250

3.08

178 44 65-8.0

198 18 58


Fig. 3.05b: Choice of conventional turbochargers, make MHI

459 100 250

3.09

178 44 64-6.0

198 18 58


Cut-Off or By-Pass of Exhaust Gas

The exhaust gas can be cut-off or by-passed the turbochargers using either of the following four systems.

Turbocharger cut-out system

Option: 4 60 110

This system, Fig. 3.06, is to be investigated case by case as its application depends on the layout of the turbocharger(s), can be profitably to introduce on engines with two turbochargers if the engine is to operate for long periods at low loads of about 50% of the optimised power or below.

The advantages are:

• Reduced SFOC if one turbocharger is cut-out

• Reduced heat load on essential engine components, due to increased scavenge air pressure.

This results in less maintenance and lower spare parts requirements

• The increased scavenge air pressure permits running without auxiliary blowers down to 20-30% of specified MCR, instead of 30-40%, thus saving electrical power.

The saving in SFOC at 50% of optimised power is about 1-2 g/BHPh, while larger savings in SFOC are obtainable at lower loads.

Fig. 3.06: Position of turbocharger cut-out valves

459 100 250

3.10

178 06 93-6.0

198 18 58


Valve for partical by-pass

Option: 4 60 117

Valve for partical by-pass of the exhaust gas round the high efficiency turbocharger(s), Fig. 3.07, can be used in order to obtain improved SFOC at part loads. For engine loads above 50% of optimised power, the turbocharger allows part of the exhaust gas to be by-passed round the turbocharger, giving an increased exhaust temperature to the exhaust gas boiler.

At loads below 50% of optimised power, the by-pass closes automatically and the turbocharger works under improved conditions with high efficiency. Furthermore, the limit for activating the auxiliary blowers decreases correspondingly.

Total by-pass for emergency running

Option: 4 60 119

By-pass of the total amount of exhaust gas round the turbocharger, Fig. 3.08, is only used for emergency running in case of turbocharger failure.

This enables the engine to run at a higher load than with a locked rotor under emergency conditions.

The engine’s exhaust gas receiver will in this case be fitted with a by-pass flange of the same diameter as the inlet pipe to the turbocharger. The emergency pipe is the yard’s delivery.

178 44 67-1.0

Fig. 3.07: Valve for partical by-pass

459 100 250

178 06 69-8.0

3.11

178 06 72-1.1

Fig. 3.08: Total by-pass of exhaust for emergency running

198 18 58

Electricity Production 4


4 Electricity Production

Introduction

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

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

The machinery installed should be selected based on an economical evaluation of first cost, operating costs, and the demand of man-hours for maintenance.

In the following, technical information is given regarding main engine driven generators (PTO) and the auxiliary diesel generating sets produced by

MAN B&W.

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

Power Take Off (PTO)

With a generator coupled to a Power Take Off (PTO) from the main engine, the electricity can be produced based on the main engine’s low SFOC and use of heavy fuel oil. Several standardised PTO systems are available, see Fig. 4.01 and the designations on Fig. 4.02:

PTO/RCF

(Power Take Off/Renk Constant Frequency):

Generator giving constant frequency, based on mechanical-hydraulical speed control.

PTO/CFE

(Power Take Off/Constant Frequency Electrical):

Generator giving constant frequency, based on electrical frequency control.

PTO/GCR

(Power Take Off/Gear Constant Ratio):

Generator coupled to a constant ratio step-up gear, used only for engines running at constant speed.

The DMG/CFE (Direct Mounted Generator/Constant

Frequency Electrical) and the SMG/CFE (Shaft

Mounted Generator/Constant Frequency Electrical)

are special designs within the PTO/CFE group in which the generator is coupled directly to the main engine crankshaft and the intermediate shaft, respectively, without a gear. The electrical output of the generator is controlled by electrical frequency control.

Within each PTO system, several designs are available, depending on the positioning of the gear:

BW I:

Gear with a vertical generator mounted onto the fore end of the diesel engine, without any connections to the ship structure.

BW II:

A free-standing gear mounted on the tank top and connected to the fore end of the diesel engine, with a vertical or horizontal generator.

BW III:

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

On this type of engine, special attention has to be paid to the space requirements for the BWIII system if the turbocharger is located on the exhaust side.

BW IV:

A free-standing step-up gear connected to the intermediate shaft, with a horizontal generator.

The most popular of the gear based alternatives is the type designated BW III/RCF for plants with a fixed pitch propeller (FPP) and the BW IV/GCR for plants with a controllable pitch propeller (CPP). The

BW III/RCF requires no separate seating in the ship and only little attention from the shipyard with respect to alignment.

485 600 100 198 18 59

4.01


2a

3a

4a

Alternative types and layouts of shaft generators

1a 1b

Design Seating Total efficiency (%)

BW I/RCF On engine

(vertical generator)

88-91

5a

6a

2b

3b

4b

5b

6b

7

8

9

10

BW II/RCF

BW III/RCF

BW IV/RCF

DMG/CFE

On tank top

On engine

On tank top

On engine

SMG/CFE On tank top

88-91

88-91

88-91

84-88

84-88

BW I/GCR On engine

(vertical generator)

92

BW II/GCR On tank top 92

BW III/GCR On engine

BW IV/GCR On tank top

92

92

Fig. 4.01: Types of PTO

485 600 100

178 19 66-3.1

198 18 59

4.02


Power take off:

BW III S60-C/RCF 700-60

Fig. 4.02: Designation of PTO

485 600 100

4.03

50: 50 Hz

60: 60 Hz kW on generator terminals

RCF: Renk constant frequency unit

CFE: Electrically frequency controlled unit

GCR: Step-up gear with constant ratio

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W

178 45 49-8.0

198 18 59


PTO/RCF

Side mounted generator, BWIII/RCF

(Fig. 4.01, Alternative 3)

The PTO/RCF generator systems have been developed in close cooperation with the German gear manufacturer Renk. A complete package solution is offered, comprising a flexible coupling, a step-up gear, an epicyclic, variable-ratio gear with built-in clutch, hydraulic pump and motor, and a standard generator, see Fig. 4.03.

For marine engines with controllable pitch propellers running at constant engine speed, the hydraulic system can be dispensed with, i.e. a PTO/GCR design is normally used.

Fig. 4.03 shows the principles of the PTO/RCF arrangement. As can be seen, a step-up gear box

(called crankshaft gear) with three gear wheels is bolted directly to the frame box of the main engine.

The bearings of the three gear wheels are mounted in the gear box so that the weight of the wheels is not carried by the crankshaft. In the frame box, between the crankcase and the gear drive, space is available for tuning wheel, counterweights, axial vibration damper, etc.

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

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

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

485 600 100

4.04

178 00 45-5.0

198 18 59

MAN B&W Diesel A/S S60MC-C Project Guide female part of the toothed coupling can be moved forward, thus disconnecting the two parts of the toothed coupling.

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

The BWIII/RCF unit is an epicyclic gear with a hydrostatic superposition drive. The hydrostatic input drives the annulus of the epicyclic gear in either direction of rotation, hence continuously varying the gearing ratio to keep the generator speed constant throughout an engine speed variation of 30%. In the standard layout, this is between 100% and 70% of the engine speed at specified MCR, but it can be placed in a lower range if required.

The input power to the gear is divided into two paths

– one mechanical and the other hydrostatic – and the epicyclic differential combines the power of the two paths and transmits the combined power to the output shaft, connected to the generator. The gear is equipped with a hydrostatic motor driven by a pump, and controlled by an electronic control unit. This keeps the generator speed constant during single running as well as when running in parallel with other generators.

The multi-disc clutch, integrated into the gear input shaft, permits the engaging and disengaging of the epicyclic gear, and thus the generator, from the main engine during operation.

An electronic control system with a Renk controller ensures that the control signals to the main electrical switchboard are identical to those for the normal auxiliary generator sets. This applies to ships with automatic synchronising and load sharing, as well as to ships with manual switchboard operation.

Internal control circuits and interlocking functions between the epicyclic gear and the electronic control box provide automatic control of the functions necessary for the satisfactory operation and protection of the BWIII/RCF unit. If any monitored value exceeds the normal operation limits, a warning or an alarm is given depending upon the origin, severity and the extent of deviation from the permissible values. The cause of a warning or an alarm is shown on a digital display.

Extent of delivery for BWIII/RCF units

The delivery comprises a complete unit ready to be built-on to the main engine. Fig. 4.04 shows the required space and the standard electrical output range on the generator terminals.

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

Type

DSG

74

74

74

86

62

62

62

74

86

86

99

M2-4

L1-4

L2-4

M1-4

M2-4

L1-4

L2-4

K1-4

M1-4

L2-4

K1-4

440V

1800 kVA

707

855

1056

1271

1432

1651

1924

1942

2345

2792

3222

60Hz r/min kW

566

684

845

1017

1146

1321

1539

1554

1876

2234

2578

380V

1500 kVA

627

761

940

1137

1280

1468

1709

1844

2148

2542

2989

50Hz r/min kW

501

609

752

909

1024

1174

1368

1475

1718

2033

2391

178 34 89-3.1

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

If a main engine speed other than the nominal is required as a basis for the PTO operation, this must be taken into consideration when determining the ratio of the crankshaft gear. However, this has no influence on the space required for the gears and the generator.

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

485 600 100 198 18 59

4.05


Yard deliveries are:

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

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

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

4. An external permanent lubricating oil filling-up connection can be established in connection with the RCF unit. The system is shown in Fig. 4.07 “Lubricating oil system for RCF gear”. The dosage tank and the pertaining piping are to be delivered by the yard. The size of the dosage tank is stated in the table for RCF gear in “Necessary capacities for

PTO/RCF” (Fig. 4.06).

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

Additional capacities required for BWIII/RCF

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

485 600 100

4.06

198 18 59


178 36 29-6.0

H

S

F

G

C

D

A

B

700

2830

632

3490

3886

1682

2375

2123

390

23750

21750 kW Generator

1200

2830

632

3490

3886

1802

2375

2625

450 530

System masses (kg) with generator:

27500 39100

System masses (kg) without generator:

24850 34800

1800

2970

632

3770

4166

1922

2735

3010

2600

2970

632

3770

4166

2032

2735

4330

620

52550

47350

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

Space requirements have to be investigated case by case on plants with 2600 kW generator.

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

178 45 53-3.0

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S60/RCF

485 600 100 198 18 59

4.07


Fig. 4.05a: Engine preparations for PTO

485 600 100

4.08

178 40 42-8.0

198 18 59


Pos.

1 Special face on bedplate and frame box

Pos.

2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator housing

Pos.

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

Pos.

4 Rubber gasket placed on frame box part of face

Pos.

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

Pos.

6 Distance tubes and long bolts

Pos.

7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO maker

Pos.

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

Pos.

9 Studs and nuts for crankshaft flange

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

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

Pos. 12 Face for brackets

Pos. 13 Brackets

Pos. 14 Studs for mounting the brackets

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

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

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

Pos. 18 Intermediate shaft between crankshaft and PTO

Pos. 19 Oil sealing for intermediate shaft

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

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

Pos. no:

BWIII/RCF

BWIII/GCR, BWIII/CFE

BWII/RCF

BWII/GCR, BWII/CFE

BWI/RCF

BWI/GCR, BWI/CFE

DMG/CFE

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

A A A A B A B A A A A A B B A A

A A A A B A B

A A

A A A A A B B A

A A A

A

A

A

A

A

A

A

A

A

A

A

A

B

B

A A

A B

A B A A

A B C A B

A

A

A

A A A A

A

A

A

A: Preparations to be carried out by engine builder

B: Parts supplied by PTO-maker

C: See text of pos. no.

178 33 84-9.0

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

485 600 100 198 18 59

4.09


Crankshaft gear

lubricated from the main engine lubricating oil system

The figures are to be added to the main engine capacity list:

Nominal output of generator

Lubricating oil flow

Heat dissipation kW m

3

/h kW

700

4.1

12.1

1200

4.1

20.8

1800

4.9

31.1

2600

6.2

45.0

RCF gear with separate lubricating oil system:

Nominal output of generator

Cooling water quantity

Heat dissipation

El. power for oil pump

Dosage tank capacity

El. power for Renk-controller kW m

3

/h kW kW m 3

700

14.1

55

11.0

0.40

From main engine:

Design lub. oil pressure: 2.25 bar

Lub. oil pressure at crankshaft gear: min. 1 bar

Lub. oil working temperature: 50 °C

Lub. oil type: SAE 30

Cooling water inlet temperature: 36 °C

Pressure drop across cooler: approximately 0.5 bar

Fill pipe for lub. oil system store tank (~ø32)

Drain pipe to lub. oil system drain tank (~ø40)

Electric cable between Renk terminal at gearbox and operator control panel in switchboard: Cable type FMGCG 19 x 2 x 0.5

1200

22.1

92

15.0

0.51

1800

30.0

134

18.0

0.69

24V DC ± 10%, 8 amp

2600

39.0

180

21.0

0.95

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

485 600 100

4.10

178 33 85-0.0

198 18 59


The letters refer to the “List of flanges”, which will be extended by the engine builder, when PTO systems are built on the main engine

Fig. 4.07: Lubricating oil system for RCF gear

485 600 100

4.11

178 06 47-1.0

198 18 59


DMG/CFE Generators

Option: 4 85 259

Fig. 4.01 alternative 5, shows the DMG/CFE (Direct

Mounted Generator/Constant Frequency Electrical) which is a low speed generator with its rotor mounted directly on the crankshaft and its stator bolted on to the frame box as shown in Figs. 4.08 and 4.09.

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

The DMG/CFE system has been developed in cooperation with the German generator manufacturers

Siemens and AEG, but similar types of generators can be supplied by others, e.g. Fuji, Nishishiba and

Shinko in Japan.

For generators in the normal output range, the mass of the rotor can normally be carried by the foremost main bearing without exceeding the permissible bearing load (see Fig. 4.09), but this must be checked by the engine manufacturer in each case.

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

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

485 600 100

4.12

178 06 73-3.1

198 18 59


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

178 06 63-7.1

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

485 600 100

4.13

178 56 55-3.1

198 18 59


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

As the DMG type is directly connected to the crankshaft, it has a very low rotational speed and, consequently, the electric output current has a low frequency –normally in order of 15 Hz.

Therefore, it is necessary to use a static frequency converter between the DMG and the main switchboard. The DMG/CFE is, as standard, laid out for operation with full output between 100% and 70% and with reduced output between 70% and 50% of the engine speed at specified MCR.

Yard deliveries are:

1. Installation, i.e. seating in the ship for the synchronous condenser unit, and for the static converter cubicles

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

3. Cabling.

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

Static converter

The static converter (see Fig. 4.10) consists of a static part, i.e. thyristors and control equipment, and a rotary electric machine.

The DMG produces a three-phase alternating current with a low frequency, which varies in accordance with the main engine speed. This alternating current is rectified and led to a thyristor inverter producing a three-phase alternating current with constant frequency.

Since the frequency converter system uses a DC intermediate link, no reactive power can be supplied to the electric mains. To supply this reactive power, a synchronous condenser is used. The synchronous condenser consists of an ordinary synchronous generator coupled to the electric mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to the main engine inclusive of the synchronous condenser unit, and the static converter cubicles which are to be installed in the engine room.

The DMG/CFE can, with a small modification, be operated both as a generator and as a motor (PTI).

485 600 100 198 18 59

4.14


PTO type: BW IV/GCR

Power Take Off/Gear Constant Ratio

The shaft generator system, type BW IV/GCR, installed in the shaft line (Fig. 4.01 alternative 10) can generate power on board ships equipped with a controllable pitch propeller running at constant speed.

The PTO-system can be delivered as a tunnel gear with hollow flexible coupling or, alternatively, as a generator step-up gear with flexible coupling integrated in the shaft line.

The main engine needs no special preparation for mounting this type of PTO system if it is connected to the intermediate shaft.

The PTO-system installed in the shaft line can also be installed on ships equipped with a fixed pitch propeller or controllable pitch propeller running in combinator mode. This will, however, also require an additional Renk Constant Frequency gear (Fig.

4.01 alternative 4) or additional electrical equipment for maintaining the constant frequency of the generated electric power.

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships with a minor electrical power take off load compared to the propulsion power, up to approximately 25% of the engine power.

The hollow flexible coupling is only to be dimensioned for the maximum electrical load of the power take off system and this gives an economic advantage for minor power take off loads compared to the system with an ordinary flexible coupling integrated in the shaft line.

The hollow flexible coupling consists of flexible segments and connecting pieces, which allow replacement of the coupling segments without dismounting the shaft line, see Fig. 4.11.

Fig. 4.11: BW IV/GCR, tunnel gear

485 600 100

4.15

178 18 25-0.0

198 18 59


Generator step-up gear and flexible coupling integrated in the shaft line

For higher power take off loads, a generator step-up gear and flexible coupling integrated in the shaft line may be chosen due to first costs of gear and coupling.

The flexible coupling integrated in the shaft line will transfer the total engine load for both propulsion and electricity and must be dimensioned accordingly.

The flexible coupling cannot transfer the thrust from the propeller and it is, therefore, necessary to make the gear-box with an integrated thrust bearing.

This type of PTO-system is typically installed on ships with large electrical power consumption, e.g.

shuttle tankers.

Power Take Off/Gear Constant Ratio,

PTO type: BW II/GCR

The system Fig. 4.01 alternative 8 can generate electrical power on board ships equipped with a controllable pitch propeller, running at constant speed.

The PTO unit is mounted on the tank top at the fore end of the engine and, by virtue of its short and compact design, it requires a minimum of installation space, see Fig. 4.12. The PTO generator is activated at sea, taking over the electrical power production on board when the main engine speed has stabilised at a level corresponding to the generator frequency required on board.

The BW II/GCR cannot, as standard, be mechanically disconnected from the main engine, but a hydraulically activated clutch, including hydraulic pump, control valve and control panel, can be fitted as an option.

Fig. 4.12: Power Take Off (PTO) BW II/GCR

485 600 100

4.16

178 18 22-5.0

198 18 59


Turbo Compound System (TCS)

Option: 4 84 305

The amount of air required for the diesel engine’s combustion process can in some cases be lower than that obtainable with a high efficiency turbocharger. This makes it possible to reduce the supply of energy to the turbocharger’s turbine by bypassing exhaust gas to a power turbine for extra power generation. This system has been desigated the Turbo Compound System (TCS).

For engine loads above 50% of the optimised power, the power turbine is mechanically/hydraulically connected to the crankshaft. In this way, power is fed back to the main engine, thus reducing the total fuel oil consumption.

Owing to the decreasing amounts of exhaust gas at lower loads, the TCS power will fall. At 50% of optimised engine power, the output of the TCS/PTI unit is about 25% so the saving in the SFOC of the main engine is almost negligible.

An automatic closing of the by-pass to the TCS turbine at 50% of optimised power raises the scavenge air pressure and thus reduces the SFOC by 2-3 g/BHPh. Furthermore, the engine is able to run without auxiliary blowers at lower loads (down to about 25%) than engines with standard turbochargers (about 35%). The values given in this guide may differ slightly from the values calculated by our computer program because the latter is able to optimise the engine more exactly.

TCS/PTI

The system for MAN B&W engines is designated

TCS/PTI (Turbo Compound System/Power Take In), and is delivered as a complete unit built on to the engine. Further information is available on request.

The application of a TCS system has to be investigated by MAN B&W Diesel case by case, as it depends on the layout of the turbocharger for the specific project.

Further the power turbine has to match the turbocharger, we therefore recommand that they shall be of the same make. Today only power turbines from

MAN B&W AG are available.

Fig. 4.13: TCS/PTI (Turbo Compound System/Power

Take In)

485 600 100

4.17

Fig. 4.14: Sketch of TCS/PTI mounted on engine

198 18 59


L16/24 GenSet Data

Bore: 160 mm

5L16/24

6L16/24

7L16/24

8L16/24

9L16/24

Stroke: 240 mm

Power lay-out

1200 r/min 60 Hz 1000 r/min

Eng. kW

500

Gen. kW

475

Eng. kW

450

600

700

800

900

570

665

760

855

540

630

720

810

50 Hz

Gen. kW

430

515

600

680

770

Cyl. no A (mm) * B (mm) * C (mm)

5 (1000 rpm)

5 (1200 rpm)

6 (1000 rpm)

6 (1200 rpm)

7 (1000 rpm)

7 (1200 rpm)

8 (1000 rpm)

8 (1200 rpm)

9 (1000 rpm)

9 (1200 rpm)

2751

2751

3026

3026

3301

3301

3576

3576

3851

3851

1400

1400

1490

1490

1585

1585

1680

1680

1680

1680

4151

4151

4516

4516

4886

4886

5256

5256

5531

5531

P Free passage between the engines, width 600 mm and height 2000 mm.

Q Min. distance between engines: 1800 mm.

* Depending on alternator

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

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

Fig. 4.15a: Power and outline of L16/24

485 600 100

4.18

H (mm)

2226

2226

2226

2226

2226

2266

2266

2266

2266

2266

**Dry weight

GenSet (t)

9.5

9.5

10.5

10.5

11.4

11.4

12.4

12.4

13.1

13.1

178 33 87-4.2

178 18 59



Max. continuous rating at

1000/1200 r/min

1000/1200 r/min

ENGINE DRIVEN PUMPS

50-60 Hz

HT cooling water pump** (2.0/3.2 bar)

LT cooling water pump** (1.7/3.0 bar)

Lubricating oil (3-5.0 bar)

HEAT RADIATION

Engine

Alternator

Cyl.

Engine kW

Gen. kW m

3

/h m

3

/h m

3

/h

EXTERNAL PUMPS

Fuel oil feed pump

Fuel booster pump

COOLING CAPACITIES

Lubricating oil

Charge air LT

*Flow LT at 36°C inlet and 44°C outlet engine

Jacket cooling kW

Charge air HT kW

*Flow HT at 36°C inlet and 80°C outlet engine m

3

/h

GAS DATA

kW kW m

3

/h

Exhaust gas flow

Exhaust gas temp.

Max. allowable back press.

Air consumption

STARTING AIR SYSTEM

Air consumption per start

(4 bar)

(8 bar) m m

3

3

/h

/h kg/h

°C bar kg/h

Nm

3 kW kW

5

450/500

430/475

10.9/13.1

15.7/17.3

21/25

0.14/0.15

0.41/0.45

79/85

43/50

13.1/14.6

107/125

107/114

4.2/4.7

11/12

6

540/600

515/570

12.7/15.2

18.9/20.7

23/27

0.16/0.18

0.49/0.54

95/102

51/60

15.7/17.5

129/150

129/137

5.0/5.6

13/15

7

630/700

600/665

14.5/17.4

22.0/24.2

24/29

0.19/0.21

0.57/0.63

110/161

60/63

18.4/24.2

150/152

150/146

5.9/5.8

15/17

8

720/800

680/760

16.3/19.5

25.1/27.7

26/31

0.22/0.24

0.65/0.72

126/136

68/80

21.0/23.3

171/200

171/182

6.7/7.5

17/20

(see separate data from the alternator maker)

9

810/900

770/855

18.1/21.6

28.3/31.1

28/33

0.24/0.27

0.73/0.81

142/153

77/90

23.6/26.2

193/225

193/205

7.6/8.4

3321/3675 3985/4410 4649/4701 5314/5880 5978/6615

330 330 330 330 330

0.025

0.025

0.025

0.025

0.025

3231/3575 3877/4290 4523/4561 5170/5720 5816/6435

0.19

0.23

0.27

0.31

0.35

19/22

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

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

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

** Max. permission inlet pressure 2.0 bar.

178 33 88-6.0

Fig. 4.15b: List of capacities for L16/24

485 600 100 178 18 59

4.19


L23/30H GenSet Data

Bore: 225 mm

5L23/30H

6L23/30H

7L23/30H

8L23/30H

720 r/min

Eng. kW

650

780

910

1040

Stroke: 300 mm

60Hz

Power lay-out

750 r/min 50Hz

Gen. kW

615

Eng. kW

675

Gen. kW

645

740

865

990

810

945

1080

770

900

1025

900 r/min

Eng. kW

960

1120

1280

60Hz

Gen. kW

910

1060

1215

Cyl. no A (mm) * B (mm) * C (mm)

5 (720 rpm)

5 (750 rpm)

6 (720 rpm)

6 (750 rpm)

6 (900 rpm)

7 (720 rpm)

7 (750 rpm)

7 (900 rpm)

8 (720 rpm)

8 (750 rpm)

8 (900 rpm)

3369

3369

3738

3738

3738

4109

4109

4109

4475

4475

4475

2155

2155

2265

2265

2265

2395

2395

2395

2480

2480

2340

5524

5524

6004

6004

6004

6504

6504

6504

6959

6959

6815


Q Min. distance between engines: 2250 mm.


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


Fig. 4.16a: Power and outline of L23/30H

485 600 100

4.20

H (mm)

2383

2383

2383

2383

2815

2815

2815

2815

2815

2815

2815

**Dry weight

GenSet (t)

18.0

17.6

19.7

19.7

21.0

21.4

21.4

22.8

23.5

22.9

24.5

178 34 53-3.1

178 18 59




720/750 r/min

900 r/min

720/750 r/min

900 r/min

60/50 Hz

60 Hz

Cyl.

Engine kW

Engine kW

Gen. kW

Gen. kW

ENGINE-DRIVEN PUMPS

Fuel oil feed pump

LT cooling water pump

HT cooling water pump

Lub. oil main pump

(5.5-7.5 bar)

(1-2.5 bar)

(1-2.5 bar)

(3-5/3.5-5 bar)

720, 750/900 r/min

m 3 /h m

3

/h m 3 /h m

3

/h

5

650/675

615/645

6

780/810

960

740/770

910

7

910/945

1120

865/900

1060

8

1040/1080

1280

990/1025

1215

1.0/1.3

55/69

36/45

16/20

1.0/1.3

55/69

36/45

16/20

1.0/1.3

55/69

36/45

20/20

1.0/1.3

55/69

36/45

20/20

SEPARATE PUMPS

Fuel oil feed pump***

LT cooling water pump*

LT cooling water pump**


(4-10 bar)

(1-2.5 bar)

(1-2.5 bar)

(1-2.5 bar)

Lub. oil stand-by pump (3-5/3.5-5 bar)


LUBRICATING OIL

Heat dissipation

LT cooling water quantity*

SW LT cooling water quantity**

Lub. oil temp. inlet cooler

LT cooling water temp. inlet cooler

CHARGE AIR

Heat dissipation

LT cooling water quantity

LT cooling water inlet cooler

JACKET COOLING

Heat dissipation

HT cooling water quantity

HT cooling water temp. inlet cooler

GAS DATA

Exhaust gas flow

Exhaust gas temp.

Max. allowable back. press.

Air consumption


Air consumption per start

HEAT RADIATION

Engine

Generator m

3

/h m 3 /h m

3

/h m 3 /h m

3

/h kW m

3

/h m 3 /h

°C

°C kW m 3 /h

°C kW m

3

/h

°C kg/h

°C bar kg/h

Nm

3

0.19

35/44

48/56

20/25

14/16

69/97

5.3/6.2

18

67

36

251/310

30/38

36

182/198

20/25

77

5510/6980

310/325

0.025

5364/6732

0.30

0.23/0.29

42/52

54/63

24/30

15/17

84/117

6.4/7.5

18

67

36

299/369

36/46

36

219/239

24/30

77

6620/8370

310/325

0.025

6444/8100

0.35

0.27/0.34

48/61

60/71

28/35

16/18

98/137

7.5/8.8

18

67

36

348/428

42/53

36

257/281

28/35

77

7720/9770

310/325

0.025

7524/9432

0.40

0.30/0.39

55/70

73/85

32/40

17/19

112/158

8.5/10.1

25

67

36

395/487

48/61

36

294/323

32/40

77

8820/11160

310/325

0.025

8604/10800

0.45

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

34/42

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

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

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

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

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

178 34 54-5.1

Fig. 4.16b: List of capacities for L23/30H

485 600 100 178 18 59

4.21



Bore: 270 mm

5L27/38

6L27/38

7L27/38

8L27/38

9L27/38

Stroke: 380 mm

Power lay-out

720 r/min 60Hz 750 r/min

Eng. kW

1500

Gen. kW

1425

Eng. kW

1600

1800

2100

2400

2700

1710

1995

2280

2565

1920

2240

2560

2880

50Hz

Gen. kW

1520

1825

2130

2430

2735

Cyl. no A (mm) * B (mm) * C (mm) H (mm)

5 (720 rpm)

5 (750 rpm)

6 (720 rpm)

6 (750 rpm)

7 (720 rpm)

7 (750 rpm)

8 (720 rpm)

8 (750 rpm)

9 (720 rpm)

9 (750 rpm)

4346

4346

4791

4791

5236

5236

5681

5681

6126

6126

2486

2486

2766

2766

2766

2766

2986

2986

2986

2986

6832

6832

7557

7557

8002

8002

8667

8667

9112

9112


Q Min. distance between engines: 3000 mm. (without gallery) and 3400 mm. (with gallery)


** Weight included a standard alternator



3705

3705

3705

3717

3717

3717

3797

3797

3797

3797

485 600 100

4.22

**Dry weight

GenSet (t)

42.0

42.3

45.8

46.1

52.1

52.1

56.5

58.3

61.8

63.9

178 33 89-8.1

178 18 59




720/750 r/min

720/750 r/min

ENGINE DRIVEN PUMPS



Lubricating oil pump

60/50 Hz

(1-2.5 bar)

(1-2.5 bar)

(4.5-5.5 bar)

EXTERNAL PUMPS

Fuel oil feed pump

Fuel booster pump


(4 bar)

(8 bar)

Lubricating oil

Charge air LT

*Flow LT at 36°C inlet and 44°C outlet

Jacket cooling

Charge air HT

*Flow HT at 36°C inlet and 80°C outlet

GAS DATA

Cyl.

Engine kW

Gen. kW m m m m m kW kW m kW kW m

3

3

3

3

3

3

3

/h

/h

/h

/h

/h

/h

/h

5

1500/1600

1425/1520

36/39

36/39

30/32

0.45/0.48

1.35/1.44

264/282

150/160

35.8/38.2

264/282

299/319

11.1/11.8

6

1800/1920

1710/1825

44/46

44/46

36/38

0.54/0.58

1.62/1.73

317/338

180/192

42.9/45.8

317/338

359/383

13.3/14.2

7

2100/2240

1995/2130

51/54

51/54

42/45

0.63/0.67

1.89/2.02

370/395

210/224

50.1/53.4

370/395

419/447

15.5/16.5

8

2400/2560

2280/2430

58/62

58/62

48/51

0.72/0.77

2.16/2.30

423/451

240/256

57.2/61.1

423/451

479/511

17.7/18.9

9

2700/2880

2565/2735

65/70

65/70

54/58

0.81/0.86

2.43/2.59

476/508

270/288

64.4/68.7

476/508

539/575

19.9/21.2

Exhaust gas flow

Exhaust gas temp.

Max. allowable back press.

Air consumption


Air consumption per start kg/h

°C bar kg/h

11310/12064 13572/14476 15834/16889 18096/19302 20358/21715

350

0.025

350

0.025

350

0.025

350

0.025

350

0.025

11010/11744 13212/14093 15414/16442 17616/18790 19818/21139

Nm 3 1.78

1.82

1.86

1.90

1.94

HEAT RADIATION

Engine

Generator kW 54/57 64/69 75/80

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

86/92 kW (see separate data from the generator maker)

97/103

* The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water.

At different inlet temperature the flow will change accordingly.

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

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

** Max. permission inlet pressure 2.0 bar.


485 600 100

4.23

178 33 90-8.1

178 18 59



Bore: 280 mm

5L28/32H

6L28/32H

7L28/32H

8L28/32H

9L28/32H

Stroke: 320 mm

Power lay-out


Eng. kW

1050

Gen. kW

1000

Eng. kW

1100

1260

1470

1680

1890

1200

1400

1600

1800

1320

1540

1760

1980

50Hz

Gen. kW

1045

1255

1465

1670

1880

Cyl. no A (mm) * B (mm) * C (mm) H (mm)

5 (720 rpm)

5 (750 rpm)

6 (720 rpm)

6 (750 rpm)

7 (720 rpm)

7 (750 rpm)

8 (720 rpm)

8 (750 rpm)

9 (720 rpm)

9 (750 rpm)

4279

4279

4759

4759

5499

5499

5979

5979

6199

6199

2400

2400

2510

2510

2680

2680

2770

2770

2690

2690

6679

6679

7269

7269

8179

8179

8749

8749

8889

8889




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


Fig. 4.18a: Power and outline of L28/32H

3184

3184

3184

3184

3374

3374

3374

3374

3534

3534

485 600 100

4.24

**Dry weight

GenSet (t)

32.6

32.3

36.3

36.3

39.4

39.4

40.7

40.6

47.1

47.1

178 33 92-1.2

178 18 59




720/750 r/min

720/750 r/min


Fuel oil feed pump



Lub. oil main pump

SEPARATE PUMPS

60/50 Hz

(5.5-7.5 bar)

(1-2.5 bar)

(1-2.5 bar)

(3-5 bar)

Fuel oil feed pump***

LT cooling water pump*

LT cooling water pump**


Lub. oil stand-by pump


(4-10 bar)

(1-2.5 bar)

(1-2.5 bar)

(1-2.5 bar)

(3-5 bar)

LUBRICATING OIL

Heat dissipation

LT cooling water quantity*

SW LT cooling water quantity**

Lub. oil temp. inlet cooler

LT cooling water temp. inlet cooler

CHARGE AIR

Heat dissipation

LT cooling water quantity

LT cooling water inlet cooler

JACKET COOLING

Heat dissipation

HT cooling water quantity

HT cooling water temp. inlet cooler

GAS DATA

Cyl.

Engine kW

Gen. kW m m

3 m m m m m

3 m m

3

3

3

3

3

3

3

/h

/h

/h

/h

/h

/h

/h

/h

/h kW m

3 m m

3

3

°C

°C

/h

/h kW m 3

°C

/h kW

°C

/h

5

1050/1100

1000/1045

1.4

45

45

24

0.31

45

65

37

22

105

7.8

28

67

36

393

37

36

264

37

77

6

1260/1320

1200/1255

1.4

60

45

24

0.36

54

73

45

23

127

9.4

28

67

36

467

45

36

320

45

77

7

1470/1540

1400/1465

1.4

75

60

33

0.43

65

95

50

25

149

11.0

40

67

36

541

55

36

375

50

77

8

1680/1760

1600/1670

1.4

75

60

33

0.49

77

105

55

27

172

12.7

40

67

36

614

65

36

432

55

77

9

1890/1980

1800/1880

1.4

75

60

33

0.55

89

115

60

28

194

14.4

40

67

36

687

75

36

489

60

77

Exhaust gas flow

Exhaust gas temp.


Air consumption



°C bar kg/h

9260

305

0.025

9036

11110

305

0.025

10872

12970

305

0.025

12672

14820

305

0.025

14472

16670

305

0.025

16308

Nm

3

0.7

0.8

0.9

1.0

1.1

HEAT RADIATION

Engine

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

50

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

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

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

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

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

178 33 93-3.1

Fig. 4.18b: List of capacities for L28/32H

485 600 100 178 18 59

4.25



Bore: 320 mm

5L32/40

6L32/40

7L32/40

8L32/40

9L32/40

Stroke: 400 mm

Power lay-out


Eng. kW

2290

Gen. kW

2185

Eng. kW

2290

2750

3205

3665

4120

2625

3060

3500

3935

2750

3205

3665

4120

50Hz

Gen. kW

2185

2625

3060

3500

3935

Cyl. no

6 (720 rpm)

6 (750 rpm)

7 (720 rpm)

7 (750 rpm)

8 (720 rpm)

8 (750 rpm)

9 (720 rpm)

9 (750 rpm)

A (mm)

6340

6340

6870

6870

7400

7400

7930

7930

* B (mm)

3415

3415

3415

3415

3635

3635

3635

3635

* C (mm)

9755

9755

10285

10285

11035

11035

11565

11565




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


H (mm)

4510

4510

4510

4510

4780

4780

4780

4780


485 600 100

4.26

**Dry weight

GenSet (t)

75.0

75.0

79.0

79.0

87.0

87.0

91.0

91.0

178 34 55-7.1

178 18 59



480 kW/Cyl. - two stage air cooler


720 r/min

720 r/min




Lub. oil main pump

SEPARATE PUMPS

Fuel oil feed pump

Fuel oil booster pump

Lub. oil stand-by pump

Prelubricating oil pump




LT charge air

Lubricating oil

Flow LT at 36° C

HT charge air

Jacket cooling

Flow HT 80° C outlet engine

GAS DATA

60 Hz

(3 bar)

(3 bar)

(8 bar)

(4 bar)

(8 bar)

(8 bar)

(8 bar)

(3 bar)

(3 bar)

Cyl.

Engine kW

Gen. kW m m m m m m m m m

3

3

3

3

3

3

3

3

3

/h

/h

/h

/h

/h

/h

/h

/h

/h kW kW m 3 /h kW kW m ³ /h

6

2880

2750

36

36

75

0.9

2.6

75

19

36

36

303

394

36

801

367

36

7

3360

3210

42

42

88

1.0

3.0

88

22

42

42

354

460

42

934

428

42

8

3840

3665

48

48

100

1.2

3.5

100

26

48

48

405

526

48

1067

489

48

9

4320

4125

54

54

113

1.3

3.9

113

29

54

54

Exhaust gas flow

Exhaust gas temp.


Air consumption



°C bar kg/h

22480

360

0.025

21956

26227

360

0.025

25615

29974

360

0.025

29275

33720

360

0.025

32934

Nm 3 0.97

1.13

1.29

1.45

HEAT RADIATION

Engine

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

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

206

455

591

54

1201

550

54

178 34 56-9.0


485 600 100

4.27

178 18 59

Installation Aspects 5


5 Installation Aspects

The figures shown in this chapter are intended as an aid at the project stage. The data is subject to change without notice, and binding data is to be given by the engine builder in the “Installation Documentation” mentioned in Chapter 10.

Please note that the newest version of most of the drawings of this chapter can be downloaded from our website on www.manbw.dk under 'Products,

'Marine Power', 'Two-stroke Engines' where you then choose S60MC-C.

Space Requirements for the Engine

The space requirements stated in Figs. 5.01a-d are valid for engines rated at nominal MCR (L

1

) with turbocharger(s) on the exhaust side (4 59 122) or on the aft end, option: 4 59 124.

The additional space needed for engines equipped with TCS/PTI, PTO and PTO/PTI is available on request.

If, during the project stage, the outer dimensions of the turbochargers seem to cause problems, it is possible, for the same number of cylinders, to use turbochargers with smaller dimensions by increasing the indicated number of turbochargers by one, see Chapter 3.

Overhaul of Engine

The distances stated from the centre of the crankshaft to the crane hook are for vertical or tilted lift, see note F in Figs. 5.01b+d.

A crane beam is required for overhaul of the turbocharger, see Fig. 5.01e.

The capacity of a normal engine room crane has to be of minimum 4 tons.

A lower overhaul height is, however, available by using the MAN B&W double-jib crane, built by Danish

Crane Building ApS, shown in Figs. 5.01a+c, 5.02

and 5.03.

Please note that the distance given by using a double-jib crane is from the centre of the crankshaft to the lower edge of the deck beam, see note

E in Fig. 5.01b+d.

A double jib crane with a capacity of 2 x 2.0 tons is used for this type of engine.

The area covered by the engine room crane shall be wide enough to reach any heavy spare part required in the engine room, and the crane hook shall be able to reach the lowermost floor level in the engine room.

A special crane beam for dismantling the turbocharger shall be fitted. The lifting capacity of the crane beam for dismantling the turbocharger is stated in Fig. 6.10.08.

The overhaul tools for the engine are designed to be used with a crane hook according to DIN 15400,

June 1990, material class M and load capacity 1Am and dimensions of the single hook type according to

DIN 15401, part 1.

Engine and Gallery Outlines

The total length of the engine at the crankshaft level may vary depending on the equipment to be fitted on the fore end of the engine, such as adjustable counterweights, tuning wheel, moment compensators, TCS/PTI, PTO or PTO/PTI Figs. 5.04, 5.05, 5.08

and 5.09.

Transparent outline drawings in scale 1:100 and

1:200 are included in section 11.

430 100 030 198 18 60

5.01


Engine Masses and Centre of Gravity

The partial and total engine masses appear from

Chapter 9, “Dispatch Pattern”, to which the masses of water and oil in the engine, Fig. 5.07, are to be added. The centre of gravity is shown in Fig. 5.06, including the water and oil in the engine, but without moment compensators or TCS/PTI, PTO, PTO/PTI.

Engine Pipe Connections

The position of the external pipe connections on the engine are stated in Figs. 5.09, 5.10 and 5.11 and the corresponding lists of counterflanges for pipes and turbocharger in Figs. 5.12 and 5.13, respectively.

The flange connection on the turbocharger gas outlet is rectangular, but a transition piece to a circular form can be supplied as an option: 4 60 601.

Engine Seating and Arrangement of

Holding Down Bolts

The dimensions of the seating stated in Figs. 5.14

and 5.15 are for guidance only.

The engine is basically mounted on epoxy chocks

4 82 102 in which case the underside of the bedplate’s lower flanges has no taper.

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

“Chockfast Orange PR 610 TCF” from ITW Philadelphia Resins Corporation, USA, and

“Epocast 36" from H.A. Springer –Kiel, Germany

The engine may alternatively, be mounted on cast iron chocks (solid chocks 4 82 101), in which case the underside of the bedplate’s lower flanges is with taper 1:100.

Top Bracing

The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. When the piston of a cylinder is not exactly in its top or bottom position, the gas force from the combustion, transferred through the connecting rod will have a component acting on the crosshead and the crankshaft perpendicularly to the axis of the cylinder. Its resultant is acting on the guide shoe (or piston skirt in the case of a trunk engine), and together they form a guide force moment.

The moments may excite engine vibrations moving the engine top athwartships and causing a rocking

(excited by H-moment) or twisting (excited by

X-moment) movement of the engine.

For engines with fewer than seven cylinders, this guide force moment tends to rock the engine in transverse direction, and for engines with seven cylinders or more, it tends to twist the engine. Both forms are shown in the chapter dealing with vibrations. The guide force moments are harmless to the engine, however, they may cause annoying vibrations in the superstructure and/or engine room, if proper countermeasures are not taken.

As this system is difficult to calculate with adequate accuracy, MAN B&W Diesel recommend that top bracing is installed between the engine’s upper platform brackets and the casing side.

The top bracing is designed as a stiff connection which allows adjustment in accordance with the loading conditions of the ship.

Without top bracing, the natural frequency of the vibrating system comprising engine, ship’s bottom, and ship’s side, is often so low that resonance with the excitation source (the guide force moment) can occur close the the normal speed range, resulting in the risk of vibration.

With top bracing, such a resonance will occur above the normal speed range, as the top bracing increases the natural frequency of the abovementioned vibrating system.

430 100 030 198 18 60

5.02


The top bracing is normally placed on the exhaust side of the engine (4 83 110), but it can alternatively be placed on the camshaft side, option: 4 83 111, see Figs. 5.16 and 5.18.

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

Mechanical top bracing

The forces and deflections for calculating the transverse top bracing’s connection to the hull structure are:

Force per bracing. . . . . . . . . . . . . . . . . . . . ± 93 kN

Minimum horizontal rigidity at the link's points of attachment to the hull . . . . . . . 140 MN/m

Tightening torque at hull side. . . . . . . . . . . 170 Nm

Tightening torque at engine side . . . . . . . . 800 Nm

Hydraulic top bracing

They hydraulic trop bracings are available in two designs: with pump station, option 4 83 122, or without pump station, option 4 83 123

See Figs. 5.19, and 5.20.

The hydraulically adjustable top bracing is an alternative to our standard top bracing and is intended for application in vessels where hull deflection is foreseen to exceed the usual level.

Similar to our standard mechanical top bracing, this hydraulically adjustable top bracing is intended for one side mounting, either the exhaust side (alternative 1), or the camshaft side (alternative 2).

Force per brazing . . . . . . . . . . . . . . . . . . . . ±81 kN

Maximum horizontal deflection at the link’s points of attachment to the hull for four cylinders . . . . . . . . . . . . . . . . . . . 0.33 mm for two cylinders . . . . . . . . . . . . . . . . . . . . 0.23 mm

It should be noted that only two hydraulic cylinders are to be installed for engines with 4 to 7 cylinders and four hydraulic cylinders are to be installed for engines with 8 cylinders.

Earthing Device

In some cases, it has been found that the difference in the electrical potential between the hull and the propeller shaft (due to the propeller being immersed in seawater) has caused spark erosion on the main bearings and journals of the engine.

A potential difference of less than 80 mV is harmless to the main bearings so, in order to reduce the potential between the crankshaft and the engine structure (hull), and thus prevent spark erosion, we recommend the installation of a highly efficient earthing device.

The sketch Fig. 5.21 shows the layout of such an earthing device, i.e. a brush arrangement which is able to keep the potential difference below 50 mV.

We also recommend the installation of a shaft-hull mV-meter so that the potential, and thus the correct functioning of the device, can be checked.

430 100 030 198 18 60

5.03


Normal centreline distance for twin engine installation: 6250 mm

The dimensions given in the table (fig.501b) are in mm and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN B&W Diesel

A/S or our local representative.

178 32 81-8.1

Fig. 5.01a: Space requirement for the engine, turbocharger located on exhaust side

430 100 034 198 18 61

5.04


Cyl. No.

min.

A max.

B

C

D

E

4 5 6 7 8

6102

6577

7122

7597

8142

8617

9162

9637

10182

10657

Fore end: A minimum shows basic engine

A maximum shows engine with built on tuning wheel

For PTO: see corresponding “Space requirement”

5350 5730 5730 5730 5350 MAN B&W turbocharger

5350 5730 5730 5730 5350 ABB turbocharger

The required space to the engine room casing includes top bracing.

5350 5350 5730 5730 5730 MHI turbocharger



Dimensions according to “Turbocharger choice” at nominal MCR


3670 3705 3780 3820 3890

The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tanktop according to classification rules

9675

The distance from crankshaft centreline to lower edge of deck beam, when using MAN B&W double jib crane

F

G

H

J

K

V

10650

9925

3400 See “Top bracing arrangement”, if top bracing fitted on camshaft side





345

Vertical lift of piston, piston, one cylinder cover stud removed

Tilted lift of piston, one cylinder cover stud removed

See text

15°, 30°, 45°, 60°, 75°, 90°

Space for tightening control of holding down bolts

K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room

Max. 30° when engine room has min. headroom above the turbocharger

Fig. 5.01b: Space requirement for the engine, turbocharger located on exhaust side

430 100 034

5.05

178 32 81-8.1

198 18 61


Normal centreline distance for twin engine installation: 6250 mm

The dimensions given in the table (fig.5.01d) are in mm and are for guidance only. If the dimensions cannot be fulfilled, please contact MAN B&W Diesel

A/S or our local representative.

178 32 83-1.1

Fig. 5.01c: Space requirement for the engine, turbocharger located on aft end option: 4 59 124,

430 100 034 198 18 61

5.06


Cyl. No.

min.

A max.

B

C

D

E

4

6102

5

7122

6577 7597

6

8142

8617

3610

7

9162

9637

8

10182

10657

Fore end: A minimum shows basic engine

A maximum shows engine with built on tuning wheel

For PTO: see corresponding “Space requirement”

MAN B&W, ABB and MHI turbochargers

The required space to the engine room casing includes top bracing.

3787 4385 4522 4902

3608 4185 4322 4702

-

-


ABB turbocharger



3670 3705 3780 3820 3890

The dimension includes a cofferdam of 600 mm and must fulfil minimum height to tanktop according to classification rules

9675

The distance from crankshaft centreline to lower edge of deck beam, when using MAN B&W double jib crane

F

G

H

I

J

K

L

N

O

R

S

V

10650

9925

Vertical lift of piston, one cylinder cover stud removed

Tilted lift of piston, one cylinder cover stud removed

3400

7271 7684 7684

7189 7586 7586

7684

7586

See “Top bracing arrangement”, if top bracing fitted on camshaft side


ABB turbocharger



2552 2355 2355 2355

2282 2361 2361 2361

-

-


ABB turbocharger



345 Space for tightening control of holding down bolts

See text

K must be equal to or larger than the propeller shaft, if the propeller shaft is to be drawn into the engine room

3287 3287 3287 4287 4287 Space for air cooler element overhaul

1867

2310

1440

2250

0º,15º, 30°, 45°, 60°, 75°, 90°

The distances cover required space and hook travelling with for turbochargers NA70/T09.

Max. 15° when engine room has min. headroom above the turbocharger

1)

Space for air cooler element overhaul: 4300 mm

Fig. 5.01d: Space requirement for the engine, turbocharger located on aft end, option: 4 59 124

430 100 034

5.07

178 32 83-1.1

198 18 61


178 32 20-8.0

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

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

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

The crane beam is used for lifting the following components:

- Exhaust gas inlet casing

- Turbocharger inlet silencer

- Compressor casing

- Turbine rotor with bearings

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

The crane beam(s) is/are to be located in relation to the turbocharger(s) so that the components aroun d the gas outlet casing can be removed in connection with overhaul of the turbocharger(s).

MAN B&W turbocharger related figures

Units NA40 NA48

Type

NA57

W

HB kg mm

1000

1300

1000

1700

2000

1800

ABB turbocharger related figures

W

HB

Units kg mm

VTR454

1000

1400

Type

VTR564

2000

1700

NA70

3000

2300

VTR714

3000

2200

W

HB

Units TPL73 TPL77 TPL80 TPL85 kg 1000 1000 2500 3000 mm 800 900 1800 2000

MHI turbocharger related figure s

Type

W

Units MET53SD

MET53SE kg 1500

MET66SD

MET66SE

2500

MET83SD

MET83SE

5000

HB mm 1200 1800 2200

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

*)

The crane beam location in horizontal direction

Engines with the turbocharger(s) located on the exhaust side.

The letter ‘a’ indicates the distance between vertical centrelines of the engine and the turbocharger(s

).

*)

Engines with the turbocharger located on the aft end of engine.

The letter ‘a’ indicates the distance between vertical centrelines of the aft cylinder and the turbocharger.

The figures ‘a’ are stated on the ‘Engine Outline’ drawing

The crane beam can be bolted to brackets that are fastened to the ship structure or to columns that are located on the top platform of the engine.

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

Fig. 5.01e: Crane beams for overhaul of turbocharger

430 100 034

5.08

198 18 61


178 34 30-5.0

Weight in kg inclusive lifting tools

Crane capacity in tons

Crane operating with in mm

Height in mm normal crane

(vertical lift of piston/tilted lift of piston)

MAN B&W double-jib crane

Building-in height in mm

Cylinder cover complete with exhaust valve

Cylinder liner with cooling jacket

Piston with stuffing box

2875 3275 1650

Normal crane

MAN B&W double-jib crane

A

Minimum distance

B1/B2

Minimum height from centre line crankshaft to crane hook

C

Minimum height from centre line crankshaft to underside deck beam

D

Additional height which makes overhaul of exhaust valve feasible without removal of any exhaust valve stud

4 2 x 2.0

2650 10650/9925 9675 450

The crane hook travelling area must cover at least the full length of the engine and a width in accordance with dimension A given on the drawing, see cross-hatched area

.

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

Fig. 5.01f: Engine room crane

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

For overhaul of the turbocharger(s) a trolley mounted chain hoists must be installed on a separate crane beam or, alternatively, in combination with the engine room crane structure, see Fig. 5.01c with information about the required lifting capacity for overhaul of turbocharger(s).

178 45 10-2.2

430 100 034 198 18 61

5.09

MAN B&W Diesel A/S

Deck beam


MAN B&W double jib crane

The double-jib crane can be delivered by:

Danish Crane Building ApS

Østerlandsvej 2

DK-9240 Nibe, Denmark

Telephone:

Telefax:

Telex:

+ 45 98 35 31 33

+ 45 98 35 30 33

60172 excon dk

Fig. 5.02: Overhaul with double-jib crane

488 701 050

5.10

Centre line crankshaft

178 06 25-5.2

198 18 62


This crane is adapted to the special tools for low overhaul

Fig. 5.03: MAN B&W double-jib crane 2 x 2.0t, option: 4 88 701

488 701 010

5.11

178 45 12-6.0

198 18 63


Fig. 5.04a: Engine outline, with one turbocharger located on exhausted side

483 100 084

5.12

178 45 13-8.0

198 18 65


MAN

B&W

ABB

MHI a

NA57/TO9 5-6 cyl.

2860

NA70/TO9

5-6 cyl.

7-8 cyl.

3160

VTR564

VTR564E/D

5-6 cyl.

2864

5-6 cyl.

VTR714 3081

7-8 cyl.

5-6 cyl.

VTR714E 3081

7-8 cyl.

MET66SE/SD 5-6 cyl.

2868

MET83SD/E

5-6 cyl.

7-8 cyl.

3080 b

6745

7045

6715

6954

6954

6760

7005 c

1850

1910

2930

1775

1868

2888

1863

2883

1912

2140

3160

Please note:

The dimensions are in mm and subject to revision without notice

For platform dimensions see “Gallery outline”

Fig. 5.04b: Engine outline, with one turbocharger located on exhaust side

d

3740

4320

3720

4176

4176

3733

4145

483 100 084

5.13

Cylinder No

5

6

7

8 g

4080

5100

6120

7140

178 45 13-8.0

198 18 65


Fig. 5.04c: Engine outline, with turbocharger located aft, option: 4 59 124

483 100 084

5.14

178 45 15-1.0

198 18 65


NA70/TO9

NA57/TO9

VTR714 (D/E)

VTR714

VTR564

VTR564(D/E)

TPL80

TPL85

MET83SD/SE

MET66SD/SE a

2355

2252

2361

2282

2280

2463

2425

2387 b

7684

7271

7586

7189

7234

7535

7350

7015

303

403

400

693 c

530

482

298

394

555

580 d

3515

3126

3456

3138

3064

3493

3560

3285

Please note:



Fig. 5.04d: Engine outline, with turbocharger located aft, option: 4 59 124

483 100 084

5.15

Cylinder no

5

6

7

8 g

4080

5100

6120

7140 f

3287

3287

4287

4287

178 45 15-1.0

198 18 65


Fig. 5.05a: Engine outline, with two turbochargers

483 100 084

5.16

178 45 16-3.0

198 18 65


Turbocharger type

NA48/S

NA57/TO9

VTR454

VTR454(D/E)

VTR564

VTR564(D/E)

MET53SD/SE

MET66SD/SE a

2827

2860

2750

2750

2864

2864

2748

2868 b

6645

6745

6545

6545

6715

6715

6580

6760

Please note:


For platform dimensions see “Gallery outline” c1

1822

1850

1674

1670

1775

1772

1863

1912 c2

5902

5930

5754

5750

5865

5862

5943

5992 d

3383

3536

3383

3383

3536

3536

3383

3536

fig. 5.05b: Engine outline, with two turbochargers

483 100 084

5.17

178 45 16-3.0

198 18 65


Centre of

Crankshaft

Centre of gravity

178 35 48-1.0

The masses are stated on “Dispatch Pattern” pages 9.08

No. of cylinders 4 5

Distance X mm

Distance Y mm

2040

2750

2530

2820

Distance Z mm 90

All dimensions are approximate

90

6

3080

2820

110

Fig. 5.06: Centre of gravity, turbocharger located on exhaust side of engine

430 100 046

5.18

7

3610

2800

110

8

4300

2860

115

178 45 17-5.0

198 18 66


6

7

4

5

8

No. of cylinders

Freshwater kg

Mass of water

Seawater kg

Mass of water and oil in engine in service

Total kg

Engine system kg

Mass of oil in

Oil pan

* kg

660

810

1020

1180

1350

320

400

400

500

500

980

1210

1420

1680

1850

500

570

760

860

950

430

620

870

780

980

* The stated values are only valid for horizontal engine

Total kg

930

1190

1630

1640

1930

Fig. 5.07: Water and oil in engine

430 100 059

5.19

178 45 18-7.0

198 18 67


Fig. 5.08a: Gallery outline of S60MC-C with one turbocharger located on the exhaust side

483 100 084

5.20

178 33 07-3.0

198 18 68


MAN

B&W

ABB

MHI

Turbocharger type

NA57/TO9

NA70/TO9

5-6 cyl.

7-8 cyl.

VTR564

VTR564E/D

VTR714

VTR714E/D

5-6 cyl.

7-8 cyl.

5-6 cyl.

7-8 cyl.

MET66SE/SD

MET83SE/SD

5-6 cyl.

7-8 cyl.

a b c d i e

2860 6745 1850 4350 3914 4286

3160 7045

1910

2930

4920

3914

4412

4286

4784

2864 6715 1775 4350 3914 4286

2864 6715 1772 4350 3914 4286

3081

3081

6954

6954

1868

2888

1863

2883

4920

4920

3914

4412

3914

4412

4286

4784

4286

4784

2868 6760 1912 4350 3914 4286

2140

3080 7005 4920

3914 4286

3160 4412 4784

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


Fig. 5.08b: Gallery outline of S60MC-C with one turbocharger located on the exhaust side

483 100 084

5.21

Cyl. No.

5

6

7

8 g

4080

5100

6120

7140

178 33 07-3.0

198 18 68


Fig. 5.08c: Gallery outline of S60MC-C with one turbocharger located on the exhaust side

483 100 084

5.22

178 33 07-3.0

198 18 68


Fig. 5.08d: Gallery outline of S60MC-C with turbocharger located aft, option: 4 59 124

483 100 084

5.23

178 45 19-9.0

198 18 68


MAN

B&W

MHI

ABB

Turbocharger type

NA57/TO9

NA70/TO9

MET83SE/SD

MET66SE/SD

VTR564

VTR564E/D

VTR714

VTR714E/D

TPL80

TPL85 a

2252

2355

2425

2387

2282

2282

2361

2361

2280

2463 b

7271

7684

7350

7015

7189

7189

7586

7586

7234

7535 c

482

530

555

580

403

400

303

298

693

394 d

3885

4115

4160

3885

3738

3738

4056

4056

3664

4160

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


Fig. 5.08e: Gallery outline of S60MC-C with turbocharger located aft, option: 4 59 124

483 100 084

5.24

Cyl. No.

5

6

7

8 g

4080

5100

6120

7140

178 45 19-9.0

198 18 68


Fig. 5.08f: Gallery outline of S60MC-C with one turbocharger located aft, option: 4 59 124

483 100 084

5.25

178 45 19-9.0

198 18 68


Fig. 5.09a: Gallery outline of S60MC-C with two turbochargers located on the exhaust side

483 100 084

5.26

178 45 20-9.0

198 18 68


MAN

B&W

ABB

MHI

Turbocharger type

NA48/S

NA57/TO9

VTR454

VTR454D/E

VTR564

VTR564D/E

MET53SD/SE

MET66SD/SE a

2827

2860

2750

2750

2864

2864

2748

2868 b

6645

6745

6545

6545

6715

6715

6580

6760 c1

1822

1850

1674

1670

1775

1772

1863

1912

Please note:The dimensions are in mm and subject to revision without notice c2

5902

5930

5754

5750

5855

5852

5943

5992 d

4350

4350

4050

4050

4350

4350

4050

4350 e

4005

4158

4005

4005

4158

4158

4005

4158

178 45 20-9.0

Fig. 5.09b: Gallery outline of S60MC-C with two turbochargers located on the exhaust side

483 100 084

5.27

198 18 68


Fig. 5.09c: Gallery outline of S60MC-C with two turbochargers located on the exhaust side

483 100 084

5.28

178 45 20-9.0

198 18 68


Cyl. no

5

6

7

8 g p

4080 1020 q

r

4080

5100 1020 4080

6120 1020 4080 6120

7140 1020 4080 7140

MAN

B&W

ABB

MHI

NA57/T09

NA70/T09 c

1850

5-6 cyl.

1910

7-8 cyl.

2930

VTR564

VTR564E/D

1775

1772

5-6 cyl.

1863

VTR714

VTR714E/D

MET66SE/SD

7-8 cyl.

2888

5-6 cyl.

1863

7-8 cyl.

2883

1912

MET83SE/SD

5-6 cyl.

2140

7-8 cyl.

3160 f

2365

2365

4381

2365

2365

2365

4381

2365

4381

2365

2365

4381 g

1732

1732

3748

1732

1732

1732

3748

1732

3748

1732

1732

3748 k

1790

1790

3308

1790

1790

1790

3308

1790

3308

1790

1790

3308 l

2839

2839

3859

2839

2839

2839

3859

2839

3859

2839

2839

3859 n

612

Fig. 5.10a: Engine pipe connections, one turbocharger located on exhaust side of engine

y

300 s1

1267

1435

1610

2330 v

1585

1585

3103

1585

1585

1585

3103

1585

3103

1585

1585

3103

178 45 21-0.0

483 100 082 178 18 69

5.29


MAN

B&W

ABB

MHI a

NA57/T09

NA70/T09

VTR564

2860

3160

2864

VTR564E/D

VTR714

2864

3081

VTR714E/D 3081

MET66SE/SD 2868

MET83SE/SD 3080 b

6745

7045

6715

6715

6954

6954

6760

7005 d

7532

7953

7329

7329

7727

7727

7446

7874 e

3071

3403

3029

3029

3290

3290

3052

3313 n1

7645

7276

8033 h

5225 h1

2160

2352

3065 s

4092 x1

2100 x2

2400

The letters refer to “List of flanges”

Some of the pipes can be connected fore or aft as shown and the engine builder has to be informed which end to be used

Fig. 5.10b: Engine pipe connections, one turbocharger located on exhaust side of engine 178 45 21-0.0

483 100 082 178 18 69

5.30


Fig. 5.10c: Engine pipe connections, one turbocharger located on exhaust side of engine

483 100 082

5.31

178 45 21-0.0

178 18 69


Cyl. no

5

6

7

8 g p

4080 1020

5100 1020 q

-

r

4080

4080

6120 1020 4080 6120

7140 1020 4080 7140

MAN

B&W

ABB

MHI a b d e h

NA57/T09

NA70/T09

VTR564

VTR564E/D

2252 7271 8058 2464 2983

2355 6994 7960 2614 2155

2282 7189 7804 2446

2282 7189 7804 2446

VTR714

VTR714E/D

2361 7586 8359 2568

2361 7586 8359 2568

TPL80 2280 7234 8000 2486

TPL85 2463 7535 8183 2669

MET66SE/SD

2425 7350 8220 2658

MET83SE/SD

2387 7015 7700 2570 h1

2410

2469 j f

3290 3240

Fig. 5.10d: Engine pipe connections, turbocharger located aft, option: 4 59 124

483 100 082

5.32

178 45 22-2.0

178 18 69


MAN

B&W

ABB

MHI c n

NA57/T09

NA70/T09

VTR564

VTR564E/D

VTR714

VTR714E/D

TPL80

TPL85

482 8221

530 6703

403

400

303

298

693

394

MET66SE/SD

555

MET83SE/SD

580 n1

8378 s

413

101 s1

25 k

39 l

5708 m

305 t

5691



178 45 22-2.0

Fig. 5.10e: Engine pipe connections, turbocharger located aft, option: 4 59 124

483 100 082 178 18 69

5.33


Fig. 5.10f: Engine pipe connections, turbocharger located aft, option: 4 59 124

483 100 082

5.34

178 45 22-2.0

178 18 69


MET53

VTR564D/E c1 c2

1863 5943

1772 5852

Fig. 5.11a: Engine pipe connections, with two turbochargers

483 100 082

5.35

178 45 23-4.0

178 18 69


MET53

VTR564D/E a b d e

2748 6580 7131 2896

2864 6715 7329 3029



For engine dimensions see “Engine outline” and “Gallery outline”

178 45 23-4.0

Fig. 5.11b: Engine pipe connections, with two turbochargers

483 100 082

5.36

178 18 69


Fig. 5.11c: Engine pipe connections, with two turbochargers

483 100 082

5.37

178 45 23-4.0

178 18 69


Reference

C

D

A

B

E1

E2

F

K

L

M

N

P

N

P

S

RU

X

Y

AA

Cyl.

No.

4 - 8

4 - 8

4 - 8

NA 40

NA 48, 57

NA 70

MET 53

MET 66

MET 83

4 - 8

4 - 5

6 - 8

4 - 5

6 - 8

4 - 8

4 - 5

6 - 8

4 - 5

6 - 8

4 - 6

7 - 8

4 - 6

7 - 8

4 - 8

4 - 5

6 - 8

4 - 8

4 - 8

1xMET53

Dia.

Flange

PCD Thickn.

Flange for pipe 139,7 x 6,3

Dia.

Bolts

No.

Coupling for 20 mm pipe


See fig. 5.11

165

140

180

150

220

250

220

125

114

210 170 r125

130 r140

145

145

110

180

210

180

20

16

16

14

14

14

16

20

22

20

250 210 22


M16

M12

M16

M12

M16

M16

M16

M16

M16

M16

M16

8

8

8

4

8

4

4

4

6

4

4

250

285

285

340

285

340

285

340

1xMET66/83 165

2xMET53 165

2xMET66

1xNA48

285

140

210

240

210

240

240

295

240

295

22

24

22

24

24

24

24

24

M16

M20

M20

M20

M20

M20

M20

M20

See special drawing of oil outlet

340 295 24 M20

395

185

115

150

350

145

85

110

28

18

14

18

M20

M16

M12

M16

125

125

240

100

20

20

24

18

M16

M16

M20

M16

8

4

4

4

12

12

4

4

4

8

8

8

8

8

8

8

8

1xNA57

1xNA70

2xNA48

2xNA57

150

165

165

185

110

125

125

145

18

20

20

18

M16

M16

M16

M16

4

4

4

4

Starting air inlet

Control air inlet

Safety air inlet

Exhaust gas outlet

Fuel oil outlet

Description

Venting of lube. oil discharge pipe for MHI TC

Venting of lube. oil discharge pipe for MHI TC

Jacket cooling water inlet

Jacket cooling water outlet

Cooling water de-aeration

Cooling water inlet to air cooler, central cooling

Cooling water outlet from air cooler, central cooling

Cooling water inlet to air cooler, sea water

Cooling water inlet to air cooler, sea water

System oil outlet to bottom tank

Lubricating and cooling oil inlet (system oil)

Fuel oil inlet

Lubricating oil inlet to exhaust valve actuator

Lubricating oil inlet to MAN B&W and MHI TC

178 45 24-6.0

Fig. 5.10a: List of counterflanges, option: 4 30 202

430 200 152 198 18 70

5.38


AP

AR

AS

AT

AL

AM

AM

AN

AV

BD

BX

BF

BV

AG

AH

AK

AL

AC

AF

AE

AD

Reference

AB

1 x A. C.

2 x A.C.

1 x A.C.

2 x A.C.

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

Cyl.

No.

Flange

Dia.

PCD Thickn.

Dia.

1xMET53/66 220 180 22 M16

Bolts

No.

8

1xMET83

2xMET53

220

220

210

210

22

22

M16

M16

8

8

2xMET66 285

1xNA48/57 185

1xNA70

2xNA48

220

220

240

145

180

180

24

18

22

22

M20

M16

M16

M16

M20 2xNA57

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

4 - 8

285 240 24


115

140

85

100

14

16

140

140

140

100

100

100

16

16

16


M12

M16

M16

M16

M16

4

4

4

4

4

8

8

8

4

8

M16

M16

M16

M16

4

3

4

4

150

165

150

165

110

125

110

125

18

20

18

20



165 125 18



185 145 18





M16

M16

4

4

Description

Lubricating oil outlet from MAN B&W and MHI, TC

Lubricating oil inlet to cylinder lubricators

Fuel oil from umbrella sealing

Drain from bedplate/cleaning turbocharger

Fuel oil to draintank

Drain oil from piston rod stuffing boxes

Fresh cooling water drain

Inlet cleaning air cooler

Outlet air cooler/water mist catcher

Outlet air cooler/water mist catcher

Outlet air cooler to chemical cleaning tank

Outlet air cooler to chemical cleaning tank

Water inlet for cleaning of turbocharger

Air inlet for dry cleaning of turbocharger

Oil vapour discharge

Cooling water drain air cooler

Extinguishing of fire in scavenge air box

Drain from scavenge air box to closed drain tank

Fresh water outlet for heating fuel oil drain pipes

Steam inlet for heating fuel oil pipes

Steam outlet for heating fuel oil pipes

Steam inlet for cleaning drain of scavenge air box

A.C.= Air cooler

178 45 24-6.0

Fig. 5.10b: List of counterflanges, option: 4 30 202

430 200 152

5.39

198 18 70


Thickness of flanges: 25 mm (for VTR454 thickness = 20 mm)

Fig. 5.11: List of counterflanges, turbocharger exhaust outlet (yard’s supply)

430 200 152

5.40

178 45 25-8.0

198 18 70


For details of chocks and bolts see special drawings

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

1) The engine builder drills the holes for holding down bolts in the bedplate while observing the tolerance locations indicated on MAN B&W Diesel A/S drawings for machining the bedplate

Fig. 5.14: Arrangement of epoxy chocks and holding down bolts

Cyl.

Lmin

4 5 6 7 8

5648 6668 7688 8708 9728

2) The shipyard drills the holes for holding down bolts in the top plates while observing the tolerance locations given on the present drawing

3) The holding down bolts are made in accordance with MAN B&W Diesel A/S drawings of these bolts

178 17 43-4.2

482 600 015 198 18 71

5.41

MAN B&W Diesel A/S

Section A-A


Fig. 5.15a: Profile of engine seating

482 600 010

5.42

Holding down bolts, option: 4 82 602 includes:

1 Protecting cap

2 Spherical nut

3 Spherical washer

4 Distance pipe

5 Round nut

6 Holding down bolt

178 16 64-3.2

198 18 72

MAN B&W Diesel A/S

View from


Side chock liners, option: 4 82 620 includes:

1 Liner for side chock

2 Lock plate

3 Hexagon socket set screw

4 Washer

Side chock brackets, option: 4 82 622 includes:

5 Side chock brackets

Section A-A

Section B-B

Fig. 5.15b: Profile of engine seating, side chocks

Fig. 5.15c: Profile of engine seating, end chocks

482 600 010

5.43

End chock bolts, option: 4 82 610 includes:

1 Stud for end chock bolt

2 Round nut

3 Round nut

4 Spherical washer

5 Spherical washer

6 Protecting cap

End chock liners, option: 4 82 612 includes:

7 Liner for end chocks

End chock brackets, option: 4 82 614 includes:

8 End chock brackets

178 16 65-5.2

198 18 72


178 17 26-7.1

Top bracing should only be installed on one side, either the exhaust side or the maneuvering side. If top bracing has to be installed on maneuvering side, please contact

MAN B&W Diesel

Horizontal vibrations on top of engine are caused by the guide force moments. For 4-7 cylinders engines the

H-moment is the major excitation source and for larger cylinder numbers an X-moment is the major excitation source.

For engines with vibrations excited by an X-moment, bracing at the center of the engine are only minor importance.

If the minimum built-in length can not be fulfilled, please contact MAN B&W Diesel A/S or our local representative.

Turbocharger

NA48/S

NA57/T09

NA70/T09

VTR454E/D

VTR564E/D

VTR714E/D

MET53SE/SD

MET66SE/SD

MET83SE/SD

P

2215

2215

2215

2215

2215

2215

2215

2215

2215

The complete arrangement to be delivered by the shipyard.

Fig. 5.16a: Mechanical top bracing arrangement, turbocharger located on exhaust side of engine

Q

3520

3780

4160

3520

3780

4160

3520

3780

4160

483 110 008

5.44

R

5090

5350

5730

5090

5350

5730

5090

5350

5730

178 18 73


Top bracing should only be installed on one side, either the exhaust side or the maneuvering side. If top bracing has to be installed on maneuvering side, please contact

MAN B&W Diesel

Horizontal vibrations on top of engine are caused by the guide force moments. For 4-7 cylinders engines the

H-moment is the major excitation source and for larger cylinder numbers an X-moment is the major excitation source.

For engines with vibrations excited by an X-moment, bracing at the centre of the engine are only minor importance.

Top bracing is normally placed on exhaust side, but can optionally be placed on maneuvering side.

If the minimum built-in length can not be fulfilled, please contact MAN B&W Diesel A/S or our local representative.

The complete arrangement to be delivered by the shipyard.

Horizontal distance between top bracing fix point and centreline Cyl .1

a= 510 b= 1530 e= 4590 f = 5610 c= 2550 g= 6630 d= 3570 h= 7650

Fig. 5.16b: Mechanical top bracing arrangement, turbocharger located aft,option: 4 59 124

178 45 27-1.0

400 110 008 178 18 73

5.45


Fig. 5.17: Mechanical top bracing outline, option: 4 83 112

483 110 008

5.46

178 09 63-3.2

178 18 73


The hydraulic cylinders are located as shown below:

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

T/C: Turbocharger C: Chain drive

Fig. 5.18: Hydraulic top bracing arrangement, turbocharger located on exhaust side of engine

483 110 008

5.47

178 17 25-5.1

178 18 74

MAN B&W Diesel A/S

With hydraulic cylinders and pump station

Pump station including: two pumps oil tank filter relief valve and control box

Hydraulic cylinders

Accumulator unit


Pipe:

Electric wiring:

The hydraulically adjustable top bracing system consists basically of two or four hydraulic cylinders, two accumulator units and one pump station

178 16 68-0.0

Fig. 5.19a: Hydraulic top bracing layout of system with pump station, option: 4 83 122

Valve block with solenoid valve and relief valve

Hull side

Engine side

Inlet Outlet

Fig. 5.19b: Hydraulic cylinder for option: 4 83 122

483 110 008

5.48

The hydraulic cylinder will provide a constant force between engine and hull, and will as such, act as a detuner of the double bottom/main engine system. The valve block prevents excessive forces from being transferred through the cylinder, and the two spherical bearings absorb the relative vertical and longitudinal movements between engine and hull.

178 16 47-6.0

178 18 74

MAN B&W Diesel A/S

With pneumatic/hydraulic cylinders only

On/Off

Bleed lines


Fill line

Air Supply

Bleed lines

Air supply

Pipe:

Electric wiring:

Fill line

Air supply

Fig. 5.20a: Hydraulic top bracing layout of system without pump station, option: 4 83 123

178 18 60-7.0

Hull side

Engine side

Stroke indicator

Quick coupling for oil filling

Fig. 5.20b: Hydraulic cylinder for option: 4 83 123

483 110 008

5.49

Torque bars for initial adjustment

178 15 73-2.0

178 18 74


Cross section must not be smaller than 45 mm

2 and the length of the cable must be as short as possible

Slipring solid silver track

Voltmeter for shaft-hull potential difference

Hull

Silver metal graphite brushes

Rudder

Propeller

Voltmeter for shafthull potential difference

Main bearing

Intermediate shaft

Propeller shaft

Current

Earthing device

Fig. 5.21: Earthing device, (yard's supply)

420 600 010

5.50

178 32 07-8.1

198 18 75

Auxiliary Systems 6


6.01

Calculation of Capacities

Engine configurations related to SFOC

The engine type is available in the following three versions with respect to the Specific Fuel Oil Consumption (SFOC):

• A) With high efficiency turbocharger:

Is the basic design giving an SFOC, curve A, (4 59

104) corresponding to the lists of capacities,

Figs. 6.01.03a and 6.01.03b. see examples 1, 3 and 4.

• B) With conventional turbocharger: option: 4 59 107

The SFOC will be according to curve B in Fig

6.01.01. The lists of capacities are Figs. 6.01.04a

and 6.01.04b.

C) With high efficiency turbocharger and

Turbo Compound System (TCS):

By applying the TCS system described in Chapter

4, the SFOC can be reduced up to 3g/BHPh see curve C, depending on the actual turbocharger efficiency obtainable, see fig. 6.01.01.

The application of this configuration may be confirmed by MAN B&W Diesel.

Fig. 6.01.01: Example of part load SFOC curves for the available three engine versions

430 200 025

6.01.01

17 18 93-1.2

198 18 77


Cooling Water Systems

The capacities given in the tables are based on tropical ambient reference conditions and refer to engines with high efficiency or conventional turbocharger running at nominal MCR (L

1

) for:

• Seawater cooling system,

Figs. 6.01.02a, 6.01.03a and 6.01.04a

• Central cooling water system,

Figs. 6.01.02b, 6.01.03b and 6.01.04b

The capacities for the starting air receivers and the compressors are stated in Fig. 6.01.05

A detailed specification of the various components is given in the description of each system. If a freshwater generator is installed, the water production can be calculated by using the formula stated later in this chapter and the way of calculating the exhaust gas data is also shown later in this chapter.

The air consumption is approximately 98% of the calculated exhaust gas amount.

The location of the flanges on the engine are shown in: “Engine pipe connections”, and the flanges are identified by reference letters stated in the “List of flanges”; both can be found in Chapter 5.

The diagrams use the symbols shown in Fig. 6.01.19

“Basic symbols for piping”, whereas the symbols for instrumentation accord to the “Symbolic representation of instruments” and the instrumentation list found in Chapter 8.

Heat radiation

The radiation and convection heat losses to the engine room is about 1.3% of the engine nominal power (kW in L

1

).

178 11 26-4.1

Fig. 6.01.02a: Diagram for seawater cooling system

Fig. 6.01.02b: Diagram for central cooling water system

430 200 025

6.01.02

178 11 27-6.1

198 18 77


S60MC-C capacities of auxiliary machinery for main engine

1) Engines with MAN B&W turbochargers

2) Engines with ABB turbochargers, type TPL

3) Engines with ABB turbochargers, type VTR

4) Engines with Mitsubishi turbochargers

Nominal MCR at 105 r/min

Fuel oil circulating pump

Fuel oil supply pump

Jacket cooling water pump

Seawater pump*

Lubricating oil pump* m

3

/h m

3

/h m

3

/h m

3

/h m

3

/h

Cyl.

kW

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

4

9020

300

300

295

295

190

190

185

190

1.6

4.5

2.3

80

76

79

76

5

11275

370

370

365

365

240

240

230

240

2.0

5.6

2.8

105

95

100

95

6

13530

445

445

440

440

285

285

275

290

2.4

6.8

3.4

125

115

120

115

7

15785

515

515

510

515

330

335

320

335

2.8

7.9

3.9

140

135

140

135

Booster pump for exhaust valves

Scavenge air cooler

Heat dissipation

Seawater

Lubricating oil cooler

Heat dissipation* m kW m

3

/h

3

/h

3670

198

4590

247

5500

297

6420

346

7340

395

Lubricating oil*

Seawater kW m m

3

3

/h

/h

1)

2)

3)

4)

1)

2)

3)

4)

700

760

640

710

97

97

97

97

900

950

800

870

1060

1110

960

1050

1220

1340

1120

1220

See the above-mentioned pump capacity

128

123

123

118

148

148

143

143

174

174

164

164

1400

1500

1280

1380

195

195

195

195

Jacket water cooler

Heat dissipation

Jacket cooling water

Seawater

Fuel oil preheater

Gases:

Exhaust gas flow**

Exhaust gas temperature

Air consumption kW m m

3

/h

3

/h kW kg/h

°C kg/s

1)

2)

3)

4)

1390

1320

1380

1320

1730

1650

1740

1650

2060

1980

2070

1980

2390

2310

2400

2310


2770

2640

2770

2640

See the seawater capacity under "Lubricating oil cooler"

120

85260

235

23.2

145

106575

235

29.0

180

127890

235

34.9

205

149205

235

40.7

*

**

For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or torsional vibration damper, the engine’s capacities must be increased by those stated for the actual system

The exhaust gas amount and temperature must be adjusted according to the actual plant specification

235

170520

235

46.5

178 45 58-2.0

8

18040

600

590

590

590

380

380

370

380

3.2

9.0

4.5

160

150

160

150

Fig. 6.01.03a: List of capacities, S60MC-C with high efficiency turbocharger and seawater cooling system, stated at the nominal MCR power (L

1

) for engines complying with IMO's NO x emission limitations

430 200 025 198 18 77

6.01.03











Central cooling water pump*

Seawater pump*


3

/h m

3

/h m

3

/h m

3

/h m

3

/h m

3

/h

Cyl.

kW

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

4

9020

4.5

2.3

80

76

79

76

225

225

225

225

275

275

270

270

190

190

185

190

1.6

5

11275

5.6

2.8

105

95

100

95

285

280

280

280

345

340

340

340

240

240

230

240

2.0

6

13530

6.8

3.4

125

115

120

115

340

335

335

335

410

410

405

405

285

285

275

290

2.4

7

15785

7.9

3.9

140

135

140

135

395

395

390

390

480

480

475

475

330

335

320

335

2.8

Booster pump for exhaust valves


Heat dissipation

Central cooling water


Heat dissipation*

Lubricating oil*



Heat dissipation



Central water cooler

Heat dissipation* m

3

/h kW m

3

/h kW m m

3

3

/h

/h kW m m

3

3

/h

/h kW

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

3640

126

700

760

640

710

99

99

99

99

1390

1320

1380

1320

4550

158

900

950

800

870

1060

1110

960

1050

1220

1340

1120

1220


127

122

122

122

1730

1650

1740

1650

5460

189

151

146

146

146

2060

1980

2070

1980

6380

221

174

174

169

169

2390

2310

2400

2310

7290

252

1400

1500

1280

1380


See the central cooling water capacity under "Lubricating oil cooler"

5730

5720

5660

5670

7180

7150

7090

7070

8580

8550

8490

8490

9990

10030

9900

9910


11460

11430

11340

11310

120


145 180 205

198

198

193

193

2770

2640

2770

2640

235

Central cooling water **

Seawater*


Gases:

Exhaust gas flow*


Air consumption m

3 m

3

/h

/h kW kg/h

°C kg/s

85260

235

23.2

106575

235

29.0

127890

235

34.9

149205

235

40.7

*

**



170520

235

46.5

178 45 59-4.0

8

18040

9.0

4.5

160

150

160

150

450

450

445

445

550

550

540

540

380

380

370

380

3.2

Fig. 6.01.03b: List of capacities, S60MC-C with high efficiency turbocharger and central cooling system, stated at the nominal

MCR power (L

1


430 200 025 198 18 77

6.01.04











Seawater pump*


3

/h m

3

/h m

3

/h m

3

/h m

3

/h m

3

/h

Cyl.

kW

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

4

9020

79

76

285

285

4.5

2.3

80

76

280

280

190

190

185

190

1.6

Booster pumpfor exhaust valves


Heat dissipation

Seawater


Heat dissipation*

Lubricating oil*

Seawater


Heat dissipation


Seawater


Gases:

Exhaust gas flow**


Air consumption kW m

3

/h kW m

3

/h m

3

/h kW m

3

/h m

3

/h kW kg/h

°C kg/s

1)

2)

3)

4)

1)

2)

3)

4)

1)

2)

3)

4)

78960

255

21.5

5

11275

98

95

355

355

5.6

2.8

99

95

350

350

235

240

230

240

2.0

98700

255

26.9

6

13530

6.8

3.4

125

115

120

115

425

425

420

420

285

285

275

290

2.4

7

15785

7.9

3.9

140

135

140

135

495

500

490

490

330

335

320

335

2.8

3480

185

700

760

640

710

100

100

95

95

1390

1320

1380

1320

4350

231

860

950

5220

278

1060

1110

6090

324

1220

1340

800

870

960

1050

1120

1220


124 147 171

124

119

119

1720

147

142

142

2060

176

166

166

2390

1650

1710

1980

2070

2310

2400

1650 1980 2310


120

See the seawater capacity under "Lubricating oil cooler"

145 180 205 235

6960

370

1380

1500

1280

1380

200

200

190

190

2720

2640

2730

2640

118440

255

32.2

138180

255

37.6

157920

255

43.0

8

18040

9.0

4.5

160

150

155

150

570

570

560

560

380

380

370

380

3.2

*

**



178 45 62-8.0

Fig. 6.01.04a: List of capacities, S60MC-C with conventional turbocharger and seawater cooling system, stated at the nominal MCR power (L

1


430 200 025 198 18 77

6.01.05








Jacket cooling pump*

Central cooling water pump*

Seawater pump*

Lubricating oil pump*

Booster pumpfor exhaust valves


Heat dissipation



Heat dissipation*

Lubricating oil*

Central colling water


Heat dissipation*



Central water cooler

Heat dissipation*

Central cooling water*

Seawater*


Gases:

Exhaust gas flow**


Air consumption


4) Engines with Mitsubishi turbochargers m m m

3

3

3

/h

/h

/h m

3

/h m

3

/h m

3

/h m

3

/h kW m

3

/h kW m m

3

3

/h

/h kW m m

3

3

/h

/h kW m m

3

3

/h

/h kW kg/h

°C kg/s

Cyl.

kW

1)

2)

3)

4)

1)

2)

3)

1)

2)

3)

4)

4)

1)

2)

3)

4)

4)

1)

2)

3)

4)

1)

2)

3)

1)

2)

3)

4)

1)

2)

3)

4)

4

9020

4.5

2.3

80

76

79

76

220

215

215

215

265

265

260

260

190

190

185

190

1.6

5

11275

5.6

2.8

99

95

98

95

270

270

265

270

330

330

325

325

235

240

230

240

2.0

6

13530

6.8

3.4

125

115

120

115

325

325

320

320

395

395

395

395

285

285

275

290

2.4

7

15785

7.9

3.9

140

135

140

135

380

380

375

375

460

465

460

460

330

335

320

335

2.8

3450

118

700

760

640

710

102

97

97

97

1390

1320

1380

4320

147

860

950

123

118

123

1720

1650

1710

5180

177

1060

1110

148

143

143

2060

1980

2070

6050

206

1220

1340

800

870

960

1050

1120

1220


123 148 174

174

169

169

2390

2310

2400

6910

236

1380

1500

1280

1380

194

199

189

194

2720

2640

2730

1320 1650 1980 2310


2640

See the central cooling water capacity under "Lubricating oil cooler"

5540

5530

5470

5480

120

6900

6920

6830

6840

8300

8270

8210

8210

9660

9700

9570

9580



145 180 205

11010

11050

10920

10930

235

78960

255

21.5

98700

255

26.9

118440

255

32.2

138180

255

37.6

157920

255

43.0

8

18040

9.0

4.5

160

150

155

150

430

435

425

430

530

530

520

520

380

380

370

380

3.2

*

**



178 45 64-1.0

Fig. 6.01.04b: List of capacities, S60MC-C with conventional turbocharger and central cooling system, stated at the nominal MCR power (L

1


430 200 025 198 18 77

6.01.06


Capacities of starting air receivers and compressors for main engine

Starting air system: 30 bar (gauge)

Cylinder no.

Reversible engine

Receiver volume (12 starts)

Compressor capacity, total

Non-reversible engine


Compressor capacity, total m

3 m

3

/h m

3 m

3

/h

4

2 x 4.5

270

2 x 2.5

150

5

2 x 5.0

300

2 x 2.5

150

6

2 x 5.0

300

2 x 3.0

180

7

2 x 5.5

330

2 x 3.0

180

Fig. 6.01.05 Capacities of starting air receivers and compressors for main engine S60MC-C

Auxiliary System Capacities for

Derated Engines

The dimensioning of heat exchangers (coolers) and pumps for derated engines can be calculated on the basis of the heat dissipation values found by using the following description and diagrams. Those for the nominal MCR (L

1

), see Figs. 6.01.03 and

6.01.04, may also be used if wanted.

Cooler heat dissipations

For the specified MCR (M) the diagrams in Figs.

6.01.06, 6.01.07 and 6.01.08 show reduction factors for the corresponding heat dissipations for the coolers, relative to the values stated in the

“List of Capacities” valid for nominal MCR (L

1

).

8

2 x 5.5

330

2 x 3.0

180

Fig. 6.01.07: Jacket water cooler, heat dissipation

178 06 56-6.1

q jw

% in % of L

1 value

Fig. 6.01.06: Scavenge air cooler, heat dissipation q air

% in % of L

1 value

178 06 55-6.1

430 200 025

178 08 07-7.0

Fig. 6.01.08: Lubricating oil cooler, heat dissipation q lub

% in % of L

1 value

198 18 77

6.01.07


The percentage power (P%) and speed (n%) of L

1 for specified MCR (M) of the derated engine is used as input in the above-mentioned diagrams, giving the % heat dissipation figures relative to those in the

“List of Capacities”, Figs. 6.01.03 and 6.01.04.

Pump capacities

The pump capacities given in the “List of Capacities” refer to engines rated at nominal MCR (L

1

).

For lower rated engines, only a marginal saving in the pump capacities is obtainable.

To ensure proper lubrication, the lubricating oil pump and the camshaft lubricating oil pump, if fitted, must remain unchanged.

Also, the fuel oil circulating and supply pumps should remain unchanged, and the same applies to the fuel oil preheater.

In order to ensure a proper starting ability, the starting air compressors and the starting air receivers must also remain unchanged.

The jacket cooling water pump capacity is relatively low, and practically no saving is possible, and it is therefore unchanged.

The seawater flow capacity for each of the scavenge air, lub. oil and jacket water coolers can be reduced proportionally to the reduced heat dissipations found in Figs. 6.01.06, 6.01.07 and 6.01.08, respectively.

However, regarding the scavenge air cooler(s), the engine maker has to approve this reduction in order to avoid too low a water velocity in the scavenge air cooler pipes.

As the jacket water cooler is connected in series with the lub. oil cooler, the seawater flow capacity for the latter is used also for the jacket water cooler.

Central cooling water system

If a central cooler is used, the above still applies, but the central cooling water capacities are used instead of the above seawater capacities. The seawater flow capacity for the central cooler can be reduced in proportion to the reduction of the total cooler heat dissipation.

Pump pressures

Irrespective of the capacities selected as per the above guidelines, the below-mentioned pump heads at the mentioned maximum working temperatures for each system shall be kept:



Lubricating oil pump

Booster pump for exhaust valve actuator lubrication

Seawater pump

Central cooling water pump

Jacket water pump

Pump head bar

4

10

4

3

2.5

2.5

3

Max.

working temp. °C

100

150

60

60

50

60

100

Flow velocities

For external pipe connections, we prescribe the following maximum velocities:

Marine diesel oil

Heavy fuel oil

Lubricating oil

Cooling water

1.0 m/s

0.6 m/s

1.8 m/s

3.0 m/s

430 200 025 198 18 77

6.01.08


Example 1:

Derated 6S60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller, seawater cooling system and without VIT fuel pumps.

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

As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)

Nominal MCR, (L

1

)

Specified MCR, (M)

Optimised power, (O)

P

L1

: 13,530 kW = 18,420 BHP

P

M

: 10,824 kW = 14,736 BHP

P

O

: 10,824 kW = 14,736 BHP

Example 1:

The method of calculating the reduced capacities for point M is shown below.

The values valid for the nominal rated engine are found in the “List of Capacities” Fig. 6.01.03a, and are listed together with the result in Fig. 6.01.09.

Heat dissipation of scavenge air cooler

Fig. 6.01.05 which is approximate indicates a 73% heat dissipation:

5500 x 0.73 = 4015 kW

Heat dissipation of jacket water cooler

Fig. 6.01.07 indicates a 84% heat dissipation:

2060 x 0.84 = 1730 kW

Heat dissipation of lube. oil cooler

Fig. 6.01.08 indicates a 91% heat dissipation:

1060 x 0.91 = 965 kW

Seawater pump

Scavenge air cooler:

Lubricating oil cooler:

Total:

297 x 0.73 = 216.8 m

148 x 0.91 = 134.7 m

351.5 m

3

3

3

/h

/h

/h

If the engine were fitted with VIT fuel pumps, the

M would not coincide with O, and in the figures

6.01.06, 6.01.07 and 6.01.08 the data for the specified MCR (M) should be used.

(100.0%) 105 r/min (100.0%)

(80.0%) 94.5 r/min (90.0%)

(80.0%) 94.5 r/min (90.0%)

430 200 025 198 18 77

6.01.09


Shaft power at MCR

Pumps:




Seawater pump*

Lubricating oil pump*

Booster pump for camshaft and exhaust valves

Coolers:


Heat dissipation

Seawater quantity

Lub. oil cooler

Heat dissipation*

Lubricating oil quantity*

Seawater quantity


Heat dissipation

Jacket cooling water quantity

Seawater quantity

Fuel oil preheater:

Gases at ISO ambient conditions* m m m m m m m m

3

3

3

3

3

3

3

3

/h

/h

/h

/h

/h

/h kW

/h kW m 3 /h m

3

/h kW m

3

/h

/h kW

Nominal rated engine (L

1

) high efficiency turbocharger

13,530 kW at 105 r/min

6.8

3.4

125

445

285

2.4

5500

297

1060

285

148

2060

125

148

180

Example 1

Specified MCR (M)

10,824 kW at 94.5 r/min

6.8

3.4

125

351.5

285

2.4

4015

216.8

965

285

134.7

1730

125

134.7

180

Exhaust gas amount


Air consumption

Starting air system: 30 bar (gauge) kg/h

°C kg/sec.

127890

235

34.9

100200

226

27.3

Reversible engine



3 m

3

/h

Non-reversible engine



3 m

3

/h

Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

2 x 5.0

300

2 x 3.0

180

2 x 5.0

300

2 x 3.0

180

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient reference conditions and the exhaust gas back pressure 300 mm WC

The exhaust gas temperatures refer to after turbocharger

* Calculated in example 3, in this chapter

178 45 73-6.0

Fig. 6.01.09: Example 1 –Capacities of derated 6S60MC-C with high efficiency MAN B&W turbocharger and seawater cooling system.

430 200 025 198 18 77

6.01.10


Freshwater Generator

If a freshwater generator is installed and is utilising the heat in the jacket water cooling system, it should be noted that the actual available heat in the jacket cooling water system is lower than indicated by the heat dissipation figures valid for nominal MCR (L

1

) given in the List of Capacities. This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as, e.g. overload. Normally, this margin is 10% at nominal MCR.

For a derated diesel engine, i.e. an engine having a specified MCR (M) and/or an optimising point (O) different from L

1

, the relative jacket water heat dissipation for point M and O may be found, as previously described, by means of Fig. 6.01.07.

At part load operation, lower than optimised power, the actual jacket water heat dissipation will be reduced according to the curves for fixed pitch propeller (FPP) or for constant speed, controllable pitch propeller (CPP), respectively, in Fig. 6.01.10.

With reference to the above, the heat actually available for a derated diesel engine may then be found as follows:

1. Engine power between optimised and specified power.

For powers between specified MCR (M) and optimised power (O), the diagram Fig. 6.01.07 is to be used,i.e. giving the percentage correction factor “q jw

%” and hence q

Q jw

= Q

L1 x jw% x 0.9

(0.87)

100

[1]

2. Engine power lower than optimised power.

For powers lower than the optimised power, the value Q jw,O found for point O by means of the above equation [1] is to be multiplied by the correction factor k p found in Fig. 6.01.10 and hence

Q jw

= Q jw,O x k p

[2] where

Q jw

= jacket water heat dissipation

Q

L1

= jacket water heat dissipation at nominal

MCR (L

1

) q jw

% = percentage correction factor from Fig.

6.01.07

Q jw,O

= jacket water heat dissipation at optimised power (O), found by means of equation [1] k p

= correction factor from Fig. 6.01.10

0.9

= factor for overload margin, tropical ambient conditions

178 06 64-3.0

Fig. 6.01.10: Correction factor “kp” for jacket cooling water heat dissipation at part load, relative to heat dissipation at optimised power

430 200 025

6.01.11

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

If necessary, all the actually available jacket cooling water heat may be used provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level. Such a tem-

198 18 77

MAN B&W Diesel A/S

Freshwater generator system


Jacket cooling water system

Valve A: ensures that T jw

< 80 °C

Valve B: ensures that T jw

>80 –5 °C = 75 °C

Valve B and the corresponding by-pass may be omitted if, for example, the freshwater generator is equipped with an automatic start/stop function for too low jacket cooling water temperature

If necessary, all the actually available jacket cooling water heat may be utilised provided that a special temperature control system ensures that the jacket cooling water temperature at the outlet from the engine does not fall below a certain level

178 16 79-9.2

Fig. 6.01.11: Freshwater generators. Jacket cooling water heat recovery flow diagram

perature control system may consist, e.g., of a special by-pass pipe installed in the jacket cooling water system, see Fig. 6.01.11, or a special built-in temperature control in the freshwater generator, e.g., an automatic start/stop function, or similar. If such a special temperature control is not applied, we recommend limiting the heat utilised to maximum 50% of the heat actually available at specified

MCR, and only using the freshwater generator at engine loads above 50%.

When using a normal freshwater generator of the single-effect vacuum evaporator type, the freshwater production may, for guidance, be estimated as

0.03 t/24h per 1 kW heat, i.e.:

M where

M fw fw

= 0.03 x Q hours jw t/24h [3] is the freshwater production in tons per 24 and

Q jw is to be stated in kW

430 200 025 198 18 77

6.01.12


Example 2:

Freshwater production from a derated 6S60MC-C with high efficiency MAN B&W turbocharger, without

VIT fuel pumps and with fixed pitch propeller.

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

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

As the engine is without VIT fuel pumps the specified MCR (M) is identical to the optimised power (O)

Nominal MCR, (L

1

)

Specified MCR, (M)


P

L1

: 13,530 kW = 18,420 BHP

P

M

: 10,120 kW = 13,778 BHP

P

O

: 10,120 kW = 13,778 BHP

(100.0%) 105 r/min (100.0%)

(74.8%) 92.4 r/min (88.0%)

(74.8%) 92.4 r/min (88.0%)

Service rating, (S) P

S

: 8,096 kW = 11,022 BHP

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

85.8 r/min

Calculation of Exhaust Gas Amount and

Temperature

Q

L1

= 2060 kW from “List of Capacities” q jw

% = 80.0% using 74.8% power and 88.0% speed for the optimising point O in Fig.

6.01.07

Influencing factors

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

The exhaust gas data to be expected in practice depends, primarily, on the following three factors: a) The optimising point of the engine (point O):

P

O

: n

O

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

Q jw,O

= Q

L1 x q jw%

100 x 0.87

= 2060 x

80.0

100 x 0.87 = 1434 kW

If the engine were fitted with VIT fuel pumps M would not coincide with O, and the data for the optimising point should be used, as shown in Fig. 6.01.07.

b) The ambient conditions, and exhaust gas back-pressure:

T air

: p bar

:

T

CW:

Dp

O

: actual ambient air temperature, in °C actual barometric pressure, in mbar actual scavenge air coolant temperature, in °C exhaust gas back-pressure in mm WC at optimising point

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

Q jw

= Q jw,O x k p

= 1434 x 0.85 = 1219 kW k p

= 0.85 using P s%

= 80% in Fig. 6.01.10

c) The continuous service rating of the engine

(point S), valid for fixed pitch propeller or controllable pitch propeller (constant engine speed)

P

S

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

For the service point the corresponding expected obtainable freshwater production from a freshwater generator of the single-effect vacuum evaporator type is then found from equation [3]: d) Whether a Turbo Compound System (TCS) is installed.

Please contact MAN B&W Diesel A/S for this calculation.

M fw

= 0.03 x Q jw

= 0.03 x 1219 = 36.6 t/24h

430 200 025 198 18 77

6.01.13


Calculation Method

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

M exh

:

T exh

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

The partial calculations based on the above influencing factors have been summarised in equations

[4] and [5], see Fig. 6.01.12.

The partial calculations based on the influencing factors are described in the following: a) Correction for choice of optimising point

When choosing an optimising point “O” other than the nominal MCR point “L

1

”, the resulting changes in specific exhaust gas amount and temperature are found by using as input in diagrams 6.01.13 and

6.01.14 the corresponding percentage values (of L

1

) for optimised power P

O% and speed n

O%

.

m o%

: specific exhaust gas amount, in % of specific gas amount at nominal MCR (L

1

), see Fig.

6.01.13.

DT o

: change in exhaust gas temperature after turbocharger relative to the L

1 value, in °C, see Fig. 6.01.14.

M exh

= M

L1 x

P

O

P

L1 x m

O%

100 x (1 +

DM amb%

) x (1 +

100

Dm s%

) x

100

P

S%

100

Texh = T

L1

+

DT o

+

DT amb

+

DT

S

°C kg/h [4]

[5] where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WC back-pressure and optimised in L

1

:

M

L1

: exhaust gas amount in kg/h at nominal MCR (L

1

)

T

L1

: exhaust gas temperatures after turbocharger in °C at nominal MCR (L

1

)

178 30 5/-0.0

Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures

178 06 59-1.1

Fig. 6.01.13: Specific exhaust gas amount, m o

% in % of L

1 value

178 06 60-1.1

Fig. 6.01.14: Change of exhaust gas temperature ,

DT

o

°C after turbocharger relative to L

1 value in

430 200 025 198 18 77

6.01.14


b) Correction for actual ambient conditions and back-pressure

For ambient conditions other than ISO 3046/1-

1986, and back-pressure other than 300 mm WC at optimising point (O), the correction factors stated in the table in Fig. 6.01.15 may be used as a guide, and the corresponding relative change in the exhaust gas data may be found from equations [6] and [7], shown in Fig. 6.01.16.

Parameter

Blower inlet temperature

Blower inlet pressure (barometric pressure)

Charge air coolant temperature

(seawater temperature)

Exhaust gas back pressure at the optimising point

Change

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

Change of exhaust gas temperature

+ 16.0 °C

+ 0.1 °C

+ 1.0 °C

+ 5.0 °C

Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

Change of exhaust gas amount

–4.1%

–0.3%

+ 1.9%

–1.1%

178 30 59-2.0

DM amb%

= -0.41 x (T air

–25) - 0.03 x (p bar

–1000) + 0.19 x (T

CW

–25 ) - 0.011 x (

Dp

O

–300) % [6]

DT amb

= 1.6 x (T air

–25) + 0.01 x (p bar

–1000) +0.1 x (T

CW

–25) + 0.05 x (

Dp

O

–300) °C [7] where the following nomenclature is used:

DM amb%

: change in exhaust gas amount, in % of amount at ISO conditions

DT amb

: change in exhaust gas temperature, in °C

The back-pressure at the optimising point can, as an approximation, be calculated by:

Dp

O

=

Dp

M x (P

O

/P

M

)

2 where,

P

M

:

Dp

M

: power in kW (BHP) at specified MCR exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure

430 200 025

6.01.15

[8]

178 30 60-2.0

198 18 77


178 06 74-5.0

Fig. 6.01.17: Change of specific exhaust gas amount,

Dm s% in % at part load

c) Correction for engine load

Figs. 6.01.17 and 6.01.18 may be used, as guidance, to determine the relative changes in the specific exhaust gas data when running at part load, compared to the values in the optimising point, i.e.

using as input P

S%

= (P

S

/P

O

) x 100%:

Dm s

%: change in specific exhaust gas amount, in

% of specific amount at optimising point, see Fig. 6.01.17.

DT s

: change in exhaust gas temperature, in

°C, see Fig. 6.01.18.

Fig. 6.01.18: Change of exhaust gas temperature,

DT s in °C at part load

178 06 73-3.0

430 200 025 198 18 77

6.01.16


Example 3:

Expected exhaust data for a derated 6S60MC-C with high efficiency MAN B&W turbocharger with fixed pitch propeller and with VIT fuel pumps.

In order to show the calculation in “worst case” we have chosen an engine with VIT fuel pump.

Based on the engine ratings below, and by means of an example, this chapter will show how to calculate the expected exhaust gas amount and temperature at service rating , and corrected to ISO conditions.

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

Nominal MCR, (L

1

)

Specified MCR, (M)


Service rating, (S)

Reference conditions:

Air temperature T air

P

L1

: 13,530 kW = 18,420 BHP (100.0%) 105 r/min (100.0%)

P

M

: 10,824 kW = 14,736 BHP (80.0%) 94.5 r/min (90.0%)

P

O

: 10,120 kW = 13,778 BHP (74.8%) 92.4 r/min (88.0%)

P

S

: 8,096 kW = 11,022 BHP (60.0%) 85.8 r/min (82.0%)

By means of equations [6] and [7]:

. . . . . . . . . . . . . . . . . . . . 20 °C

Scavenge air coolant temperature T

Barometric pressure p bar

CW

. . . . . 18 °C

. . . . . . . . . . . . 1013 mbar

Exhaust gas back-pressure at specified MCR

Dp

M

. . . . . . . . . . . . 300 mm WC

M amb

% = - 0.41 x (20-25) –0.03 x (1013-1000)

+ 0.19 x (18-25) –0.011 x (262-300) %

M amb

% = + 0.75%

DT amb

= 1.6 x (20- 25) + 0.01 x (1013-1000)

+ 0.1 x (18-25) + 0.05 x (262-300) °C

DT amb

= - 10.5 °C

a) Correction for choice of optimising point:

P

O

% =

10120

13530 x 100 = 74.8% n

O%

=

92.4

105 x 100 = 88.0%

By means of Figs. 6.01.13 and 6.01.14: m

O

% = 97.6 %

DT

O

= - 8.9 °C

b) Correction for ambient conditions and back-pressure: c) Correction for the engine load:

Service rating = 80% of optimised power

By means of Figs. 6.01.17 and 6.01.18:

Dm

S%

DT

S

= + 3.2%

= - 3.6 °C

By means of equations [4] and [5], the final result is found taking the exhaust gas flow M

L1 and temperature T

L1 from the “List of Capacities”:

M

L1

= 127890 kg/h

The back-pressure at the optimising point is found by means of equation [8]:

Dp

O

= 300 x

ì

10120

î

10824

2

= 262 mm WC

M exh

= 127890 x

10120

(1 +

3.2

100

) x

13530

80

100 x

97.6

x (1 +

100

= 77657 kg/h

0.75

) x

100

M exh

= 77650 kg/h +/- 5%

430 200 025 198 18 77

6.01.17

MAN B&W Diesel A/S

The exhaust gas temperature:

T

L1

= 235 °C

T exh

= 235 –8.9 –10.5 –3.6 = 212 °C

T exh

= 212 °C -/+15 °C

Exhaust gas data at specified MCR (ISO)

At specified MCR (M), the running point may be considered as a service point where:

P

S%

=

P

M

P

O x 100% =

10824

10120 x 100% = 107.0% and for ISO ambient reference conditions, the corresponding calculations will be as follows:

M exh,M

= 127890 x

10120

13530 x

97.6

100 x (1

+

0 42

) x

100

(1

+

-0.1

) x

100 100

= 100216 kg/h

M exh,M

= 100200 kg/h

T exh,M

= 235 –8.9 –1.9 + 2.2 = 226.4 °C

T e x h , M

= 226 °C

The air consumption will be:

100200 x 0.98 kg/h = 27.3 kg/sec


430 200 025

6.01.18

198 18 77


2.9

2.10

2.11

2.12

2.13

2.14

2.15

2.16

1.2

1.3

1.4

1.5

No.

Symbol Symbol designation

1 General conventional symbols

1.1

Pipe

Pipe with indication of direction of flow

Valves, gate valves, cocks and flaps

Appliances

Indicating and measuring instruments

No.

2.17

2.18

2.19

3

3.1

3.2


Pipe going upwards

Pipe going downwards

Orifice

Valves, gate valves, cocks and flaps

Valve, straight through

Valves, angle

2.5

2.6

2.7

2.8

2

2.1

Pipes and pipe joints

Crossing pipes, not connected

2.2

2.3

2.4

Crossing pipes, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint, flanged

Joint, sleeve

3.3

3.4

3.5

3.6

3.7

3.8

3.9

3.10

3.11

Valves, three way

Non-return valve (flap), straight

Non-return valve (flap), angle

Non-return valve (flap), straight, screw down

Non-return valve (flap), angle, screw down

Flap, straight through

Flap, angle

Reduction valve

Safety valve

Joint, quick-releasing

Expansion joint with gland

Expansion pipe

Cap nut

Blank flange

Spectacle flange

Bulkhead fitting water tight, flange

Bulkhead crossing, non-watertight

3.12

3.13

3.14

3.15

3.16

3.17

3.18

Angle safety valve

Self-closing valve

Quick-opening valve

Quick-closing valve

Regulating valve

Kingston valve

Ballvalve (cock)

Fig. 6.01.19a: Basic symbols for piping

430 200 025

178 30 61-4.0

198 18 77

6.01.19


3.22

3.23

3.24

3.25

No.


3.19

3.20

3.21

Butterfly valve

Gate valve

Double-seated changeover valve

3.26

3.27

2.28

Suction valve chest

Suction valve chest with non-return valves

Double-seated changeover valve, straight

Double-seated changeover valve, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

No. Symbol

4.6

4.7

4.8

4.9

5

5.1

5.2

5.3

5.4

5.5

Symbol designation

Piston

Membrane

Electric motor

Electro-magnetic

Appliances

Mudbox

Filter or strainer

Magnetic filter

Separator

Steam trap

3.29

3.30

3.31

3.32

Cock, three-way, T-port in plug 5.6

Cock, four-way, straight through in plug 5.7

Cock with bottom connection 5.8

Cock, straight through, with bottom conn.

5.9

Centrifugal pump

Gear or screw pump

Hand pump (bucket)

Ejector

4.1

4.2

4.3

3.33

3.34

4

Cock, angle, with bottom connection

Control and regulation parts

5.10

Cock, three-way, with bottom connection 5.11

6 Fittings

Various accessories (text to be added)

Piston pump

4.4

4.5

Hand-operated

Remote control

Spring

Mass

Float

6.1

6.2

6.3

6.4

6.5

Funnel

Bell-mounted pipe end

Air pipe

Air pipe with net

Air pipe with cover

Fig. 6.01.19b: Basic symbols for piping

430 200 025

178 30 61-4.0

198 18 77

6.01.20


No.


6.6

6.7

Air pipe with cover and net

Air pipe with pressure vacuum valve

6.8

6.9

6.10

6.11

Air pipe with pressure vacuum valve with net

Deck fittings for sounding or filling pipe

Short sounding pipe with selfclosing cock

Stop for sounding rod

7.2

7.3

7.4

7.5

7.6

No.


7

7.1

Sight flow indicator

Observation glass

Level indicator

Distance level indicator

Counter (indicate function)

Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

178 30 61-4.0

Fig. 6.01.19c: Basic symbols for piping

430 200 025

6.01.21

198 18 77

MAN B&W Diesel A/S

6.02 Fuel Oil System


– – – – – –

–––––––––

Diesel oil

Heavy fuel oil

Heated pipe with insulation

178 17 12-3.1

Number of auxiliary engines, pumps, coolers, etc. Subject to alterations according to the actual plants specification

Pressurised Fuel Oil System

The system is so arranged that both diesel oil and heavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electrically driven supply pump (4 35 660) by means of which a pressure of approximately 4 bar can be maintained in the low pressure part of the fuel circulating system, thus avoiding gasification of the fuel in the venting box (4 35 690) in the temperature ranges applied.

The venting box is connected to the service tank via an automatic deaerating valve (4 35 691), which will release any gases present, but will retain liquids.

From the low pressure part of the fuel system the fuel oil is led to an electrically-driven circulating pump (4 35 670), which pumps the fuel oil through a heater (4 35 677) and a full flow filter (4 35 685) situated immediately before the inlet to the engine.

To ensure ample filling of the fuel pumps, the capacity of the electrically-driven circulating pump is higher than the amount of fuel consumed by the diesel engine. Surplus fuel oil is recirculated from the engine through the venting box.

To ensure a constant fuel pressure to the fuel injection pumps during all engine loads, a spring loaded overflow valve is inserted in the fuel oil system on the engine, as shown on “Fuel oil pipes”,

Fig.6.02.02.

435 600 025 198 18 78

6.02.01


The piping is delivered with and fitted onto the engine

The letters refer to the “List of flanges”

The pos. numbers refer to list of standard instruments

Fig. 6.02.02: Fuel oil pipes and drain pipes for engines without VIT fuel pumps

435 600 025

6.02.02

178 43 71-1.1

198 18 78


The fuel oil pressure measured on the engine (at fuel pump level) should be 7-8 bar, equivalent to a circulating pump pressure of 10 bar.

When the engine is stopped, the circulating pump will continue to circulate heated heavy fuel through the fuel oil system on the engine, thereby keeping the fuel pumps heated and the fuel valves deae-rated. This automatic circulation of preheated fuel during engine standstill is the background for our recommendation:

constant operation on heavy fuel

In addition, if this recommendation was not followed, there would be a latent risk of diesel oil and heavy fuels of marginal quality forming incompatible blends during fuel change over. Therefore, we strongly advise against the use of diesel oil for operation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oil may become necessary – and this can be performed at any time, even when the engine is not running.

Such a change-over may become necessary if, for instance, the vessel is expected to be inactive for a prolonged period with cold engine e.g. due to:

• docking

• stop for more than five days’

• major repairs of the fuel system, etc.

• environmental requirements

The built-on overflow valves, if any, at the supply pumps are to be adjusted to 5 bar, whereas the external bypass valve is adjusted to 4 bar. The pipes between the tanks and the supply pumps shall have minimum 50% larger passage area than the pipe between the supply pump and the circulating pump.

The remote controlled quick-closing valve at inlet

“X” to the engine (Fig. 6.02.01) is required by MAN

B&W in order to be able to stop the engine immediately, especially during quay and sea trials, in the event that the other shut-down systems should fail.

This valve is yard’s supply and is to be situated as close as possible to the engine. If the fuel oil pipe “X” at inlet to engine is made as a straight line immediately at the end of the engine, it will be necessary to mount an expansion joint. If the connection is made as indicated, with a bend immediately at the end of the engine, no expansion joint is required.

The introduction of the pump sealing arrangement, the so-called “umbrella” type, has made it possible to omit the separate camshaft lubricating oil system.

The umbrella type fuel oil pump has an additional external leakage rate of clean fuel oil.

The flow rate is approx. 0.6 l/cyl. h.

The main purpose of the drain “AD” is to collect pure fuel oil from the umbrella sealing system of the fuel pumps as well as the unintentionall leakage from the high pressure pipes. The drain oil is lead to a tank and can be pumped to the Heavy Fuel Oil service tank or to the settling tank.

The “AD” drain can be provided with a box for giving alarm in case of leakage in a high pressure pipes, option 4 35 105.

Heating of drain pipe

Owing to the relatively high viscosity of the heavy fuel oil, it is recommended that the drain pipe and the tank are heated to min. 50 °C.

The drain pipe between engine and tank can be heated by the jacket water, as shown in Fig. 6.02.01.

Flange “BD”.

The size of the sludge tank is determined on the basis of the draining intervals, the classification society rules, and on whether it may be vented directly to the engine room.

This drained clean oil will, of course, influence the measured SFOC, but the oil is thus not wasted, and the quantity is well within the measuring accuracy of the flowmeters normally used.

The drain arrangement from the fuel oil system is shown in Fig. 6.02.02 “Fuel oil drain pipes”. As shown in Fig. 6.02.03 “Fuel oil pipes heat tracing” the drain pipes are heated by the jacket cooling water outlet from the main engine, whereas the HFO pipes as basic are heated by steam.

435 600 025 198 18 78

6.02.03


For external pipe connections, we prescribe the following maximum flow velocities:

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/s

Heavy fuel oil. . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

For arrangement common for main engine and auxiliary engines from MAN B&W Holeby, please refer to our puplication:

P.240 “Operation on Heavy Residual Fuels MAN

B&W Diesel Two-stroke Engines and MAN

B&W Diesel Four-stroke Holeby GenSets.”



Fig. 6.02.03: Fuel oil pipes heating for engines without VIT fuel pumps

435 600 025

6.02.04

178 43 72-3.0

198 18 78


Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipes should not be carried out until the piping systems have been subjected to the pressure tests specified and approved by the respective classification society and/or authorities, Fig. 6.02.04.

The directions mentioned below include insulation of hot pipes, flanges and valves with a surface temperature of the complete insulation of maximum 55

°C at a room temperature of maximum 38 °C. As for the choice of material and, if required, approval for the specific purpose, reference is made to the respective classification society.

Flanges and valves

The flanges and valves are to be insulated by means of removable pads. Flange and valve pads are made of glass cloth, minimum 400 g/m

2

, containing mineral wool stuffed to minimum 150 kg/m

3

.

Thickness of the mats to be:

Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mm

Fuel oil pipes and heating pipes together . . 30 mm

The pads are to be fitted so that they overlap the pipe insulating material by the pad thickness. At flanged joints, insulating material on pipes should not be fitted closer than corresponding to the minimum bolt length.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineral wool of minimum 150 kg/m cloth of minimum 400 g/m

2

3

.

and covered with glass

Mounting

Mounting of the insulation is to be carried out in accordance with the supplier’s instructions.

Fuel oil pipes and heating pipes together

Two or more pipes can be insulated with 30 mm wired mats of mineral wool of minimum 150 kg/m

3 covered with glass cloth of minimum 400 g/m

2

.

Fig. 6.02.04: Fuel oil pipes heat, insulation, option: 4 35 121

435 600 025

6.02.05

178 43 73-5.0

198 18 78


Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMB

British Standard 6843, Class DMB

Similar oils may also be used

Heavy fuel oil (HFO)

Most commercially available HFO with a viscosity below 700 cSt at 50 °C (7000 sec. Redwood I at

100 °F) can be used.

For guidance on purchase, reference is made to ISO

8217, British Standard 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines, third edition 1990, in which the maximum acceptable grades are RMH 55 and K55.

The above-mentioned ISO and BS standards supersede BSMA 100 in which the limit was M9.

The data in the above HFO standards and specifications refer to fuel as delivered to the ship, i.e. before on board cleaning.

In order to ensure effective and sufficient cleaning of the HFO i.e. removal of water and solid contaminants – the fuel oil specific gravity at 15 °C (60 °F) should be below 0.991.

Higher densities can be allowed if special treatment systems are installed.

Current analysis information is not sufficient for estimating the combustion properties of the oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in combustion chambers, gas passages and turbines.

It may, therefore, be necessary to rule out some oils that cause difficulties.

Guiding heavy fuel oil specification

Based on our general service experience we have, as a supplement to the above-mentioned standards, drawn up the guiding HFO specification shown below.

Heavy fuel oils limited by this specification have, to the extent of the commercial availability, been used with satisfactory results on MAN B&W two-stroke slow speed diesel engines.

The data refers to the fuel as supplied i.e. before any on board cleaning.

Property

Density at 15°C

Kinematic viscosity at 100 °C at 50 °C

Flash point

Pour point

Carbon residue

Ash

Total sediment after ageing

Water

Sulphur

Vanadium

Aluminum + Silicon

Units kg/m

3

Value

< 991* cSt cSt

°C

°C

% mass

% mass

% mass

% volume

% mass mg/kg mg/kg

> 55

> 700

> 60

> 30

> 22

> 0.15

> 0.10

> 1.0

> 5.0

> 600

> 80

*) May be increased to 1.010 provided adequate cleaning equipment is installed, i.e. modern type of centrifuges.

If heavy fuel oils with analysis data exceeding the above figures are to be used, especially with regard to viscosity and specific gravity, the engine builder should be contacted for advice regarding possible fuel oil system changes.

435 600 025 198 18 78

6.02.06


Components for fuel oil system

(See Fig. 6.02.01)

Fuel oil centrifuges

The manual cleaning type of centrifuges are not to be recommended, neither for attended machinery spaces (AMS) nor for unattended machinery spaces

(UMS). Centrifuges must be self-cleaning, either with total discharge or with partial discharge.

Distinction must be made between installations for: fuges are installed for Heavy Fuel Oil (HFO), each with adequate capacity to comply with the above recommendation.

A centrifuge for Marine Diesel Oil (MDO) is not a must, but if it is decided to install one on board, the capacity should be based on the above recommendation, or it should be a centrifuge of the same size as that for lubricating oil.

The Nominal MCR is used to determine the total installed capacity. Any derating can be taken into consideration in border-line cases where the centrifuge that is one step smaller is able to cover Specified

MCR.

• Specific gravities < 0.991 (corresponding to ISO

8217 and British Standard 6843 from RMA to

RMH, and CIMAC from A to H-grades

• Specific gravities > 0.991 and (corresponding to

CIMAC K-grades).

For the latter specific gravities, the manufacturers have developed special types of centrifuges, e.g.:

Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alcap

Westfalia. . . . . . . . . . . . . . . . . . . . . . . . . . . . Unitrol

Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II

The centrifuge should be able to treat approximately the following quantity of oil:

0.27 l/kWh = 0.20 l/BHPh

This figure includes a margin for:

• Water content in fuel oil

• Possible sludge, ash and other impurities in the fuel oil

• Increased fuel oil consumption, in connection with other conditions than ISO. standard condition

• Purifier service for cleaning and maintenance.

The size of the centrifuge has to be chosen according to the supplier’s table valid for the selected viscosity of the Heavy Fuel Oil. Normally, two centri-

Fuel oil supply pump (4 35 660)

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °C

Fuel oil viscosity maximum . . . . . . . . . . . 1000 cSt

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 bar

Delivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 bar

Working temperature . . . . . . . . . . . . . . . . . 100 °C

The capacity is to be fulfilled with a tolerance of:

-0% +15% and shall also be able to cover the back flushing, see “Fuel oil filter”.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

Fuel oil viscosity, specified . up to 700 cSt at 50 °C

Fuel oil viscosity normal . . . . . . . . . . . . . . . . 20 cSt

Fuel oil viscosity maximum. . . . . . . . . . . . 1000 cSt

Fuel oil flow . . . . . . . . . . . . see “List of capacities”

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 bar

Delivery pressure . . . . . . . . . . . . . . . . . . . . . 10 bar

Working temperature . . . . . . . . . . . . . . . . . . 150 °C

The capacity is to be fulfilled with a tolerance of:

- 0% + 15% and shall also be able to cover the back-flushing see “Fuel oil filter”.

Pump head is based on a total pressure drop in filter and preheater of maximum 1.5 bar.

435 600 025 198 18 78

6.02.07


178 06 28-0.1

Fig. 6.02.05: Fuel oil heating chart

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat exchanger type.

The required heating temperature for different oil viscosities will appear from the “Fuel oil heating chart”. The chart is based on information from oil suppliers regarding typical marine fuels with viscosity index 70-80.

Since the viscosity after the heater is the controlled parameter, the heating temperature may vary, depending on the viscosity and viscosity index of the fuel.

Recommended viscosity meter setting is 10-15 cSt.

Fuel oil viscosity specified . . up to 700 cSt at 50°C

Fuel oil flow. . . . . . . . . . . . . . . . . . . see capacity of fuel oil circulating pump

Heat dissipation . . . . . . . . . see “List of capacities”

Pressure drop on fuel oil side . . . . maximum 1 bar

Working pressure . . . . . . . . . . . . . . . . . . . . . 10 bar

Fuel oil inlet temperature, . . . . . . . . approx. 100 °C

Fuel oil outlet temperature . . . . . . . . . . . . . . 150 °C

Steam supply, saturated. . . . . . . . . . . . . 7 bar abs.

To maintain a correct and constant viscosity of the fuel oil at the inlet to the main engine, the steam supply shall be automatically controlled, usually based on a pneumatic or an electrically controlled system.

435 600 025 198 18 78

6.02.08


Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplex type or an automatic filter with a manually cleaned by-pass filter.

If a double filter (duplex) is installed, it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature with a max. 0.3 bar pressure drop across the filter (clean filter).

If a filter with back-flushing arrangement is installed, the following should be noted. The required oil flow specified in the “List of capacities”, i.e. the delivery rate of the fuel oil supply pump and the fuel oil circulating pump should be increased by the amount of oil used for the back-flushing, so that the fuel oil pressure at the inlet to the main engine can be maintained during cleaning.

In those cases where an automatically cleaned filter is installed, it should be noted that in order to activate the cleaning process, certain makers of filters require a greater oil pressure at the inlet to the filter than the pump pressure specified. Therefore, the pump capacity should be adequate for this purpose, too.

The fuel oil filter should be based on heavy fuel oil of:

130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Redwood I/100 °F.

Fuel oil flow . . . . . . . . . . . . see “List of capacities”

Working pressure. . . . . . . . . . . . . . . . . . . . . 10 bar

Test pressure . . . . . . . . . . . according to class rule

Absolute fineness . . . . . . . . . . . . . . . . . . . . . 50 m

Working temperature . . . . . . . . . maximum 150 °C

Oil viscosity at working temperature . . . . . . 15 cSt

Pressure drop at clean filter . . . . maximum 0.3 bar

Filter to be cleaned at a pressure drop at . . . . . . . . . maximum 0.5 bar

Note:

Absolute fineness corresponds to a nominal fineness of approximately 30

mm at a retaining rate of

90%.

The filter housing shall be fitted with a steam jacket for heat tracing.

4 cyl.

5-8 cyl.

D1

200 mm

400 mm

Fig. 6.02.06: Fuel oil venting box

Flushing of the fuel oil system

D2 H1

50 mm 600 mm

100 mm 1200 mm

178 43 77-2.0

Before starting the engine for the first time, the system on board has to be cleaned in accordance with

MAN B&W’s recommendations “Flushing of Fuel Oil

System” which is available on request.

Fuel oil venting box (4 35 690)

178 38 38-1.0

The design is shown on “Fuel oil venting box”, see

Fig. 6.02.06

The systems fitted onto the main engine are shown on:

“Fuel oil pipes"

“Fuel oil drain pipes"

“Fuel oil pipes, steam and jacket water tracing” and

“Fuel oil pipes, insulation”

435 600 025 198 18 78

6.02.09


Modular units

The pressurised fuel oil system is preferable when operating the diesel engine on high viscosity fuels.

When using high viscosity fuel requiring a heating temperature above 100 °C, there is a risk of boiling and foaming if an open return pipe is used, especially if moisture is present in the fuel.

The pressurised system can be delivered as a mo-dular unit including wiring, piping, valves and instruments, see Fig. 6.02.07 below.

The fuel oil supply unit is tested and ready for service supply connections.

The unit is available in the following sizes:

Engine type

4S60MC-C

5S60MC-C

6S60MC-C

7S60MC-C

8S60MC-C

60 Hz

3 x 440V

F - 5.5 - 4.0 - 6

Units

50 Hz

3 x 380V

F - 6.4 - 4.6 - 5

F - 6.4 - 5.2 - 6

F - 7.9 - 5.2 - 6

F - 6.4 - 4.8 - 5

F - 8.9 - 6.8 - 5

F - 7.9 - 5.2 - 6 F - 8.9 - 6.8 - 5

F - 9.5 - 5.8 - 6 F - 11.9 - 6.8 - 5

F –7.9 –5.2 –6

5 = 50 Hz, 3 x 380V

6 = 60 Hz, 3 x 440V

Capacity of fuel oil supply pump in m

3

/h

Capacity of fuel oil circulating pump in m

3

/h

Fuel oil supply unit

Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610

435 600 025

6.02.10

178 30 73-4.0

198 18 78

MAN B&W Diesel A/S

6.03

Uni-lubricating Oil System



* Venting for MAN B&W or Mitsubishi turbochargers only

Fig. 6.03.01: Lubricating and cooling oil system

Since mid 1995 we have introduced as standard, the so called “umbrella” type of fuel pump for which reason a separate camshaft lube oil system is no longer necessary.

As a consequence the uni-lubricating. oil system is fitted, with two small booster pumps for exhaust valve actuators lube oil supply “Y”, see Fig. 6.03.01.

The system supplies lubricating oil through inlet

“RU” to the engine bearings and to the camshaft and cooling oil to the pistons etc., and as mentioned lubricating oil to the exhaust valve actuators trough

“Y”. A butterfly valve at lubricating oil inlet to the

178 18 65-1.1

main bearings is supplied with the engine, see Fig.

6.03.02.

Separate inlet "AA" and outlet "AB" are fitted for the lubrication of the turbocharger(s), see Fig. 6.03.03.

The engine crankcase is vented through “AR” by a pipe which extends directly to the deck. This pipe has a drain arrangement so that oil condensed in the pipe can be led to a drain tank, see details in Fig. 6.03.07.

Drains from the engine bedplate “AE” are fitted on both sides, see Fig. 6.03.08 “Bedplate drain pipes”.

440 600 025 198 18 79

6.03.01



The pos. numbers refer to “List of instruments”


Fig. 6.03.02: Lubricating and cooling oil pipes

178 44 46-7.0

178 38 43-9.0

Fig. 6.03.03a: Lub. oil pipes for MAN B&W turbocharger type NA/S

440 600 025

6.03.02

178 38 44-0.0

Fig. 6.03.03b: Lub. oil pipes for MAN B&W turbocharger type NA/T

198 18 79


178 45 00-6.0

Fig. 6.03.03c: Lub. oil pipes for ABB turbocharger type TPL

Turbochargers with slide bearings are lubricated from the main engine system, see Fig. 6.03.03

“Turbocharger lubricating oil pipes” which are shown with sensors for UMS. “AB” is the lubricating oil outlet from the turbocharger to the lubricating oil bottom tank and it is vented through “E” directly to the deck.

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used for attended machinery spaces (AMS). For unattended machinery spaces (UMS), automatic centrifuges with total discharge or partial discharge are to be used.

The nominal capacity of the centrifuge is to be according to the supplier’s recommendation for lubricating oil, based on the figures:

0.136 l/kWh = 0.1 l/BHPh

The Nominal MCR is used as the total installed effect.

Fig. 6.03.03d: Lub. oil pipes for Mitsubishi turbocharger type MET

178 38 67-9.1

Lubricating oil is pumped from a bottom tank, by means of the main lubricating oil pump (4 40 601), to the lubricating oil cooler (4 40 605), a thermostatic valve (4 40 610) and, through a full-flow filter (4 40

615), to the engine.

The major part of the oil is divided between piston cooling and crosshead lubrication.

The booster pumps (4 40 624) are introduced in order to maintain the required oil pressure at inlet “Y” for the exhaust valve actuators.

From the engine, the oil collects in the oil pan, from where it is drained off to the bottom tank, see Fig.

6.03.06 “Lubricating oil tank, without cofferdam”.

For external pipe connections, we prescribe a maximum oil velocity of 1.8 m/s.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) must be a rust and oxidation inhibited engine oil, of SAE

30 viscosity grade.

In order to keep the crankcase and piston cooling space clean of deposits, the oils should have adequate dispersion and detergent properties.

Alkaline circulating oils are generally superior in this respect.

Company

Elf-Lub.

BP

Castrol

Chevron

Exxon

Fina

Mobil

Shell

Texaco

Circulating oil

SAE 30/TBN 5-10

Atlanta Marine D3005

Energol OE-HT-30

Marine CDX-30

Veritas 800 Marine

Exxmar XA

Alcano 308

Mobilgard 300

Melina 30/30S

Doro AR 30

The oils listed have all given satisfactory service in

MAN B&W engine installations. Also other brands have been used with satisfactory results.

440 600 025 198 18 79

6.03.03


Components for lube oil system

Lubricating oil pump (4 40 601)

The lubricating oil pump can be of the screw wheel, or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °C

Lubricating oil viscosity, . . . . . maximum 400 cSt *

Lubricating oil flow . . . . . . see “List of capacities”

Design pump head . . . . . . . . . . . . . . . . . . . 4.0 bar

Delivery pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar

Max. working temperature . . . . . . . . . . . . . . 50 °C

* 400 cSt is specified, as it is normal practice when starting on cold oil, to partly open the bypass valves of the lubricating oil pumps, so as to reduce the electric power requirements for the pumps.

The flow capacity is to be within a tolerance of:

0 +12%.

The pump head is based on a total pressure drop across cooler and filter of maximum 1 bar.

The by-pass valve, shown between the main lubricating oil pumps, may be omitted in cases where the pumps have a built-in by-pass or if centrifugal pumps are used.

If centrifugal pumps are used, it is recommended to install a throttle valve at position “005”, its function being to prevent an excessive oil level in the oil pan, if the centrifugal pump is supplying too much oil to the engine.

During trials, the valve should be adjusted by means of a device which permits the valve to be closed only to the extent that the minimum flow area through the valve gives the specified lubricating oil pressure at the inlet to the engine at full normal load conditions.

It should be possible to fully open the valve, e.g.

when starting the engine with cold oil.

It is recommended to install a 25 mm valve (pos. 006) with a hose connection after the main lubricating oil pumps, for checking the cleanliness of the lubricating oil system during the flushing procedure. The valve is to be located on the underside of a horizontal pipe just after the discharge from the lubricating oil pumps.

Exhaust valve booster pump (4 40 624)

The corresponding data for the booster pump for camshaft system are:

Design pump head . . . . . . . . . . . . . . . . . . . 3.0 bar

Working temperature . . . . . . . . . . . . . . . . . . . 60 °C

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell and tube type made of seawater resistant material, or a plate type heat exchanger with plate material of titanium, unless freshwater is used in a central cooling system.

Lubricating oil viscosity, specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C

Lubricating oil flow . . . . . . . see “List of capacities”

Heat dissipation . . . . . . . . . see “List of capacities”

Lubricating oil temperature, outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °C

Working pressure on oil side . . . . . . . . . . . . 4.0 bar

Pressure drop on oil side . . . . . . maximum 0.5 bar

Cooling water flow . . . . . . . see “List of capacities”

Cooling water temperature at inlet, seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C freshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C

Pressure drop on water side. . . . maximum 0.2 bar

The lubricating oil flow capacity is to be within a tolerance of: 0 to + 12%.

The cooling water flow capacity is to be within a tolerance of: 0% +10%.

To ensure the correct functioning of the lubricating oil cooler, we recommend that the seawater temperature is regulated so that it will not be lower than

10 °C.

The pressure drop may be larger, depending on the actual cooler design.

440 600 025 198 18 79

6.03.04


Lubricating oil temperature control valve

(4 40 610)

The temperature control system can, by means of a three-way valve unit, by-pass the cooler totally or partly.

Lubricating oil viscosity, specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °C

Lubricating oil flow . . . . . . . “see List of capacities”

Temperature range, inlet to engine . . . . . 40-45 °C

• In those cases where an automatically-cleaned filter is installed, it should be noted that in order to activate the cleaning process, certain makes of filter require a greater oil pressure at the inlet to the filter than the pump pressure specified. Therefore, the pump capacity should be adequate for this purpose, too.

Lubricating oil full flow filter (4 40 615)


Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 bar

Test pressure . . . . . . . . . . according to class rules

Absolute fineness . . . . . . . . . . . . . . . . . . . 40 m

Working temperature . . . . . . . approximately 45 °C

Oil viscosity at working temperature. . . 90-100 cSt

Pressure drop with clean filter . . maximum 0.2 bar

Filter to be cleaned at a pressure drop. . . . . . . . . . . . maximum 0.5 bar

The absolute fineness corresponds to a nominal fineness of approximately 25 m at a retaining rate of 90%


0 to 12%.

The full-flow filter is to be located as close as possible to the main engine. If a double filter (duplex) is installed, it should have sufficient capacity to allow the specified full amount of oil to flow through each side of the filter at a given working temperature, with a pressure drop across the filter of maximum 0.2 bar

(clean filter).

If a filter with back-flushing arrangement is installed, the following should be noted:

• The required oil flow, specified in the “List of capacities” should be increased by the amount of oil used for the back-flushing, so that the lubricating oil pressure at the inlet to the main engine can be maintained during cleaning.

Lubricating oil booster pump for exhaust valve actuators (4 40 624)

The lubricating oil booster pump can be of the screw wheel, the gear wheel, or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °C

Lubricating oil viscosity, . . . . . . maximum 400 cSt


Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 bar



0 to+12%.

Flushing of lube oil system

Before starting the engine for the first time, the lubricating oil system on board has to be cleaned in accordance with MAN B&W’s recommendations:

“Flushing of Main Lubricating Oil System”, which is available on request.

440 600 025 198 18 79

6.03.05

MAN B&W Diesel A/S

A: Inlet from main lube oil pipe

B: Outlet to exhaust valve actuator

C: Waste oil drain

178 14 87-0.0

Fig. 6.03.04: Booster module for exhaust valve actuator

MAN B&W Diesel/C.C. Jensen


Booster unit for exhaust valve actuator lubrication (4 40 625)

The units consisting of the two booster pumps and the control system can be delivered as a module,

“Booster module, MAN B&W/C.C. Jensen”.

Engine type

4S60MC-C

5S60MC-C

6S60MC-C

7S60MC-C

8S60MC-C

60Hz

3 x 440 V

B - 2.7 - 6

B - 4.3 - 6

B - 4.3 - 6

B - 4.3 - 6

B - 4.3 - 6

Units

50Hz

3 x 380 V

B - 3.5 - 5

B - 3.5 - 5

B - 3.5 - 5

B - 4.7 - 5

B - 4.7 - 5

A protecting ring position 1.-4 is to be installed if required, by class rules, and is placed loose on the tanktop and guided by the hole in the flange.

In the vertical direction it is secured by means of screws position 4 so as to prevent wear of the rubber plate.

178 07 41-6.0

Fig. 6.03.05: Lubricating oil outlet

440 600 025 198 18 79

6.03.06


Note:

When calculating the tank heights, allowance has not been made for the possibility that part of the oil quantity from the system outside the engine may, when the pumps are stopped, be returned to the bottom tank.

If the system outside the engine is so executed that a part of the oil quantity is drained back to the tank when the pumps are stopped, the height of the bottom tank indicated on the drawing is to be increased to this additional quantity.

If space is limited other proposals are possible.

Cylinder

No.

4

5

6

7

8

Drain at cylinder No.

2-4

2-5

2-5

2-5-7

2-5-8

D0

200

225

250

275

275

D1

425

450

475

550

550

Fig. 6.03.06: Lubricating oil tank, with cofferdam

D3

65

100

100

100

100

H0

1000

1035

1110

1150

1220

178 37 37-4.0

* Based on 50 mm thickness of supporting chocks

The lubricating oil bottom tank complies with the rules of the classification societies by operation under the following conditions and the angles of inclination in degrees are:

Athwartships

Static

15

Dynamic

22.2

Fore and aft

Static

5

Dynamic

7.5

Minimum lubricating oil bottom tank volume is:

4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder

10.5 m 3 14.0 m 3 16.8 m 3 19.2 m 3 23.0 m 3

H1

425

450

475

550

550

H2

85

90

95

100

110

H3

300

300

400

400

400

W L OL Qm

3

400 5250

400 6750

900 10.5

935 14.0

500 7500 1010 16.8

500 8250 1050 19.2

500 9750 1120 24.2

178 42 23-8.0

440 600 025 198 18 79

6.03.07



Fig.6.03.07: Crankcase venting

178 34 43-7.0

Fig. 6.03.08: Bedplate drain pipes

440 600 025

6.03.08

178 44 47-9.0

198 18 79


6.04

Cylinder Lubricating Oil System


Fig. 6.04.01: Cylinder lubricating oil pipes

The cylinder lubricators are supplied with oil from a gravity-feed cylinder oil service tank, and they are equipped with built-in floats, which keep the oil level constant in the lubricators, Fig. 6.04.01.

The size of the cylinder oil service tank depends on the owner’s and yard’s requirements, and it is normally dimensioned for minimum two days’ consumption.

178 18 33-3.0

tion with all fuel types within our guiding specifica tion regardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also be used on testbed and at seatrial. However, cylinder oils with higher alkalinity, such as TBN 80, may be beneficial, especially in combination with high sulphur fuels.

The cylinder oils listed below have all given satisfactory service during heavy fuel operation in MAN

B&W engine installations:

Company

Elf-Lub.

BP

Castrol

Chevron

Exxon

Fina

Mobil

Shell

Texaco

Cylinder oil

SAE 50/TBN 70

Talusia HR 70

CLO 50-M

S/DZ70 cyl.

Delo Cyloil Special

Exxmar X 70

Vegano 570

Mobilgard 570

Alexia 50

Taro Special

Also other brands have been used with satisfactory results.

Cylinder Lubrication

Each cylinder liner has a number of lubricating orifices (quills), through which the cylinder oil is introduced into the cylinders, see Fig. 6.04.02. The oil is delivered into the cylinder via non-return valves, when the piston rings pass the lubricating orifices, during the upward stroke.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50 viscosity grade.

Modern high rated two-stroke engines have a relatively great demand for the detergency in the cylinder oil. Due to the traditional link between high detergency and high TBN in cylinder oils, we recommend the use of a TBN 70 cylinder roil in combina-

442 600 025 198 18 81

6.04.01


4 cylinder engines 1 lubricator

5-8 cylinder engines 2 lubricators



Fig. 6.04.02: Cylinder lubricating oil pipes

178 43 81-8.0

Cylinder Lubricators

The cylinder lubricator(s) are mounted on the fore end of the engine. The lubricator(s) have a built-in capability for adjustment of the oil quantity. They are of the “Sight Feed Lubricator” type and are provided with a sight glass for each lubricating point.

The lubricators are fitted with:

• Electrical heating coils

• Low flow and low level alarms.

The lubricator will, in the basic “Speed Dependent” design (4 42 111), pump a fixed amount of oil to the cylinders for each engine revolution.

Mainly for plants with controllable pitch propeller, the lubricators can, alternatively, be fitted with a system which controls the dosage in proportion to the mean effective pressure (mep), option: 4 42 113.

The “speed can be dependent” as well as the “mep dependent” lubricator can be equipped with a

“Load Change Dependent” system option: 4 42

120, such that the cylinder feed oil rate is automatically increased during starting, manoeuvring and, preferably, during sudden load changes, see Fig.

6.04.04.

The signal for the “load change dependent” system comes from the electronic governor.

442 600 025 198 18 81

6.04.02

MAN B&W Diesel A/S

Type: 9F010

For alarm for low level and no flow

Low level switch “A” opens at low level

Low flow switch “B” closes at zero flow in one ball control glass.

Fig 6.04.03a: Electrical diagram, cylinder lubricator

Type: 9F001

For alarm for low level and alarm and slow down for no flow

Required by: ABS, GL, RINa, RS and recommended by IACS


178 10 83-1.1

Both diagrams show the system in the following condition:

Electrical power ON

Stopped engine: no flow, oil level high

Fig 6.04.03b: El. diagram, cylinder lubricator

Electrical “C”:

4S60MC-C: 1 lubricators, 24 glasses of 1 x 125 watt





All cables and cable connections to be yard’s supply.

Heater ensures oil temperature of approximately

40-50 o

C.

178 36 47-5.1

Power supply according to ship’s monophase 110 V or

220 V.

178 43 84-3.0

442 600 025 198 18 81

6.04.03


178 45 03-1.0

Fig. 6.04.04: Load change dependent lubricator

Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate is based on service experience from other MC engine types, as well as today’s fuel qualities and operating conditions.

The recommendations are valid for all plants, whether controllable pitch or fixed pitch propellers are used.

The nominal cylinder oil feed rate at nominal MCR is:

1.1–1.6 g/kWh

0.8-1.2 g/BHPh

During the first operational period of about 1500 hours, it is recommended to use the upper feed rate.

The feed rate at part load is proportional to the

ì

í

î

n p n

ü

ý

þ

2

442 600 025 198 18 81

6.04.04


6.05

Stuffing Box Drain Oil System

For engines running on heavy fuel, it is important that the oil drained from the piston rod stuffing boxes is not led directly into the system oil, as the oil drained from the stuffing box is mixed with sludge from the scavenge air space.

The performance of the piston rod stuffing box on the MC engines has proved to be very efficient, primarily because the hardened piston rod allows a higher scraper ring pressure.

The amount of drain oil from the stuffing boxes is about 5 - 10 liters/24 hours per cylinder during normal service. In the running-in period, it can be higher.

We therefore consider the piston rod stuffing box drain oil cleaning system as an option, and recommend that this relatively small amount of drain oil is used for other purposes or is burnt in the incinerator.

If the drain oil is to be re-used as lubricating oil, it will be necessary to install the stuffing box drain oil cleaning system described below.

As an alternative to the tank arrangement shown, the drain tank (001) can, if required, be designed as a bottom tank, and the circulating tank (002) can be installed at a suitable place in the engine room.


Fig. 6.05.01: Optional stuffing box drain oil system

443 600 003

6.05.01

178 17 14-7.0

198 18 82


Piston rod lub oil pump and filter unit

No. of cylinders

4 - 6

7 –8

C.J.C. Filter

004

1 x HDU 427/54

1 x HDU 427/54

Minimum capacity of tanks

Tank 001 m

3

0.6

0.9

Tank 002 m

3

0.7

1.0

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

The filter unit consisting of a pump and a finefilter

(option: 4 43 640) could be of make C.C. Jensen

A/S, Denmark. The fine filter cartridge is made of cellulose fibres and will retain small carbon particles etc. with relatively low density, which are not removed by centrifuging.

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02

Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 bar

Filtration fineness . . . . . . . . . . . . . . . . . . . . . . 1 m


Oil viscosity at working temperature . . . . . . 75 cSt

Pressure drop at clean filter . . . . maximum 0.6 bar

Filter cartridge . . . maximum pressure drop 1.8 bar

No. of cylinders

4 - 6

7 - 8

3 x 440 volts

60 Hz

PR –0.2 –6

PR –0.3 –6

Fig. 6.05.03: Types of piston rod units

Capacity of pump option 4 43 640 at 2 bar m

3

/h

0.2

0.3

178 38 28-5.0

3 x 380 volts

50 Hz

PR –0.2 –5

PR –0.3 –5

178 38 29-7.0



Fig. 6.05.04: Stuffing box, drain pipes

443 600 003

6.05.02

178 30 86-6.0

198 18 82

MAN B&W Diesel A/S

Designation of piston rod units

PR –0.2 –6

5 = 50 Hz, 3 x 380 Volts

6 = 60 Hz, 3 x 440 Volts

Pump capacity in m

3

/h

Piston rod unit


A modular unit is available for this system, option:

4 43 610. See Fig. 6.05.05 “Piston rod unit, MAN

B&W/C.C. Jensen”.

The modular unit consists of a drain tank, a circulating tank with a heating coil, a pump and a fine filter, and also includes wiring, piping, valves and instruments.

The piston rod unit is tested and ready to be connected to the supply connections on board.

Fig. 6.05.05: Piston rod drain oil unit, MAN B&W Diesel/C. C. Jensen, option: 4 43 610

443 600 003

6.05.03

178 30 87-8.0

198 18 82


6.06

Cooling Water Systems

The water cooling can be arranged in several configurations, the most common system choice being:

• A seawater cooling system and a jacket cooling water system

The advantages of the seawater cooling system are mainly related to first cost, viz:

• Only two sets of cooling water pumps

(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher maintenance cost

• Expensive seawater piping of non-corrosive materials such as galvanised steel pipes or Cu-Ni pipes.

• A central cooling water system, option: 4 45 111 with three circuits: a seawater system a low temperature freshwater system a jacket cooling water system

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater, and thus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooled and can, therefore, be made of a less expensive material

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater, freshwater low temperature, and jacket water high temperature)

• Higher first cost.

An arrangement common for the main engine and

MAN B&W Holeby auxiliary engines is available on request.

For further information about common cooling water system for main engines and auxiliary engines please refer to our publication:

P. 281 Uni-concept Auxiliary Systems for Two-stroke

Main Engine and Four-stroke Auxiliary Engin

445 600 025 198 18 83

6.06.01



Fig. 6.06.01: Seawater cooling system

Seawater Cooling System

The seawater cooling system is used for cooling, the main engine lubricating oil cooler (4 40 605), the jacket water cooler (4 46 620) and the scavenge air cooler (4 54 150).

The lubricating oil cooler for a PTO step-up gear should be connected in parallel with the other coolers. The capacity of the SW pump (4 45 601) is based on the outlet temperature of the SW being maximum 50 °C after passing through the coolers –with an inlet temperature of maximum 32 °C (tropical conditions), i.e. a maxi mum temperature increase of 18 °C.

The valves located in the system fitted to adjust the distribution of cooling water flow are to be provided with graduated scales.

178 17 23-1.0

The inter-related positioning of the coolers in the system serves to achieve:

• The lowest possible cooling water inlet temperature to the lubricating oil cooler in order to obtain the cheapest cooler. On the other hand, in order to prevent the lubricating oil from stiffening in cold services, the inlet cooling water temperature should not be lower than 10 °C

• The lowest possible cooling water inlet temperature to the scavenge air cooler, in order to keep the fuel oil consumption as low as possible.

The piping delivered with and fitted onto the engine is, for your guidance shown on Fig. 6.06.02

445 600 025 198 18 83

6.06.02





178 43 85-5.0

Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger

Components for seawater system

The heat dissipation and the SW flow are based on an

MCR output at tropical conditions, i.e. SW temperature of 32 °C and an ambient air temperature of 45 °C.

Seawater cooling pump (4 45 601)

The pumps are to be of the centrifugal type.

Seawater flow . . . . . . . . . . see “List of capacities”

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar


Working temperature . . . . . . . . . . maximum 50 °C

The capacity must be fulfilled with a tolerance of between 0% to +10% and covers the cooling of the main engine only.

Lub. oil cooler (4 40 605)

See chapter 6.03 “ Uni-Lubricating oil system”.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of the main engine.

Heat dissipation . . . . . . . . see “List of capacities”


Seawater temperature, for SW cooling inlet, max. . . . . . . . . . . . . . . 32 °C

Pressure drop on cooling water side . . . . . between 0.1 and 0.5 bar

The heat dissipation and the SW flow are based on an

MCR output at tropical conditions, i.e. SW temperature of 32 °C and an ambient air temperature of 45 °C.

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heat exchanger type, made of seawater resistant material.


Jacket water flow . . . . . . . see “List of capacities”

Jacket water temperature, inlet. . . . . . . . . . . 80 °C

Pressure drop on jacket water side . . . . . . . . . . maximum 0.2 bar


Seawater temperature, inlet . . . . . . . . . . . . . 38 °C

Pressure drop on SW side . . . . . maximum 0.2 bar

Seawater thermostatic valve (4 45 610)

The temperature control valve is a three-way valve which can recirculate all or part of the SW to the pump’s suction side. The sensor is to be located at the seawater inlet to the lubricating oil cooler, and the temperature level must be a minimum of +10 °C.


Temperature range, adjustable within . . . . . . . . . . . . . . . . +5 to +32 °C

445 600 025 198 18 83

6.06.03


Fig. 6.06.03: Jacket cooling water system

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.

6.06.03, is used for cooling the cylinder liners, cylinder covers and exhaust valves of the main engine and heating of the fuel oil drain pipes.

The jacket water pump (4 46 601) draws water from the jacket water cooler outlet and delivers it to the engine.

At the inlet to the jacket water cooler there is a thermostatically controlled regulating valve (4 46 610), with a sensor at the engine cooling water outlet, which keeps the main engine cooling water outlet at a temperature of 80 °C.

The engine jacket water must be carefully treated, maintained and monitored so as to avoid corrosion, corrosion fatigue, cavitation and scale formation. It is recommended to install a preheater if preheating is not available from the auxiliary engines jacket cooling water system.

178 17 51-7.1

The venting pipe in the expansion tank should end just below the lowest water level, and the expansion tank must be located at least 5 m above the engine cooling water outlet pipe.

MAN B&W’s recommendations about the freshwater system de-greasing, descaling and treatment by inhibitors are available on request.

The freshwater generator, if installed, may be connected to the seawater system if the generator does not have a separate cooling water pump. The generator must be coupled in and out slowly over a period of at least 3 minutes.

For external pipe connections, we prescribe the following maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

445 600 025 198 18 83

6.06.04


178 43 87-9.0

Fig. 6.06.04a: Jacket water cooling pipes MAN B&W turbocharger

178 43 88-0.0

Fig. 6.06.04b: Jacket water cooling pipes ABB turbocharger




Fig. 6.06.04c: Jacket water cooling pipes MHI turbocharger

445 600 025

6.06.05

178 43 89-2.0

198 18 83


Components for jacket water system

The sensor is to be located at the outlet from the main engine, and the temperature level must be adjustable in the range of 70-90 °C.

Jacket water cooling pump (4 46 601)



Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 bar

Delivery pressure. . . . . . . . . . depends on position of expansion tank


Working temperature, . normal 80 °C, max. 100 °C

The capacity must be met at a tolerance of 0% to

+10%.

The stated capacities cover the main engine only.

The pump head of the pumps is to be determined based on the total actual pressure drop across the cooling water system.

Jacket water preheater (4 46 630)

When a preheater see Fig. 6.06.03 is installed in the jacket cooling water system, its water flow, and thus the preheater pump capacity (4 46 625), should be about 10% of the jacket water main pump capacity.

Based on experience, it is recommended that the pressure drop across the preheater should be approx. 0.2 bar. The preheater pump and main pump should be electrically interlocked to avoid the risk of simultaneous operation.

The preheater capacity depends on the required preheating time and the required temperature increase of the engine jacket water. The temperature and time relationships are shown in Fig. 6.06.05.

In general, a temperature increase of about 35 °C

(from 15 °C to 50 °C) is required, and a preheating time of 12 hours requires a preheater capacity of about 1% of the engine`s nominal MCR power.

Freshwater generator (4 46 660)

If a generator is installed in the ship for production of freshwater by utilising the heat in the jacket water cooling system it should be noted that the actual available heat in the jacket water system is lower than indicated by the heat dissipation figures given in the “List of capacities.” This is because the latter figures are used for dimensioning the jacket water cooler and hence incorporate a safety margin which can be needed when the engine is operating under conditions such as, e.g. overload. Normally, this margin is 10% at nominal MCR.

The calculation of the heat actually available at specified MCR for a derated diesel engine is stated in chapter 6.01 “List of capacities”.

Jacket water thermostatic valve (4 46 610)

The temperature control system can be equipped with a three-way valve mounted as a diverting valve, which by-pass all or part of the jacket water around the jacket water cooler.

De-aerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06

“De-aerating tank” and the corresponding alarm dev i c e ( 4 4 6 6 4 5 ) i s s h o w n o n F i g . 6 . 0 6 . 0 7

“De-aerating tank, alarm device”.

Expansion tank (4 46 648)

The total expansion tank volume has to be approximate 10% of the total jacket cooling water amount in the system.

As a guideline, the volume of the expansion tanks for main engine output are:

Between 2,700 kW and 15,000 kW . . . . . . 1.00 m

3

Above 15,000 kW. . . . . . . . . . . . . . . . . . . . 1.00 m

3

445 600 025 198 18 83

6.06.06


Fresh water treatment

The MAN B&W Diesel recommendations for treatment of the jacket water/freshwater are available on request.

Temperature at start of engine

In order to protect the engine, some minimum temperature restrictions have to be considered before starting the engine and, in order to avoid corrosive attacks on the cylinder liners during starting.

Normal start of engine

Normally, a minimum engine jacket water temperature of 50 °C is recommended before the engine is started and run up gradually to 90% of specified

MCR speed.

For running between 90% and 100% of specified

MCR speed, it is recommended that the load be increased slowly –i.e. over a period of 30 minutes.

178 16 63-1.0

Start of cold engine

In exceptional circumstances where it is not possible to comply with the abovementioned recommendation, a minimum of 20 °C can be accepted before the engine is started and run up slowly to 90% of specified MCR speed.

However, before exceeding 90% specified MCR speed, a minimum engine temperature of 50 °C should be obtained and, increased slowly –i.e. over a period of least 30 minutes.

The time period required for increasing the jacket water temperature from 20 °C to 50 °C will depend on the amount of water in the jacket cooling water system, and the engine load.

Note:

The above considerations are based on the assumption that the engine has already been well run-in.

Fig. 6.06.05: Jacket water preheater

Preheating of diesel engine

Preheating during standstill periods

During short stays in port (i.e. less than 4-5 days), it is recommended that the engine is kept preheated, the purpose being to prevent temperature variation in the engine structure and corresponding variation in thermal expansions and possible leakages.

The jacket cooling water outlet temperature should be kept as high as possible and should – before starting-up –be increased to at least 50 °C, either by means of cooling water from the auxiliary engines, or by means of a built-in preheater in the jacket cooling water system, or a combination.

445 600 025 198 18 83

6.06.07


Fig. 6.06.06: Deaerating tank, option: 4 46 640

178 06 27-9.0

øI

øJ

øK

E

F78

øH

Dimensions in mm

Tank size 0.05 m

3

0.16 m

3

Maximum J.W. capacity 120 m

3

/h 300 m

3

/h

Maximum nominal bore 125

D 150

200

150

300

910

300

320

ND 50

ND 32

500

1195

500

520

ND 80

ND 50

ND: Nominal diameter

Working pressure is according to actual piping arrangement.

In order not to impede the rotation of water, the pipe connection must end flush with the tank, so that no internal edges are protruding.

Fig. 6.06.08: Deaerating tank, alarm device, option: 4 46 645

445 600 025

6.06.08

178 07 37-0.1

198 18 83

MAN B&W Diesel A/S

6.07

Central Cooling Water System


Letters refer to “List of flanges”

Fig. 6.07.01: Central cooling system

The central cooling water system is characterised by having only one heat exchanger cooled by seawater, and by the other coolers, including the jacket water cooler, being cooled by the freshwater low temperature (FW-LT) system.

In order to prevent too high a scavenge air temperature, the cooling water design temperature in the

FW-LT system is normally 36 °C, corresponding to a maximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling water inlet temperature to the main engine scavenge air cooler as low as possible also applies to the central cooling system. This means that the temperature control valve in the FW-LT circuit is to be set to minimum 10 °C, whereby the temperature follows the

178 17 21-8.0

outboard seawater temperature when this exceeds

10 °C.

For further information about common cooling water system for main engines and MAN B&W Holeby auxiliary engines please refer to our publication:

P.281

Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines.

For external pipe connections, we prescribe the following maximum water velocities:

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

Central cooling water (FW-LT) . . . . . . . . . . 3.0 m/s

Seawater. . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s

445 550 002 178 18 84

6.07.01


Components for seawater system

Seawater cooling pumps (4 45 601)



Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar


Working temperature, normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 °C

Working temperature . . . . . . . . . . maximum 50 °C

The capacity is to be within a tolerance of 0% +10%.

The differential pressure of the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system.

Central cooling water pumps, low temperature (4 45 651)


Freshwater flow . . . . . . . . see “List of capacities”

Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 bar

Delivery pressure. . . . . . . . depends on location of expansion tank


Working temperature, normal . . . . . . . . . . . . . . . . . . approximately 80 °C maximum 90 °C

The flow capacity is to be within a tolerance of 0%

+10%.

The list of capacities covers the main engine only.

The differential pressure provided by the pumps is to be determined on the basis of the total actual pressure drop across the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heat exchanger type, made of seawater resistant material.


Central cooling water flow see “List of capacities”

Central cooling water temperature, outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °C

Pressure drop on central cooling side . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 bar


Seawater temperature, inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °C

Pressure drop on SW side . . . . . maximum 0.2 bar

The pressure drop may be larger, depending on the actual cooler design.

The heat dissipation and the SW flow figures are based on MCR output at tropical conditions, i.e. a

SW temperature of 32 °C and an ambient air tem perature of 45 °C.

Overload running at tropical conditions will slightly increase the temperature level in the cooling system, and will also slightly influence the engine performance.

Central cooling water thermostatic valve

(4 45 660)

The low temperature cooling system is to be equipped with a three-way valve, mounted as a mixing valve, which by-passes all or part of the fresh water around the central cooler.

The sensor is to be located at the outlet pipe from the thermostatic valve and is set so as to keep a temperature level of minimum 10 °C.

445 550 002 178 18 84

6.07.02

MAN B&W Diesel A/S


Due to the central cooler the cooling water inlet temperature is about 4°C higher for for this system com pared to the seawater cooling system. The input data are therefore different for the scavenge air cooler, the lube oil cooler and the jacket water cooler.

The heat dissipation and the FW-LT flow figures are based on an MCR output at tropical conditions, i.e. a maximum SW temperature of 32 °C and an ambient air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of the main engine.


FW-LT water flow . . . . . . . see “List of capacities”

FW-LT water temperature, inlet . . . . . . . . . . 36 °C

Pressure drop on FW-LT water side . . . . . . . . . . . . . . . . . . . approx. 0.5 bar

Lubricating oil cooler (4 40 605)

See "Lubricating oil system".


The cooler is to be of the shell and tube or plate heat exchanger type.



Jacket water temperature, inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °C

Pressure drop on jacket water side . max. 0.2 bar

FW-LT flow . . . . . . . . . . . . see “List of capacities”

FW-LT temperature, inlet . . . . . . . . . approx. 42 °C

Pressure drop on FW-LT side . . . . . . max. 0.2 bar

The other data for the jacket cooling water system can be found in section 6.06.

445 550 002

6.07.03


178 18 84

MAN B&W Diesel A/S

6.08

Starting and Control Air Systems


A: Valve “A” is supplied with the engine

AP: Air inlet for dry cleaning of turbocharger


Fig. 6.08.01: Starting and control air systems

The starting air of 30 bar is supplied by the starting air compressors (4 50 602) in Fig. 6.08.01 to the starting air receivers (4 50 615) and from these to the main engine inlet “A”.

Through a reducing station (4 50 665), compressed air at 7 bar is supplied to the engine as:

• Control air for manoeuvring system, and for exhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

178 06 12-3.3

• Through a reducing valve (4 50 675) is supplied compressed air at 10 bar to “AP” for turbocharger cleaning (soft blast) , and a minor volume used for the fuel valve testing unit.

Please note that the air consumption for control air, safety air, turbocharger cleaning, sealing air for exhaust valve and for fuel valve testing unit are momentary requirments of the consumers. The capacities stated for the air receivers and compressors in the “List of Capacities” cover the main engine requirements and starting of the auxiliary engines.

450 600 025 198 18 85

6.08.01



The position numbers refer to “List of instruments”


178 43 90-2.0

Fig. 6.08.02: Starting air pipes

The starting air pipes, Fig. 6.08.02, contains a main starting valve (a ball valve with actuator), a non-return valve, a starting air distributor and starting valves. The main starting valve is combined with the manoeuvring system, which controls the start of the engine. Slow turning before start of engine is an option: 4 50 140 and is recommended by MAN B&W

Diesel, see chapter 6.11.

The starting air distributor regulates the supply of control air to the starting valves in accordance with the correct firing sequence.

An arrangement common for main engine and MAN

B&W Holeby auxiliary engines is available on request.

For further information about common starting air system for main engines and auxiliary engines please refer to our publication:

P. 281 “Uni-concept Auxiliary Systems for Twostroke Main Engine and Four-stroke Auxiliary Engines”

450 600 025 198 18 85

6.08.02




178 43 91-4.0

Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves

The exhaust valve is opened hydraulically, and the closing force is provided by a “pneumatic spring” which leaves the valve spindle free to rotate. The compressed air is taken from the manoeuvring air system.

The sealing air for the exhaust valve spindle comes from the manoeuvring system, and is activated by the control air pressure, see Fig. 6.08.03.

450 600 025 198 18 85

6.08.03


Components for starting air system

Starting air compressors (4 50 602)

The starting air compressors are to be of the water-cooled, two-stage type with intercooling.

More than two compressors may be installed to supply the capacity stated.

Air intake quantity:

Reversible engine, for 12 starts: . . . . . . . . . . see “List of capacities”

Non-reversible engine, for 6 starts: . . . . . . . . . . . see “List of capacities”

Delivery pressure. . . . . . . . . . . . . . . . . . . . . 30 bar

Reducing valve (4 50 675)

Reduction from . . . . . . . . . . . . . . . 30 bar to 7 bar

Capacity:

(Tolerance -10% +10%)

2600 Normal litres/min of free air . . . . . 0.043 m

3

/s

The piping delivered with and fitted onto the main engine is, for your guidance, shown on:

Starting air pipes

Air spring pipes, exhaust valves

Starting air receivers (4 50 615)

The starting air receivers shall be provided with man holes and flanges for pipe connections.

The volume of the two receivers is:

Reversible engine, for 12 starts: . . . . . . . . . see “List of capacities”

Non-reversible engine, for 6 starts: . . . . . . . . . . . see “List of capacities”

Working pressure . . . . . . . . . . . . . . . . . . . . 30 bar

Test pressure . . . . . . . . . . according to class rule

* The volume stated is at 25 °C and 1,000 m bar

Turning gear

The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The turning wheel is driven by a pinion on the terminal shaft of the turning gear, which is mounted on the bedplate. Engagement and disengagement of the turning gear is effected by axial movement of the pinion.

The turning gear is driven by an electric motor with a built-in gear and brake. The size of the electric motor is stated in Fig. 6.08.04. The turning gear is equipped with a blocking device that prevents the main engine from starting when the turning gear is engaged.

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar

(Tolerance -10% +10%)

Capacity:

2100 Normal litres/min of free air . . . . . 0.035 m

3

/s

Filter, fineness . . . . . . . . . . . . . . . . . . . . . . 100 m

450 600 025 198 18 85

6.08.04

MAN B&W Diesel A/S

Electric motor 3 x 440 V –60 Hz

Brake power supply 220 V –60 Hz

No. of cylinders

4-8

Power kW

3.0

Start

Amp.

31.1

Current

Normal

Amp.

6.5


Electric motor 3 x 380 V –50 Hz

Brake power supply 220 V –50 Hz

No. of cylinders

4-8

Power kW

3.0

Start

Amp.

36.0

Current

Normal

Amp.

7.5

178 43 93-8.0

Fig. 6.08.05: Electric motor for turning gear

450 600 025

6.08.05

178 31 30-9.0

198 18 85

MAN B&W Diesel A/S

6.09 Scavenge Air System


178 07 27-4.1

Fig. 6.09.01a: Scavenge air system

The engine is supplied with scavenge air from one or two turbochargers located on the exhaust side of the engine.

The compressor of the turbocharger sucks air from the engine room, through an air filter, and the compressed air is cooled by the scavenge air cooler, one per turbocharger. The scavenge air cooler is provided with a water mist catcher, which prevents condensate water from being carried with the air into the scavenge air receiver and to the combustion chamber.

The scavenge air system, (see Figs. 6.09.01 and

6.09.02) is an integrated part of the main engine.

The heat dissipation and cooling water quantities are based on MCR at tropical conditions, i.e. a SW temperature of 32 °C, or a FW temperature of 36 °C, and an ambient air inlet temperature of 45 °C.

455 600 025 198 18 86

6.09.01


Auxiliary Blowers

The engine is provided with two electrically driven auxiliary blowers. Between the scavenge air cooler and the scavenge air receiver, non-return valves are fitted which close automatically when the auxiliary blowers start supplying the scavenge air, see Figs.

6.09.01b and 6.09.01c.

Both auxiliary blowers start operating consecutively before the engine is started and will ensure complete scavenging of the cylinders in the starting phase, thus providing the best conditions for a safe start.

During operation of the engine, the auxiliary blowers will start automatically whenever the engine load is reduced to about 30-40%, and will continue operating until the load again exceeds approximately

40-50%.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted onto the main engine, and the control system for the auxiliary blowers can be delivered separately as an option: 4 55 650.

The layout of the control system for the auxiliary blowers is shown in Figs. 6.09.03a and 6.09.03b

“Electrical panel for two auxiliary blowers”, and the data for the electric motors fitted onto the main engine is found in Fig. 6.09.04 “Electric motor for auxiliary blower”.

The data for the scavenge air cooler is specified in the description of the cooling water system chosen.

For further information please refer to our publication:

P.311

Influence of Ambient Temperature Conditions on Main Engine Operation

Emergency running

If one of the auxiliary blowers is out of action, the other auxiliary blower will function in the system, without any manual readjustment of the valves being necessary.

Running with auxiliary blower

Fig. 6.09.01b: Scavenge air system

455 600 025

6.09.02

Running with turbocharger alone

178 44 70-5.0

198 18 86


The letters refer to “list of flanges”

The position numbers refer to

“List of instruments”

Fig. 6.09.02a: Scavenge air pipes, for engine with one turbocharger exhaust side, make MAN B&W

178 38 55-9.0


The position numbers refer to

“List of instruments”

178 38 56-0.0

Fig. 6.09.02b: Scavenge air pipes, for engine with one turbocharger on exhaust side, make ABB or MHI

Electric motor size

3 x 440 V

60 Hz

3 x 380 V

50 Hz

18 - 80 A

11 - 45 kW

18 - 80 A

9 - 40 kW

63 - 250 A

67 - 155 kW

80 - 250 A

40 - 132 kW

Dimensions of control panel for Dimensions of electric panel two auxiliary blowers

W mm

H mm

D mm

W mm

H mm

D mm

300

300

460

460

150

150

400

600

600

600

300

350

Maximum stand-by heating element

100 W

250 W

178 31 47-8.0

Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650

455 600 025 198 18 86

6.09.03


PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar

PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar

G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418

K1: Switch in telegraph system. Closed at “finished with engine”

K2: Switch in safety system. Closed at “shut down”

K3: Lamp test

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

455 600 025

6.09.04

178 31 44-2.0

198 18 86


Number of cylinders

4

5

6

7

8

Make: ABB, or similar

3 x 440 V-60Hz-2p

Type

2 x M2AA200MBL

2 x M2AA200MBL

2 x M2AA225SMB

2 x M2CA280SA

2 x M2CA280SA

Power kW

2 x 43

2 x 43

2 x 54

2 x 90

2 x 90

Current

Start Amp.

Nominal Amp.

1 x 442

1 x 442

1 x 550

1 x 931

1 x 931

2 x 68

2 x 68

2 x 86

2 x 139

2 x 139

Mass kg

2 x 200

2 x 200

2 x 235

2 x 480

2 x 480

Number of cylinders

6

7

4

5

8


3 x 380 V-50Hz-2p

Type

2 x M2AA225SMB

2 x M2AA250SMA

2 x M2AA250SMA

2 x M2CA280SA

2 x M2CA280SA

Power kW

2 x 47

2 x 57

2 x 57

2 x 75

2 x 75

Start Amp.

1 x 550

1 x 667

1 x 667

1 x 932

1 x 932

Current

Nominal Amp.

Fig. 6.09.04: Electric motor for auxiliary blower for engines with turbocharger on exhaust side

2 x 86

2 x 101

2 x 101

2 x 137

2 x 137 number of cylinders

4

5

6

7

8


3 x 440 V-60Hz-2p

Type

2 x M2AA200MBL

2 x M2AA200MBL

2 x M2AA225SMB

2 x M2CA280SA

2 x M2CA280SA

Power kW

2 x 43

2 x 43

2 x 54

2 x 90

2 x 90

Current

Start Amp.

Nominal Amp.

1 x 442

1 x 442

1 x 550

1 x 931

1 x 931

2 x 68

2 x 68

2 x 86

2 x 139

2 x 139

Mass kg

2 x 235

2 x 285

2 x 285

2 x 480

2 x 480

Mass kg

2 x 200

2 x 200

2 x 235

2 x 480

2 x 480

Number of cylinders

4

5

6

7

8


3 x 380 V-50Hz-2p

Type

2 x M2AA225SMB

2 x M2AA250SMA

2 x M2AA250SMA

2 x M2CA280SA

2 x M2CA280SA

Power kW

2 x 47

2 x 57

2 x 57

2 x 75

2 x 75

Current

Start Amp.

Nominal Amp.

1 x 550

1 x 667

1 x 667

1 x 932

1 x 932

2 x 86

2 x 101

2 x 101

2 x 137

2 x 137

Enclosure IP44

Insulation class: minimum B

Speed of fan: about 240 and 3540 r/min for 50Hz and 60Hz respectively

The electric motors are delivered with and fitted onto engine

Fig. 6.09.04: Electric motor for auxiliary blower for engines with turbocharger aft

Mass kg

2 x 235

2 x 285

2 x 285

2 x 480

2 x 480

178 43 99-9.1

455 600 025 198 18 86

6.09.05


Air cooler cleaning

The air side of the scavenge air cooler can be cleaned by injecting a grease dissolvent through

“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipe arrangement fitted to the air chamber above the air cooler element.

Sludge is drained through “AL” to the bilge tank, and the polluted grease dissolvent returns from “AM”, through a filter, to the chemical cleaning tank. The cleaning must be carried out while the engine is at standstill.

Drain from water mist catcher

The drain line for the air cooler system is, during running, used as a permanent drain from the air cooler water mist catcher. The water is led though an orifice to prevent major losses of scavenge air. The system is equipped with a drain box, where a level switch LSA 434 is mounted, indicating any excessive water level, see Fig. 6.09.05.

178 44 68-3.0



Fig. 6.09.05: Air cooler cleaning pipes

* To suit the chemical requirement

Number of cylinders

Chemical tank capacity

4-5

0.3 m

3

6-8

0.6 m

3

Circulating pump capacity at 3 bar

1 m

3

/h 2 m

3

/h d: Nominal diameter 50 mm 50 mm

178 44 10-7.0


Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

455 600 025

6.09.06

178 06 15-9.1

198 18 86


178 0616-0.0


No. of cylinders

4-6

7-9

Fig. 6.09.07: Scavenge box drain system

455 600 025

6.09.07

Capacity of drain tank

0.4 m

3

0.7 m 3

178 38 61-8.0

198 18 86




Fig. 6.09.08a: Scavenge air space, drain pipes for engines with turbocharger on exhaust side

178 44 06-1.0



Fig. 6.09.08b: Scavenge air space, drain pipes, for engines with turbocharger aft, option: 4 59 124

455 600 025

6.09.08

178 44 69-5.0

198 18 86


Fire Extinguishing System for Scavenge

Air Space

Fire in the scavenge air space can be extinguished by steam, being the standard version, or, optionally, by water mist or CO

2

.

The alternative external systems are shown in Fig.

6.09.10:

“Fire extinguishing system for scavenge air space” standard: 4 55 140 Steam or option: 4 55 142 Water mist or option: 4 55 143 CO

2

The corresponding internal systems fitted on the engine are shown in Figs. 6.09.10a and 6.09.10b:

“Fire extinguishing in scavenge air space (steam)”

“Fire extinguishing in scavenge air space (water mist)”

“Fire extinguishing in scavenge air space (CO

2

)”

Steam pressure: 3-10 bar

Steam approx.: 3.2 kg/cyl.

Freshwater pressure: min. 3.5 bar

Freshwater approx.: 2.6 kg/cyl.

The letters refer to “List of flanges

178 06 17-2.0

Fig. 6.09.09 Fire extinguishing system for scavenge air space

CO

2 test pressure: 150 bar

CO

2 approx.: 6.5 kg/cyl.



178 38 65-5.0

Fig. 6.09.10a: Fire extinguishing pipes in scavenge air space CO

2

, option: 4 55 143

178 35 21-6.0

Fig. 6.09.10b: Fire extinguishing pipes in scavenge air space steam: 4 55 140, water mist, option: 4 55 142

455 600 025 198 18 86

6.09.09

MAN B&W Diesel A/S

6.10 Exhaust Gas System


178 07 27-4.1

Fig. 6.10.01: Exhaust gas system on engine

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the exhaust gas receiver where the fluctuating pressures from the cylinders are equalised and from where the gas is led further on to the turbocharger at a constant pressure, see Fig.6.10.01.

Compensators are fitted between the exhaust valves and the exhaust gas receiver and between the receiver and the turbocharger. A protective grating is placed between the exhaust gas receiver and the turbocharger. The turbocharger is fitted with a pick-up for remote indication of the turbocharger speed.

The exhaust gas receiver and the exhaust pipes are provided with insulation, covered by steel plating.

Turbocharger arrangement and cleaning systems

The turbocharger is, in the basic design (4 59 122), arranged on the exhaust side of the engine but can, as an option: 4 59 124, be arranged on the aft end of the engine if only one turbocharger is applied.

460 600 025 198 18 87

6.10.01


Fig. 6.10.02: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 122)

178 38 70-2.0

Fig. 6.10.03a: MAN B&W turbocharger, water washing turbine side

460 600 025

6.10.02

178 31 53-7.1

198 18 87


The engine is designed for the installation of either

MAN B&W turbocharger type NA/TO (4 59 101),

ABB turbocharger type VTR or TPL (4 59 102 or 4 59

102a), or MHI turbolager type MET (4 59 103).

All makes of turbochargers are fitted with an arrangement for water washing of the compressor side, and soft blast cleaning of the turbine side, see

Figs. 6.10.03. Washing of the turbine side is only applicable on MAN B&W and ABB turbochargers.

1.

Container for water



Fig. 6.10.03b: ABB turbocharger water washing of turbine and compressor side on VTR types

460 600 025

6.10.03

178 44 28-8.0

198 18 87


178 31 52-5.0

Fig. 6.10.04a: Soft blast cleaning of turbine side and water washing of compressor side for MAN B&W and ABB, VTR turbochargers

178 44 32-3.0

Fig. 6.10.04b: Soft blast cleaning of turbine side and water washing of compressor side for ABB, TPL turbochargers

460 600 025 198 18 87

6.10.04


As long as the total back-pressure of the exhaust gas system – incorporating all resistance losses from pipes and components – complies with the above-mentioned requirements, the pressure losses across each component may be chosen independently, see proposed measuring points in Fig.

6.10.07. The general design guidelines for each component, described below, can be used for guidance purposes at the initial project stage.

178 44 31-1.0

Fig. 6.10.04: Water washing for ABB type TPL of turbine side

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in the exhaust gas system after the turbocharger – indicated by the static pressure measured in the piping after the turbocharger – must not exceed 350 mm

WC (0.035 bar).

In order to have a back-pressure margin for the final system, it is recommended at the design stage to initially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gas pipings, the recommended maximum exhaust gas velocity is 50 m/s at specified MCR (M). For dimensioning of the external exhaust pipe connections, see Fig. 6.10.07.

The actual back-pressure in the exhaust gas system at MCR depends on the gas velocity, i.e. it is proportional to the square of the exhaust gas velocity, and hence inversely proportional to the pipe diameter to the 4th power. It has by now become normal practice in order to avoid too much pressure loss in the pipings, to have an exhaust gas velocity of about 35 m/sec at specified MCR. This means that the pipe diameters often used may be bigger than the diameter stated in Fig. 6.10.08.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gas from the outlet of the turbocharger(s) to the atmosphere.

The exhaust piping is shown schematically on Fig.

6.10.05.

The exhaust piping system for the main engine comprises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester

• Expansion joints

• Pipe bracings.

In connection with dimensioning the exhaust gas piping system, the following parameters must be observed:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gas system

• Maximum noise level at gas outlet to atmosphere

• Maximum force from exhaust piping on turbocharger(s)

• Utilisation of the heat energy of the exhaust gas.

460 600 025 198 18 87

6.10.05


Fig. 6.10.05: Exhaust gas system

Items that are to be calculated or read from tables are:

• Exhaust gas mass flow rate, temperature and maximum back pressure at turbocharger gas outlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipe outlet

• Pressure drop across the exhaust gas system

• Expansion joints.

178 33 46-7.1

Diameter of exhaust gas pipes

The exhaust gas pipe diameters shown on Fig.

6.10.08 for the specified MCR should be considered an initial choice only.

As previously mentioned a lower gas velocity than

50 m/s can be relevant with a view to reduce the pressure drop across pipes, bends and components in the entire exhaust piping system.

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60

610 for the expansion joint on the turbocharger gas outlet transition pipe, option: 4 60 601, the exhaust gas pipe and components, are to be so arranged that the thermal expansions are absorbed by expansion joints. The heat expansion of the pipes and the components is to be calculated based on a temperature increase from 20 °C to 250 °C. The vertical and horizontal heat expansion of the engine measured at the top of the exhaust gas transition piece of the turbocharger outlet are indicated in Fig.

6.10.08 as DA and DR.

The movements stated are related to the engine seating. The figures indicate the axial and the lateral movements related to the orientation of the expansion joints.

The expansion joints are to be chosen with an elasticity that limit the forces and the moments of the exhaust gas outlet flange of the turbocharger as stated for each of the turbocharger makers on Fig. 6.10.08

where are shown the orientation of the maximum allowable forces and moments on the gas outlet flange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation of the heat energy of the exhaust gas for steam production or for heating the oil system.

The exhaust gas passes an exhaust gas boiler which is usually placed near the engine top or in the funnel.

460 600 025 198 18 87

6.10.06


It should be noted that the exhaust gas temperature and flow rate are influenced by the ambient conditions, for which reason this should be considered when the exhaust gas boiler is planned.

At specified MCR, the maximum recommended pressure loss across the exhaust gas boiler is normally 150 mm WC.

This pressure loss depends on the pressure losses in the rest of the system as mentioned above. Therefore, if an exhaust gas silencer/spark arrester is not installed, the acceptable pressure loss across the boiler may be somewhat higher than the max. of 150 mm WC, whereas, if an exhaust gas silencer/spark arrester is installed, it may be necessary to reduce the maximum pressure loss.

The above-mentioned pressure loss across the silencer and/or spark arrester shall include the pressure losses from the inlet and outlet transition pieces.

Exhaust gas silencer

The typical octave band sound pressure levels from the diesel engine’s exhaust gas system –related to the distance of one meter from the top of the exhaust gas uptake –are shown in Fig. 6.10.06.

The need for an exhaust gas silencer can be decided based on the requirement of a maximum noise level at a certain place.

The exhaust gas noise data is valid for an exhaust gas system without boiler and silencer, etc.

The noise level refers to nominal MCR at a distance of one metre from the exhaust gas pipe outlet edge at an angle of 30° to the gas flow direction.

For each doubling of the distance, the noise level will be reduced by about 6 dB (far-field law).

Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas system

The noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe opening at an angle of 30 degrees to the gas flow and valid for an exhaust gas system –without boiler and silencer, etc.

460 600 025

6.10.07

178 16 99-1.0

198 18 87


When the noise level at the exhaust gas outlet to the atmosphere needs to be silenced, a silencer can be placed in the exhaust gas piping system after the exhaust gas boiler.

The exhaust gas silencer is usually of the absorption type and is dimensioned for a gas velocity of approximately 35 m/s through the central tube of the silencer.

An exhaust gas silencer can be designed based on the required damping of noise from the exhaust gas given on the graph.

In the event that an exhaust gas silencer is required

– this depends on the actual noise level require ments on the bridge wing, which is normally maximum 60-70 dB(A) –a simple flow silencer of the ab sorption type is recommended. Depending on the manufacturer, this type of silencer normally has a pressure loss of around 20 mm WC at specified

MCR.

Spark arrester

To prevent sparks from the exhaust gas from being spread over deck houses, a spark arrester can be fitted as the last component in the exhaust gas system.

It should be noted that a spark arrester contributes with a considerable pressure drop, which is often a disadvantage.

It is recommended that the combined pressure loss across the silencer and/or spark arrester should not be allowed to exceed 100 mm WC at specified MCR

–depending, of course, on the pressure loss in the remaining part of the system, thus if no exhaust gas boiler is installed, 200mm WC could be possible.

Calculation of Exhaust Gas

Back-Pressure

The exhaust gas back pressure after the turbocharger(s) depends on the total pressure drop in the exhaust gas piping system.

The components exhaust gas boiler, silencer, and spark arrester, if fitted, usually contribute with a major part of the dynamic pressure drop through the entire exhaust gas piping system.

The components mentioned are to be specified so that the sum of the dynamic pressure drop through the different components should if possible approach 200 mm WC at an exhaust gas flow volume corresponding to the specified MCR at tropical ambient conditions. Then there will be a pressure drop of 100 mm WC for distribution among the remaining piping system.

Fig. 6.10.07 shows some guidelines regarding resistance coefficients and back-pressure loss calculations which can be used, if the maker’s data for back-pressure is not available at the early project stage.

The pressure loss calculations have to be based on the actual exhaust gas amount and temperature valid for specified MCR. Some general formulas and definitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR in kg/sec.

T exhaust gas temperature at specified MCR in °C

Please note that the actual exhaust gas temperature is different before and after the boiler. The exhaust gas data valid after the turbocharger may be found in Section 6.01.

460 600 025 198 18 87

6.10.08


Mass density of exhaust gas ( )

1 . 293 x

273

273 + T x 1.015 in kg/m

3

The factor 1.015 refers to the average back-pressure of 150 mm WC (0.015 bar) in the exhaust gas system.

Exhaust gas velocity (v)

In a pipe with diameter D the exhaust gas velocity is: v =

M x r

4 x D

2 in m/sec

Pressure losses in pipes ( p)

For a pipe element, like a bend etc., with the resistance coefficient , the corresponding pressure loss is:

x

½ v

2

x

1 in mm WC where the expression after is the dynamic pressure of the flow in the pipe.

The friction losses in the straight pipes may, as a guidance, be estimated as :

1 mm WC per 1 x diameter length whereas the positive influence of the up-draught in the vertical pipe is normally negligible.

Pressure losses across components ( p)

The pressure loss p across silencer, exhaust gas boiler, spark arrester, rain water trap, etc., to be measured/ stated as shown in Fig. 6.11.07 (at specified MCR) is normally given by the relevant manufacturer.

Total back-pressure ( pm)

The total back-pressure, measured/stated as the static pressure in the pipe after the turbocharger, is then:

∆p

M

=

S Dp

where

∆p incorporates all pipe elements and components etc. as described: p

M has to be lower than 350 mm WC.

(At design stage it is recommended to use max.

300 mm WC in order to have some margin for fouling).

Measuring of Back Pressure

At any given position in the exhaust gas system, the total pressure of the flow can be divided into dynamic pressure (referring to the gas velocity) and static pressure (referring to the wall pressure, where the gas velocity is zero).

At a given total pressure of the gas flow, the combination of dynamic and static pressure may change, depending on the actual gas velocity. The measurements, in principle, give an indication of the wall pressure, i.e., the static pressure of the gas flow.

It is, therefore, very important that the back pressure measuring points are located on a straight part of the exhaust gas pipe, and at some distance from an

“obstruction”, i.e. at a point where the gas flow, and thereby also the static pressure, is stable. The taking of measurements, for example, in a transition piece, may lead to an unreliable measurement of the static pressure.

In consideration of the above, therefore, the total back pressure of the system has to be measured after the turbocharger in the circular pipe and not in the transition piece. The same considerations apply to the measuring points before and after the exhaust gas boiler, etc.

460 600 025 198 18 87

6.10.09

MAN B&W Diesel A/S

Change-over valves

Change-over valve of type with constant cross section

ζa = 0.6 to 1.2

ζb = 1.0 to 1.5

ζc = 1.5 to 2.0

Change-over valve of type with volume

ζa = ζb = about 2.0


Pipe bends etc.

R = D

R = 1.5D

R = 2D

ζ = 0.28

ζ = 0.20

ζ = 0.17

R = D

R = 1.5D

R = 2D

ζ = 0.16

ζ = 0.12

ζ = 0.11

ζ = 0.05

R = D

R = 1.5D

R = 2D

ζ = 0.45

ζ = 0.35

ζ = 0.30

ζ = 0.14

Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

460 600 025

6.10.10

Outlet from top of exhaust gas uptake

ζ = 1.00

Inlet

(from turbocharger)

ζ = –1.00

178 06 85-3.0

198 18 87


The minimum diameter of the exhaust pipe for a standard installation is based on an exhaust gas velocity of 50 m/s:

Engine specified

MCR in kW

9000

9500

10000

11000

12000

13000

14000

15000

4000

4500

5000

5500

6000

6500

7000

7500

8000

8500

16000

17000

18000

19000

Exhaust pipe dia.

D0 and H1 in mm

1 TC

650

2 TC

-

650

700

750

750

800

850

850

900

900

950

950

1000

1050

1100

1100

1150

1200

1250

1300

1300

1300

-

500

550

550

550

600

600

650

650

650

700

700

750

750

800

850

850

900

900

950

950

D4 in mm

950

950

1000

1050

1100

1100

1150

1200

650

650

700

750

750

800

850

850

900

900

1250

1300

1300

1350

DA

DR

= axial movement at compensator

= lateral movement at compensator

Movement at expansion joint based on the thermal expansion of the engine from ambient temperature to service:

Cylinder No.

DA

∗ mm

DR

∗∗ mm

4

8.5

2.7

5

9.5

3.2

6

9.6

3.6

7

9.9

3.9

8

10.6

4.4

Maximum forces and moments permissible at the turbocharger’s gas outlet flange are as follows:

MAN B&W turbocharger related figures:

Type

M1 Nm

M3 Nm

NA48

3600

2400

NA57

4300

3000

NA70

5300

3500

F1 N

F2 N

F3 N

W kg

6000

6000

2400

1000

7000

7000

3000

2000

8800

8800

3500

3000

ABB turbocharger related figures:

Type VTR454 VTR564 VTR714 TPL80 TPL85

M1 Nm 3500 5000 7200 4400 7100

M3 Nm 2300 3300 4700 2000 3100

F1 N 5500 6700 8000 1300 1600

F2 N 2700 3800 5400 3000 3700

F3 N 1900 2800 4000 2000 2500

W kg 1000 2000 3000

Mitsubishi turbolader related figures:

Type

M1 Nm

M3 Nm

F1 N

F2 N

F3 N

W kg

MET66SE

6800

3400

9300

3200

3000

5200

MET83SE

9800

4900

11700

4100

3700

10500

The crane beams shall be long enough for the crane to be able to lift at both sides of the turbocharger.

The lifting capacity of the crane is “W” stated in the table.

Fig 6.10.08: Exhaust pipe system

460 600 025

6.10.11

178 09 39-5.0

198 18 87


6.11

Manoeuvring System

Manoeuvring System on Engine

The basic diagram is applicable for reversible engines, i.e. those with fixed pitch propeller (FPP).

The engine is, as standard, provided with a pneumatic/electronic manoeuvring system, see diagram

Fig. 6.11.01, which also shows the options:

4 35 104 Variable Injection Timing fuel pumps

4 35 107 Fuel oil leakage from high pressure pipe, shut down per cylinder

4 35 132 Pneumatic lifting arrangement of fuel pump roller guide/cylinder

4 50 140 Slow turning before starting

The lever on the “Engine side manoeuvring console” can be set to either Manual or Remote position.

In the ‘Manual’ position the engine is controlled from the engine side manoeuvring console by the push buttons START, STOP, and the AHEAD/ASTERN.

The load is controlled by the “Engine side speed setting” handwheel, Figs. 6.11.01, 6.11.04 or 6.11.05.

In the ‘Remote’ position all signals to the engine are electronic, the START, STOP, AHEAD and ASTERN signals activate the solenoid valves EV684, EV682,

EV683 and EV685, respectively, see Figs. 6.11.01 or

6.11.02 and the speed setting signal via the electronic governor and the actuator E672.

The electrical signal comes from the remote control system, i.e. the Bridge Control (BC) console, or from the Engine Control Room (ECR) console.

The engine side manoeuvring console is shown in

Fig. 6.11.04. for reversible engine and in Fig. 6.11.05

for non-reversible engine.

Shutdown system

The engine is stopped by activating the puncture valve located in the fuel pump either at normal stopping or at shutdown by activating solenoid valve EV658.

Slow turning

The standard manoeuvring system does not feature slow turning before starting, but for Unattended Machinery Space (UMS) we strongly recommend the addition of the slow turning device shown in Figs.

6.11.01, 6.11.02 and 6.11.03, option 4 50 140.

The slow turning valve allows the starting air to partially bypass the main starting valve. During slow turning the engine will rotate so slowly that, in the event that liquids have accumulated on the piston top, the engine will stop before any harm occurs.

Governor

When selecting the governor, the complexity of the installation has to be considered. We normally distinguish between “conventional” and “advanced” marine installations.

The governor consists of the following elements:

• Actuator

• Revolution transmitter (pick-ups)

• Electronic governor panel

• Power supply unit

• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pressure transmitter are mounted on the engine.

The electronic governors must be tailor-made, and the specific layout of the system must be mutually agreed upon by the customer, the governor supplier and the engine builder.

It should be noted that the shutdown system, the governor and the remote control system must be compatible if an integrated solution is to be obtained.

465 100 010 198 18 89

6.11.01


“Conventional” plants

A typical example of a “conventional” marine installation is:

• An engine directly coupled to a fixed pitch propeller

• An engine directly coupled to a controllable pitch propeller, without clutch and without extreme demands on the propeller pitch change

• Plants with controllable pitch propeller with a shaft generator of less than 15% of the engine’s

MCR output.

With a view to such an installation, the engine is, as standard, equipped with a “conventional” electronic governor approved by MAN B&W, e.g.:

4 65 172 Lyngsø Marine A/S electronic governor system, type EGS 2000

4 65 174 Kongsberg Norcontrol Automation A/S digital governor system, type DGS 8800e

4 65 177 Siemens digital governor system, type

SIMOS SPC 55.

“Advanced” plants

The “advanced” marine installations, are for example:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for disconnecting the propeller

• Plants with shaft generator requiring great frequency accuracy.

For these plants the electronic governors have to be tailor-made, and the specific layout of the system has to be mutually agreed upon by the customer, the governor supplier and the engine builder.

It should be noted that the shutdown system, the governor and the remote control system must be compatible if an integrated solution is to be obtained.

Fixed Pitch Propeller (FPP)

Plants equipped with a fixed pitch propeller require no modifications to the basic diagram for the reversible engine shown in Fig. 6.11.01.

Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:

• Non-reversible engine

Option: 4 30 104:

If a controllable pitch propeller is coupled to the engine, a manoeuvring system according to Fig.

6.11.02 is to be used.

The fuel pump roller guides are provided with non-displaceable rollers.

• Engine with emergency reversing

Option 4 30 109:

The manoeuvring system on the engine is identical to that for reversible engines, Fig. 6.11.01, as the interlocking of the reversing is to be made in the electronic remote control system. The manoeuvring diagram is identical to that for the reversible engine Fig.6.11.01.

The engine can be reversed from the engine side manoeuvring console as well as from the engine control room console, but not from the bridge.

From the engine side manoeuvring console it is possible to start, stop and reverse the engine.

465 100 010 198 18 89

6.11.02

MAN B&W Diesel A/S

Engine Side Manoeuvring Console

The layout of the engine side mounted manoeuvring console includes the components indicated in Fig.

6.11.04 for reversible engine and in Fig. 6.11.05 for non-reversible engine

The console is located on the camshaft side of the engine.

Manoeuvring Console

The manoeuvring handle for the Engine Control

Room is delivered as a separate item with the engine.

The components for the manoeuvring console are shown in Figs. 6.11.06 and 6.11.07 for the reversible or non-reversible engines respectively

Sequence Diagram for Plants with

Bridge Control

MAN B&W Diesel’s requirements to the remote control system makers are indicated graphically in Fig.

6.11.09 “Sequence diagram” for fixed pitch propeller.

The diagram shows the functions as well as the delays which must be considered in respect to starting

Ahead and starting Astern, as well as for the activation of the slow down and shut down functions.

On the right of the diagram, a situation is shown where the order Astern is over-ridden by an Ahead order – the engine immediately starts Ahead if the engine speed is above the specified starting level.

The corresponding sequence diagram for a non-reversible plant with power take-off (Gear Constant

Ratio) is shown in Fig. 6.11.10.


465 100 010 198 18 89

6.11.03


178 44 39-6.1

Fig. 6.11.01: Diagram of manoeuvring system for reversible engine with FPP prepared for remote control including options

465 100 010 198 18 89

6.11.04


Fig. 6.11.02: Diagram of manoeuvring system, non-reversible engine with CPP prepared for remote control

465 100 010

6.11.05

178 44 41-8.0

198 18 89


Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140

465 100 010

6.11.06

178 44 43-1.0

198 18 89


Fig. 6.11.04a: Engine side control console, for reversible engine

178 44 83-7.0

Fig. 6.11.04b: Diagram of engine side control console, for reversible engine

465 100 010

6.11.07

178 44 83-7.0

198 18 89


Fig. 6.11.05a: Engine side control console, for non-reversible engine

178 44 84-9.0

Fig. 6.11.05b: Diagram of engine side control console, for non-reversible engine

465 100 010

6.11.08

178 44 84-9.0

198 18 89


Fig. 6.11.06a: Manoeuvring console for Engine Control Room, reversible engine

178 44 85-0.0

Fig. 6.11.06a: Wiring diagram for control room console for reversible engine with FPP and bridge control

465 100 010

6.11.09

178 44 86-2.0

198 18 89


Fig. 6.11.07a: Manoeuvring console for Engine Control Room, non-reversible engine

178 44 87-4.0

Fig. 6.11.07a: Wiring diagram for control room console for non-reversible engine with bridge control

465 100 010

6.11.10

178 44 88-6.0

198 18 89


Indication lamps for:

Ahead

Astern

Manual control

Control room control

Wrong way alarm

Turning gear engaged

Main starting valve in service

Main starting valve blocked

Starting air distributor blocked

Remote control

Shutdown

(Spare)

Lamp test

Tachometer for main engine

Tachometer for turbocharger

Revolution counter

Switch and lamps for auxiliary blowers

Free space for mounting of bridge control equipment for main engine

Switch and lamp for canceling of limiters for governor

Engine control handle

Engine builder’s supply

Pressure gauges for:

Scavenge air receiver

Lubricating oil inlet

Piston cooling oil inlet


0- 4 bar PE 417

0- 4 bar PE 330

0- 4 bar PE 326

0- 4 bar PE 386

Cooling water inlet air cooler 0- 4 bar PE 382

Lubricating oil inlet camshaft 0- 4 bar PE 357

Fuel oil before filter 0-10 bar

Fuel oil inlet engine

Starting air inlet

Control air inlet

0-10 bar

0-30 bar

0-10 bar

PE 305

PE 401

PE 403

Thermometer for:


Lubricating oil inlet

0-100 °C

0-100 °C

TE 385

TE 311

Yard’s supply

178 44 44-3.0

Fig. 6.11.08: Minimum extent of instruments and pneumatic components for manoeuvring console, option: 4 65 640

465 100 010 198 18 89

6.11.11


Fig. 6.11.09: Sequence diagram for fixed pitch propeller, with shaft generator type GCR

465 100 010

6.11.12

178 08 65-1.1

198 18 89


Fig. 6.11.10: Sequence diagram for controllable pitch propeller, with shaft generator type GCR

465 100 010

6.11.13

178 08 66-3.1

198 18 89

Vibration Aspects 7


7 Vibration Aspects

The vibration characteristics of the two-stroke low speed diesel engines can for practical purposes be, split up into four categories, and if the adequate countermeasures are considered from the early project stage, the influence of the excitation sources can be minimised or fully compensated.

In general, the marine diesel engine may influence the hull with the following:

• External unbalanced moments These can be classified as unbalanced 1st and 2nd order external moments, which need to be considered only for certain cylinder numbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guide force moments are illustrated in Fig. 7.01.

In the following, a brief description is given of their origin and of the proper countermeasures needed to render them harmless.

The natural frequency of the hull depends on the hull’s rigidity and distribution of masses, whereas the vibration level at resonance depends mainly on the magnitude of the external moment and the engine’s position in relation to the vibration nodes of the ship.

C

C

A

D

B

External unbalanced moments

The inertia forces originating from the unbalanced rotating and reciprocating masses of the engine create unbalanced external moments although the external forces are zero.

Of these moments, the 1st order (one cycle per revolution) and the 2nd order (two cycles per revolution) need to be considered for engines with a low number of cylinders. On 7-cylinder engines, also the 4th order external moment may have to be examined. The inertia forces on engines with more than 6 cylinders tend, more or less, to neutralise themselves.

Countermeasures have to be taken if hull resonance occurs in the operating speed range, and if the vibration level leads to higher accelerations and/or velocities than the guidance values given by international standards or recommendations (for instance related to special agreement between shipowner and shipyard).

407 000 100

A –

B –

C –

D –

Combustion pressure

Guide force

Staybolt force

Main bearing force

1st

2nd order moment vertical 1 cycle/rev order moment

Vertical 2 cycle/rev

1st order moment, horizontal 1 cycle/rev.

Guide force moment,

H transverse Z cycles/rev.

Z is 1 or 2 times number of cylinder

Guide force moment,

X transverse Z cycles/rev.

Z = 1,2 ...12

7.01

178 06 82-8.0

Fig. 7.01: External unbalanced moments and guide force moments

198 18 90


1st order moments on 4-cylinder engines

1st order moments act in both vertical and horizontal direction. For our two-stroke engines with standard balancing these are of the same magnitudes.

For engines with five cylinders or more, the 1st order moment is rarely of any significance to the ship. It can, however, be of a disturbing magnitude in four-cylinder engines.

Resonance with a 1st order moment may occur for hull vibrations with 2 and/or 3 nodes, see Fig. 7.02.

This resonance can be calculated with reasonable accuracy, and the calculation will show whether a compensator is necessary or not on four-cylinder engines.

A resonance with the vertical moment for the 2 node hull vibration can often be critical, whereas the resonance with the horizontal moment occurs at a higher speed than the nominal because of the higher natural frequency of horizontal hull vibrations.

As standard, four-cylinder engines are fitted with adjustable counterweights, as illustrated in Fig.

7.03. These can reduce the vertical moment to an insignificant value (although, increasing correspondingly the horizontal moment), so this resonance is easily dealt with. A solution with zero horizontal moment is also available.

Adjustable counterweights

Fixed counterweights

Aft

Adjustable counterweights

Fore

Fixed counterweights

Fig. 7.03: Adjustable counterweights: 4 31 151

178 16 78-7.0

Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines

407 000 100

7.02

178 06 84-1.0

198 18 90


178 06 76-9.0

Fig. 7.04: 1st order moment compensator

In rare cases, where the 1st order moment will cause resonance with both the vertical and the horizontal hull vibration mode in the normal speed range of the engine, a 1st order compensator, as shown in

Fig. 7.04, can be introduced (as an option: 4 31 156), in the chain tightener wheel, reducing the 1st order moment to a harmless value. The compensator comprises two counter-rotating masses running at the same speed as the crankshaft.

With a 1st order moment compensator fitted aft, the horizontal moment will decrease to between 0 and

30% of the value stated in the last table of this chapter, depending on the position of the node. The 1st order vertical moment will decrease to about 30% of the value stated in the table.

Since resonance with both the vertical and the horizontal hull vibration mode is rare, the standard engine is not prepared for the fitting of such compensators.

178 06 92-4.0

Fig. 7.05: Statistics of vertical hull vibrations in tankers and bulk carriers

2nd order moments on 4, 5 and 6-cylinder engines

The 2nd order moment acts only in the vertical direction. Precautions need only to be considered for four, five and six cylinder engines.

Resonance with the 2nd order moment may occur at hull vibrations with more than three nodes. Contrary to the calculation of natural frequency with 2 and 3 nodes, the calculation of the 4 and 5 node natural frequencies for the hull is a rather comprehensive procedure and, despite advanced calculation methods, is often not very accurate. Consequently, only a rather uncertain basis for decisions is available relating to the natural frequency as well as the position of the nodes in relation to the main engine

A 2nd order moment compensator comprises two counter-rotating masses running at twice the engine speed. 2nd order moment compensators are not included in the basic extent of delivery.

407 000 100 198 18 90

7.03


Several solutions are shown in Fig. 7.06 for compensation or elimination of the 2nd order moment.

The most cost efficient solution must be found in each case, e.g.:

1) No compensators, if considered unnecessary on the basis of natural frequency, nodal point and size of the 2nd order moment

2) A compensator mounted on the aft end of the engine driven by the main chain drive, option:

4 31 203

3) A compensator mounted on the front end, driven from the crankshaft through a separate chain drive, option: 4 31 213

4) Compensators on both aft and fore end completely eliminating the external 2nd order moment, options: 4 31 203 and 4 31 213

Briefly speaking, compensators positioned on a node or near it are inefficient. If it is necessary, solution no. 4 should be considered.

A decision regarding the vibration aspects and the possible use of compensators must be reached at the contract stage preferably based on data from sister ships. If no sister ships have been built, we recommend to make calculations to determine which of the above solutions should be chosen.

If no compensators are chosen, the engine can be delivered prepared for retro-fitting of compensators on the fore end, see option: 4 31 212. The decision to prepare the engine must also be made at the contract stage. Measurements taken during sea trial or in service with fully loaded ship can show whether there is a need for compensators.

If no calculations are available at the contract stage we advise ordering the engine with a 2nd order moment compensator on the aft end, option: 4 31 203, and to make preparations for the fitting of a compensator on the front end, option: 4 31 212.

If it is decided neither to use compensators nor prepare the main engine for retro-fitting,the following solution can be used:

An electrically driven compensator, option: 4 31

601, synchronised to the correct phase relative to the external force or moment can neutralise the excitation. This type of compensator needs an extra seating fitted, preferably in the steering gear room where deflections are largest, and the compensator will have the greatest effect.

The electrically driven compensator will not give rise to distorting stresses in the hull, but it is more expensive than the engine-mounted compensators as listed above. More than 70 electrically driven compensators are in service with good results.

407 000 100

7.04

198 18 90


Fig. 7.06: Optional 2nd order moment compensators

407 000 100

7.05

178 06 80-4.0

198 18 90


178 16 30-5.0

Fig. 7.07: 2nd order moment compensator

Power Related Unbalance (PRU)

To evaluate if there is a risk that 1st and 2nd order external moments will excite disturbing hull vibrations, the concept Power Related Unbalance can be used as a guidance, see fig. 7.07.

PRU

External moment

Engine power

Nm/kW

With the PRU-value, stating the external moment relative to the engine power, it is possible to give an estimate of the risk of hull vibrations for a specific engine. Based on service experience from a greater number of large ships with engines of different types and cylinder numbers, the PRU-values have been classified in four groups as follows:

PRU Nm/kW . . . . . . . . . . . . Need for compensator from 0 to 60 . . . . . . . . . . . . . . . . . . . . not relevant from 60 to 120 . . . . . . . . . . . . . . . . . . . . . . unlikely from 120 to 220 . . . . . . . . . . . . . . . . . . . . . . . likely above 220. . . . . . . . . . . . . . . . . . . . . . . most likely

In the table at the end of this chapter, the external moments (M1) are stated at the speed (n1) and MCR rating in point L1 of the layout diagram. For other speeds (n

A

), the corresponding external moments

(M

A

) are calculated by means of the formula:

M

A

M x

ì

í

î

n

A n

1

ü

ý

þ

2 kNm

(The tolerance on the calculated values is 2.5%).

407 000 100 198 18 90

7.06


178 06 81-6.0

Fig. 7.08: H-type and X-type guide force moments

Guide Force Moments

The so-called guide force moments are caused by the transverse reaction forces acting on the crossheads due to the connecting rod/crankshaft mechanism. These moments may excite engine vibrations, moving the engine top athwartships and causing a rocking (excited by H-moment) or twisting

(excited by X-moment) movement of the engine as illustrated in Fig. 7.08.

The guide force moments corresponding to the

MCR rating (L

1

) are stated in the last table.

Top bracing

The guide force moments are harmless except when resonance vibrations occur in the engine/double bottom system.

As this system is very difficult to calculate with the necessary accuracy MAN B&W Diesel strongly recommend, as standard, that a top bracing is installed between the engine`s upper platform brackets and the casing side.

The mechanical top bracing, option: 4 83 112 comprises stiff connections (links) with friction plates and alternatively a hydraulic top bracing, option: 4

83 122 to allow adjustment to the loading conditions of the ship. With both types of top bracing the above-mentioned natural frequency will increase to a level where resonance will occur above the normal engine speed. Details of the top bracings are shown in chapter 5.

407 000 100 198 18 90

7.07


Axial Vibrations

When the crank throw is loaded by the gas pressure through the connecting rod mechanism, the arms of the crank throw deflect in the axial direction of the crankshaft, exciting axial vibrations. Through the thrust bearing, the system is connected to the ship`s hull.

Generally, only zero-node axial vibrations are of interest. Thus the effect of the additional bending stresses in the crankshaft and possible vibrations of the ship`s structure due to the reaction force in the thrust bearing are to be considered.

An axial damper is fitted as standard: 4 31 111 to all

MC engines minimising the effects of the axial vibrations.

The five and six-cylinder engines are equipped with an axial vibration monitor (4 31 117).

Torsional Vibrations

The reciprocating and rotating masses of the engine including the crankshaft, the thrust shaft, the intermediate shaft(s), the propeller shaft and the propeller are for calculation purposes considered as a system of rotating masses (inertias) interconnected by torsional springs. The gas pressure of the engine acts through the connecting rod mechanism with a varying torque on each crank throw, exciting torsional vibration in the system with different frequencies.

In general, only torsional vibrations with one and two nodes need to be considered. The main critical order, causing the largest extra stresses in the shaft line, is normally the vibration with order equal to the number of cylinders, i.e., five cycles per revolution on a five cylinder engine. This resonance is positioned at the engine speed corresponding to the natural torsional frequency divided by the number of cylinders.

The torsional vibration conditions may, for certain installations require a torsional vibration damper, option: 4 31 105.

Based on our statistics, this need may arise for the following types of installation:

• Plants with controllable pitch propeller

• Plants with unusual shafting layout and for special owner/yard requirements

• Plants with 8-cylinder engines.

The so-called QPT (Quick Passage of a barred speed range Technique), option: 4 31 108, is an alternative to a torsional vibration damper, on a plant equipped with a controllable pitch propeller. The

QPT could be implemented in the governor in order to limit the vibratory stresses during the passage of the barred speed range.

The application of the QPT has to be decided by the engine maker and MAN B&W Diesel A/S based on final torsional vibration calculations.

Four, five and six-cylinder engines, require special attention. On account of the heavy excitation, the natural frequency of the system with one-node vibration should be situated away from the normal operating speed range, to avoid its effect. This can be achieved by changing the masses and/or the stiffness of the system so as to give a much higher, or much lower, natural frequency, called undercritical or overcritical running, respectively.

Owing to the very large variety of possible shafting arrangements that may be used in combination with a specific engine, only detailed torsional vibration calculations of the specific plant can determine whether or not a torsional vibration damper is necessary.

407 000 100 198 18 90

7.08


Undercritical running

The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 35-45% above the engine speed at specified MCR.

Such undercritical conditions can be realised by choosing a rigid shaft system, leading to a relatively high natural frequency.

The characteristics of an undercritical system are normally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use of shafting material with a moderate ultimate tensile strength, but requiring careful shaft alignment,

(due to relatively high bending stiffness)

• Without barred speed range, option: 4 07 016.

When running undercritical, significant varying torque at MCR conditions of about 100-150% of the mean torque is to be expected.

This torque (propeller torsional amplitude) induces a significant varying propeller thrust which, under adverse conditions, might excite annoying longitudinal vibrations on engine/double bottom and/or deck house.

The yard should be aware of this and ensure that the complete aft body structure of the ship, including the double bottom in the engine room, is designed to be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration is so adjusted that resonance with the main critical order occurs about 30-70% below the engine speed at specified MCR. Such overcritical conditions can be realised by choosing an elastic shaft system, leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaft fore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiring shafting material with a relatively high ultimate tensile strength

• With barred speed range (4 07 015) of about

±10% with respect to the critical engine speed.

Torsional vibrations in overcritical conditions may, in special cases, have to be eliminated by the use of a torsional vibration damper, option: 4 31 105.

Overcritical layout is normally applied for engines with more than four cylinders.

Please note:

We do not include any tuning wheel, option: 4 31

101 or torsional vibration damper, option: 4 31 105 in the standard scope of supply, as the proper countermeasure has to be found after torsional vibration calculations for the specific plant, and after the decision has been taken if and where a barred speed range might be acceptable.

For further information about vibration aspects please refer to our publications:

P.222 “An introduction to Vibration Aspects of

Two-stroke Diesel Engines in Ships”

P.268 “Vibration Characteristics of Two-stroke

Low Speed Diesel Engines”

407 000 100 198 18 90

7.09


External Forces and Moments, S60MC-C, Layout point L

1

No of cylinder : 4 5 6

Firing order

1 3 2 4 1 4 3 2 5 1 5 3 4 2 6

7 8

1 7 2 5 4 3 6 1 8 3 4 7 2 5 6

External forces [kN] :

1. Order : Horizontal.

1. Order : Vertical.

2. Order : Vertical

4. Order : Vertical

6. Order : Vertical

0

0

0

102

0

External moments [kNm] :

1. Order : Horizontal. a)

1. Order : Vertical. a)

2. Order : Vertical

4. Order : Vertical

6. Order : Vertical

524 b)

524 b)

1541 c)

0

7

Guide force H-moments in [kNm] :

1 x No. of cyl.

2 x No. of cyl.

1179

258

3 x No. of cyl.

30

Guide force X-moments in [kNm] :

1. Order :

2. Order :

3. Order :

4. Order :

5. Order :

6. Order :

7. Order :

8. Order :

9. Order :

10. Order :

11. Order :

12. Order :

21

35

7

0

154

267

60

0

442

339

86

0

0

0

0

0

0

166

166

1919 c)

12

1

1313

107

140

423

304

55

0

30

212

133

16

-

7

0

2

0

0

0

0

11

0

0

1335 c)

90

0

965

45

-

0

294

550

423

0

0

0

93

133

31

0

0

0

0

0

0

0

99

99

388

256

0

717

-

-

84

85

601

1203

110

18

0

7

15

87

51

3

0

0

0

0

0

332

332

0

104

0

516

-

a) 1st order moments are as standard, balanced so as to obtain equal values for horizontal and vertical moments for all cylinder numbers.

1374

0

38

0

280

0

771

489

13

0

65

13 b) By means of the adjustable counterweights on 4 cylinder engines, 70 % of the 1st order moment can be moved from horizontal to vertical direction or vice versa, if required.

c) 4, 5 and 6 cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the

2nd order external moment.

Fig. : 7.09: External forces and moments in layout point L

1

407 000 100

198 51 07-7.0

7.10

Instrumentation 8



The instrumentation on the diesel engine can be roughly divided into:

• Local instruments, i.e. thermometers, pressure gauges and tachometers

• Control devices, i.e. position switches and solenoid valves

• Analog sensors for Alarm, Slow Down and remote indication of temperatures and pressures

• Binary sensors, i.e. thermo switches and pressure switches for Shut Down etc.

All instruments are identified by a combination of symbols as shown in Fig. 8.01 and a position number which appears from the instrumentation lists in this chapter.

Local Instruments

The basic local instrumentation on the engine comprises thermometers and pressure gauges located on the piping or mounted on panels on the engine, and an engine tachometer located at the engine side control panel.

These are listed in Fig. 8.02 and their location on the engine is shown in Fig. 8.04.

Additional local instruments, if required, can be ordered as option: 4 70 129.

Control Devices

The control devices mainly include the position switches, called ZS, incorporated in the manoeuvring system, and the solenoid valves (EV), which are listed in Fig. 8.05 and positioned as shown in Fig.

8.04.

Sensors for

Remote Indication Instruments

Analog sensors for remote indication can be ordered as options 4 75 127, 4 75 128 or for CoCoS as

4 75 129, see Fig. 8.03. These sensors can also be used for Alarm or Slow Down simultaneously.

Alarm, Slow Down and

Shut Down Sensors

It is required that the system for shut down is electrically separated from the other systems.

This can be accomplished by using independent sensors, or sensors with galvanically separated electrical circuits, i.e. one sensor with two sets of electrically independent terminals.

The International Association of Classification Societies (IACS) have agreed that a common sensor can be used for Alarm, Slow Down and remote indication. References are stated in the lists if a common sensor can be used.

A general outline of the electrical system is shown in

Fig. 8.07.

The extent of sensors for a specific plant is the sum of requirements of the classification society, the yard, the owner and MAN B&W’s minimum requirements.

Figs. 8.08, 8.09 and 8.10 show the classification societies’ requirements for UMS and MAN B&W’s minimum requirements for Alarm, Slow Down and Shut

Down as well as IACS`s recommendations, respectively.

Only MAN B&W’s minimum requirements for Alarm and Shut Down are included in the basic scope of supply (4 75 124).

For the event that further signal equipment is required, the piping on the engine has additional sockets.

170 100 025 198 18 91

8.01


Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipes is collected in a drain box (Fig. 8.11a), which is equipped with a level alarm, LSA 301, option 4 35

105.

Slow down system

The slow down functions are designed to safeguard the engine components against overloading during normal service conditions and, at the same time, to keep the ship manoeuvrable, in the event that fault conditions occur.

The slow down sequence has to be adapted to the plant (FPP/CPP, with/without shaft generator, etc.) and the required operating mode.

For further information please contact the engine supplier.

Unattended Machinery Spaces (UMS)

The “Standard Extent of Delivery for MAN B&W Diesel A/S” engines includes the temperature switches, pressure switches and analog sensors stated in the

“MAN B&W” column for alarm, slow down and shut down in Figs. 8.08, 8.09 and 8.10.

The shut down and slow down panel can be ordered as option: 4 75 610, 4 75 611 or 4 75 613, whereas the alarm panel is a yard’s supply, as it has to include several other alarms than those of the main engine.

The location of the pressure gauges and pressure switches in the piping system on the engine is shown schematically in Fig. 8.06.

For practical reasons, the sensors to be applied are normally delivered from the engine supplier, so that they can be wired to terminal boxes on the engine.

The number and position of the terminal boxes depends on the degree of dismantling specified for the forwarding of the engine, see “Dispatch Pattern” in

Chapter 9.

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&W engine is designed for Attended Machinery Spaces and comprises the temperature switches (thermostats) and pressure switches (pressure stats) that are specified in the “MAN B&W” column for alarm and for shut down in Figs. 8.08 and 8.10, respectively. The sensors for shut down are included in the basic scope of supply (4 75 124), see Fig. 8.10.

Additional digital sensors can be ordered as option:

4 75 128.

Oil Mist Detector and Bearing

Monitoring Systems

Based on our experience, the basic scope of supply for all plants for attended as well as for unattended machinery spaces (AMS and UMS) includes an oil mist detector, Fig. 8.12.

Make: Kidde Fire Protection, Graviner

Type: MK 5. . . . . . . . . . . . . . . . . . . . . . . . 4 75 161 or

Make: Schaller

Type: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163

The combination of an oil mist detector and a bearing temperature monitoring system with deviation from average alarm (option 4 75 133, 4 75 134 or

4 75 135) will in any case provide the optimum safety.

170 100 025 198 18 911

8.02


PMI Calculating Systems

The PMI systems permit the measuring and monitoring of the engine’s main parameters, such as cylinder pressure, fuel oil injection pressure, scavenge air pressure, engine speed, etc., which enable the engineer to run the diesel engine at its optimum performance.

The designation of the different types are:

Main engine:

PT: Portable transducer for cylinder pressure

S: Stationary junction and converter boxes on engine

P: Portable optical pick-up to detect the crankshaft position at a zebra band on the intermediate shaft

PT/S

The following alternative types can be applied:

• MAN B&W Diesel, PMI system type PT/S option: 4 75 208

The cylinder pressure monitoring system is based on a Portable Transducer, Stationary junction and converter boxes.

Power supply: 24 V DC

• MAN B&W Diesel, PMI system, type PT/P option: 4 75 207

The cylinder pressure monitoring system is based on a Portable Transducer, and Portable pick-up.

Power supply: 24 V DC

CoCoS

The Computer Controlled Surveillance system is the family name of the software application products from the MAN B&W Diesel group.

CoCoS comprises four individual software application products:

CoCoS-EDS:

Engine Diagnostics System, option: 4 09 660.

CoCoS-EDS assists in the engine performance evaluation through diagnostics.

Key features are: on-line data logging, monitoring, diagnostics and trends.

CoCoS-MPS:

Maintenance Planning System, option: 4 09 661.

CoCoS-MPS assists in the planning and initiating of preventive maintenance.

Key features are: scheduling of inspections and overhaul, forecasting and budgeting of spare part requirements, estimating of the amount of work hours needed, work procedures, and logging of maintenance history.

CoCoS-SPC:

Spare Part Catalogue, option: 4 09 662.

CoCoS-SPC assists in the identification of spare part.

Key features are: multilevel part lists, spare part information, and graphics.

CoCoS-SPO:

Stock Handling and Spare Part Ordering, option: 4 09 663.

CoCoS-SPO assists in managing the procurement and control of the spare part stock.

Key features are: available stock, store location, planned receipts and issues, minimum stock, safety stock, suppliers, prices and statistics.

CoCoS Suite:

Package: option: 4 09 665

Includes the four above-mentioned system:

4 09 660+661+662+663.

CoCoS MPS, SPC, and SPO can communicate with one another, or they can be used as separate stand-alone system. These three applications can also handle non-MAN B&W Diesel technical equipment; for instance pumps and separators.

Fig. 8.03 shows the maximum extent of additional sensors recommended to enable on-line diagnostics if CoCoS-EDS is ordered.

170 100 025 198 18 91

8.03


Identification of instruments

The measuring instruments are identified by a combination of letters and a position number:

LSA 372 high

Level: high/low

Where: in which medium

(lube. oil, cooling water...) location (inlet/outlet engine)

Output signal:

A:

I : alarm indicator (thermometer, manometer...)

SHD:

SLD: shut down (stop) slow down

How: by means of

E:

S: analog sensor (element) switch

(pressure stat, thermostat)

What is measured:

D: density

F:

L: flow level

P:

PD:

S:

T: pressure pressure difference speed temperature

V:

W:

Z: viscosity vibration position

Functions

DSA Density switch for alarm (oil mist)

DS - SLD Density switch for slow down

E Electric devices

EV Solenoid valve

ESA

FSA

Electrical switch for alarm

Flow switch for alarm

FS - SLD Flow switch for slow down

LSA

PDEI

PDI

PDSA

PDE

PI

Level switch for alarm

Pressure difference sensor for remote indication (analog)

Pressure difference indicator

Pressure difference switch for alarm

Pressure difference sensor (analog)

Pressure indicator

Fig. 8.01: Identification of instruments

170 100 025

8.04

PS

PS - SHD Pressure switch for shut down

PS - SLD Pressure switch for slow down

PSA Pressure switch for alarm

PSC

PE

PEA

PEI

Pressure switch

Pressure switch for control

Pressure sensor (analog)

Pressure sensor for alarm (analog)

Pressure sensor for remote indication (analog)

PE - SLD Pressure sensor for slow down (analog)

SE Speed sensor (analog)

SEA

SSA

Speed sensor for alarm (analog)

Speed switch for alarm

SS - SHD Speed switch for shut down

TI Temperature indicator

TSA Temperature switch for alarm

TSC Temperature switch for control

TS - SHD Temperature switch for shut down

TS - SLD Temperature switch for slow down

TE

TEA

TEI

Temperature sensor (analog)

Temperature sensor for alarm (analog)

Temperature sensor for remote indication (analog)

TE - SLD Temperature sensor for

VE

VEI slow down (analog)

Viscosity sensor (analog)

Viscosity sensor for remote indication

(analog)

Viscosity indicator VI

ZE

ZS

WEA

Position sensor

Position switch

Vibration signal for alarm (analog)

WI Vibration indicator

WS - SLD Vibration switch for slow down

The symbols are shown in a circle indicating

Instrument locally mounted

Instrument mounted in panel on engine

Control panel mounted instrument

178 30 04-4.1

198 18 911

MAN B&W Diesel A/S

Description


TI 302

TI 311

TI 317

TI 349

TI 355

TI 369

TI 375

TI 379

TI 385

TI 387A

TI 393

TI 411

TI 412

TI 413

Point of location

TE 302

Fuel oil

Fuel oil, inlet engine

TE 311

Lubricating oil

Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper, piston cooling oil, and camshaft lube oil

TE 317 Piston cooling oil outlet/cylinder

TE 349 Thrust bearing segment

Lubricating oil inlet to exhaust valve actuators

TE 369 Lubricating oil outlet from turbocharger/turbocharger

(depends on turbocharger design)

Low temperature cooling water: seawater or freshwater for central cooling

TE 375 Cooling water inlet, air cooler

TE 379 Cooling water outlet, air cooler/air cooler

High temperature jacket cooling water

TE 385 Jacket cooling water inlet

TE 387A Jacket cooling water outlet, cylinder cover/cylinder

Jacket cooling water outlet/turbocharger

Scavenge air

TE 411 Scavenge air before air cooler/air cooler

TE 412 Scavenge air after air cooler/air cooler

TE 413 Scavenge air receiver

TI 425

TI 426

TE 425

TE 426

Exhaust gas

Exhaust gas inlet turbocharger/turbocharger

Exhaust gas after exhaust valves/cylinder

178 45 79-7.0

Fig. 8.02a: Local standard thermometers on engine (4 70 120) and option: 4 75 127 remote indication sensors sensors

170 100 025 198 18 91

8.05


PI 305

PI 326

PI 330

PI 357

PI 371

PI 382

PI 386

PI 401

PI 403

PI 405

PI 417

PI 424

PI 435A

PI 435B

PI 668

PDI 420

PDI 422

Point of location

Fuel oil

PE 305 Fuel oil , inlet engine

Lubricating oil

PE 326 Piston cooling and camshaft oil inlet

PE 330 Lubricating oil inlet to main bearings thrust bearing and axial vibration damper

PE 357 Lubricating oil inlet to exhaust valve actuators

PE 371 Lubricating oil inlet to turbocharger with slide bearings/turbocharger

Low temperature cooling water:

PE 382 Cooling water inlet, air cooler

High temperature jacket cooling water

PE 386 Jacket cooling water inlet

Starting and control air

PE 401 Starting air inlet main starting valve

PE 403 Control air inlet

Safety air inlet

Scavenge air

PE 417 Scavenge air receiver

Exhaust gas

Exhaust gas receiver

Air inlet for dry cleaning of turbocharger

Water inlet for cleaning of turbocharger

Manoeuvring system

Pilot pressure to actuator for V.I.T. system, if fitted

Differential pressure gauges

Pressure drop across air cooler/air cooler

Pressure drop across blower filter of turbocharger

(For ABB turbochargers only)

SI 438

SI 439

WI 471

SE 438 Engine speed

Turbocharger speed/turbocharger

Mechanical measuring of axial vibration

178 45 79-7.0

Fig. 8.02b: Local standard manometers and tachometers on engine (4 70 120) and option: 4 75 127 remote indication

170 100 025 198 18 911

8.06


Point of location

TE 311

TE 317

PE 326

PE 330

TE 349

TE 355

PE 357

TE 369

PE 371

TE 302

VE 303

PE 305

PDE 308

Fuel oil system

Fuel oil, inlet fuel pumps

Fuel oil viscosity, inlet engine (yard’s supply)

Fuel oil, inlet engine

Pressure drop across fuel oil filter (yard’s supply)

Lubricating oil system

Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil, camshaft lube oil

Piston cooling oil outlet/cylinder

Piston cooling oil inlet

Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper

Thrust bearing segment



Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

Lubricating oil inlet to turbocharger with slide bearing/turbocharger

Fig 8.03a: List of sensors for CoCoS, option: 4 75 129

170 100 025

8.07

178 45 80-7.0

198 18 91


Point of location

Cooling water system

TE 375

PE 382

TE 379

TE 385

PE 386

Cooling water inlet air cooler/air cooler

Cooling water inlet air cooler

Cooling water outlet air cooler/air cooler



TE 387A Jacket cooling water outlet/cylinder

PDSA 391 Jacket cooling water across engine

TE 393

PDE 398

Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design)

Pressure drop of cooling water across air cooler/air cooler

TE 336

PE 337

PDE 338

TE 411

TE 412

TE 412A

TE 413

PE 417

PDE 420

PDE 422

ZS 669

Scavenge air system

Engine room air inlet turbocharger/turbocharger

Compressor spiral housing pressure at outer diameter/turbocharger

(Depending on turbocharger design)

Differential pressure across compressor spiral housing/turbocharger

(Depending on turbocharger design)

Scavenge air before air cooler/air cooler

Scavenge air after air cooler/air cooler

Scavenge air inlet cylinder/cylinder



Pressure drop of air across air cooler/air cooler

Pressure drop air across blower filter of compressor/turbocharger

Auxiliary blower on/off signal from control panel (yard’s supply)

Fig. 8.03b: List of sensors for CoCoS, option: 4 75 129

170 100 025

8.08

178 45 80-7.0

198 18 911


Point of location

N

N

N

N

N

PE 325

SE 438

N

ZE 477

ZE 478

ZE 479

E 480

TE 363

ZE 364

PE 424

TE 425A

TE 426

TE 432

PE 433A

SE 439

PDE 441

Exhaust gas system


Exhaust gas blow-off, on/off or valve angle position/turbocharger



Exhaust gas after exhaust valve/cylinder

Exhaust gas outlet turbocharger/turbocharger

Exhaust gas outlet turbocharger/turbocharger

(Back pressure at transition piece related to ambient)

Turbocharger speed/turbocharger

Pressure drop across exhaust gas boiler (yard’s supply)

General data

Time and data

Counter of running hours

Ambient pressure (Engine room)

Engine speed

P max set point

Fuel pump index/cylinder

VIT index/cylinder, if applied

Governor index

Engine torque

Mean indicated pressure (mep)

Maximum pressure (P max

)

Compression pressure (P comp

)

N Numerical input

1) Originated by alarm/monitoring system

2) Manual input can alternatively be used

3) Yard’s supply

4) Originated by the PMI system

Fig. 8.03c: List of sensors for CoCoS, option: 4 75 129

170 100 025

8.09

2)

1)

4)

4)

4)

2)

2)

2)

1)

1)

3)

178 45 80-7.0

198 18 91


Fig. 8.04a: Location of basic measuring points on engine for Attended Machine Space (AMS)

170 100 025

8.10

178 45 81-9.0

198 18 911


Fig. 8.04b: Location of basic measuring points on engine: 4 70 100

170 100 025

8.11

178 45 81-9.0

198 18 91


Fig. 8.04c: Location of basic measuring points on engine: 4 70 100

170 100 025

8.12

178 45 81-9.0

198 18 911

MAN B&W Diesel A/S

Description

Scavenge air system

Scavenge air receiver auxiliary blower control

Manoeuvering system

Engine speed detector

Reversing Astern/cylinder

Reversing Ahead/cylinder

Resets shut down function during engine side control

Gives signal when change-over mechanism is in Remote Control mode

Gives signal to manoeuvring system when on engine side control

Solenoid valve for stop and shut down

Turning gear engaged indication

Fuel rack transmitter, if required, option: 4 70 150

Main starting valve –Blocked

Main starting valve –In Service

Air supply starting air distributor, Open –Closed

Electric motor, Auxiliary blower

Electric motor, turning gear

Actuator for electronic governor, if applicable

Gives signal to manoeuvring system when remote control ON

Cancel of tacho alarm from safety system, when “Stop” is ordered

Gives signal Bridge Control active

Solenoid valve for Stop

Solenoid valve for Ahead

Solenoid valve for Start

Solenoid valve for Astern

Fig. 8.05: Control devices on engine

170 100 025

8.13


Symbol/Position

PSC 418

663

664

666/667

670

671

672

674

675

680

682

683

684

685

653

654

658

659

660

438

650

651

652

178 30 08-9.1

PSC

EV

EV

EV

EV

E

E

E

ZS

ZS

ZS

PSC

PSC

ZS

PSC

EV

ZS

E

E

ZS

ZS

ZS

198 18 91


The panels shown are mounted on the engine


Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches

170 100 025

8.14

178 45 82-0.0

198 18 911


General outline of the electrical system:

The figure shows the concept approved by all classification societies

The shut down panel and slow down panel can be combined for some makers

The classification societies permit to have common sensors for slow down, alarm and remote indication

One common power supply might be used, instead of the three indicated, if the systems are equipped with separate fuses

178 30 10-0.0

Fig. 8.07: Panels and sensors for alarm and safety systems

170 100 025

8.15

198 18 91

S60MC-C Project Guide MAN B&W Diesel A/S

Class requirements for UMS

Function

1** PSA 300 high

1 1 1 1 1 1 1 1* LSA 301 high

1 1 1 1 1 1 1 1 1 A* PEA 306 low

Point of location

Fuel oil system

Fuel pump roller guide gear activated

Leakage from high pressure pipes

PE 305 Fuel oil, inlet engine

1

1

Lubricating oil system

1 1 1 1 1 1 1 A* TEA 312 high TE 311 Lubricating oil inlet to main bearings, thrust bearing,

}

TE 311 axial vibration damper and camshaft lube oil TEA 313 low

1 1 1 1 1 1 1 1 1 A* TEA 318 high TE 317 Piston cooling oil outlet/cylinder

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1

1*

A*

A*

FSA 320 low

PEA 327 low

PEA 331 low

Piston cooling oil outlet/cylinder

PE 326 Piston cooling oil, crosshead lube. oil inlet and camshaft lube oil

PE 330 Lubricating oil inlet to main bearings, thrust bearing, axial vibration damper

1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment

1 1 1 1 1 1 1 1 1 A* PEA 358 low PE 357 Lubricating oil inlet to exhaust valve actuators

1* LSA 365 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 1* FSA 366 low

1 1 1 1 1 1 1 1 TSA 370 high

1 1 1 1 1 1 1 1 A* PEA 372 low

Cylinder lubricators (built-in switches)

Turbocharger lubricating oil outlet from turbocharger/turbocharger

PE 371 Lubricating oil inlet to turbocharger/turbocharger

1 TEA 373 high TE 311 Lubricating oil inlet to turbocharger/turbocharger

1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chain drive

WEA 472 high WE 471 Axial vibration monitor

Required for 5+6 cylinder S70MC-C, S60MC-C and for engines with PTO on fore end.

For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number

Fig. 8.08a: List of sensors for alarm

170 100 025

178 45 83-2.0

198 18 911

8.16

MAN B&W Diesel A/S



1

Function Point of location

Cooling water system

TEA 376 high TE 375 Cooling water inlet air cooler/air cooler

(for central cooling only)

1 1 1 1 1 1 1 1 1 A* PEA 378 low

1 1 1 1 1 1 1 1 1 A* PEA 383 low

1

PE 382 Cooling water inlet air cooler

PE 386 Jacket cooling water inlet

A* TEA 385A low TE 385 Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 A* TEA 388 high TE 387 Jacket cooling water outlet/cylinder

1* PDSA 391 low Jacket cooling water across engine

1 1 1 1 1 1 1 1 1 A* PEA 402 low

1 1 1 1 1 1 1 1 1 A* PEA 404 low

1 1 1 1 1 1 1 1 1 1* PSA 406 low

1* PSA 408 low

1* PSA 409 high

1* PSA 410 high

Air system

PE 401 Starting air inlet

PE 403 Control air inlet

Safety air inlet

Air inlet to air cylinder for exhaust valve

Control air inlet, finished with engine

Safety air inlet, finished with engine

1 1 1

1

1

1

1

1

1

1

1

1

Scavenge air system

TEA 414 high TE 413 Scavenge air receiver

1 A* TEA 415 high

1* PSA 419 low

Scavenge air –fire /cylinder

Scavenge air, auxiliary blower, failure

1 1* LSA 434 high Scavenge air –water level

Fig. 8.08b: List of sensors for alarm

170 100 025

8.17

178 45 83-2.0

198 18 91

MAN B&W Diesel A/S



1 1 1 1 1 1

Function Point of location

Exhaust gas system

TEA 425A high TE 425 Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 1 A* TEA 427 high TE 426 Exhaust gas after cylinder/cylinder

1 1 1 1 1 1 1 1 TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation from average

1 1 1 1 1 1 TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger

1 1 1 1 1 1 1 1 1 1* ESA low

1 1 1 1 1 1 1 1 1 1* ESA low

1 1 1 1 1 1 1 1

1* ESA

1* ESA

1 1* ESA

1 1 1 1 1 1 1 1 1 A*

1 SEA 439

Manoeuvring system

Safety system, power failure, low voltage

Tacho system, power failure, low voltage

Safety system, cable failure

Safety system, group alarm, shut down

Wrong way (for reversible engine only)

SE 438 Engine speed

SE 439 Turbocharger speed

IACS: International Association of Classification Societies

The members of IACS have agreed that the stated sensors are their common recommendation, apart from each class’ requirements

1 Indicates that a binary (on-off) sensor/signal is required

A Indicates that an analogue sensor is required for alarm, slow down and remote indication

The members of IACS are:

ABS America Bureau of Shipping

BV Bureau Veritas

CCS Chinese Register of Shipping

DnVC Det norske Veritas Classification

GL Germanischer Lloyd

KRS Korean Register of Shipping

LR Lloyd’s Register of Shipping

NKK Nippon Kaiji Kyokai

RINa Registro Italiano Navale

RS Russian Maritime Register of Shipping

1*, A* These alarm sensors are MAN B&W Diesel’s

1**

1 minimum requirements for Unattended Machinery

Space (UMS), option: 4 75 127

Standard or for 98,90 and 80 types

Optional on 70 and 60 types

For disengageable engine or with CPP

Select one of the alternatives and the associated members are:

KRS Kroatian Register of Shipping

IRS Indian Register of Shipping

PRS Polski Rejestr Statkow

Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134

Or alarm for low flow

178 45 83-2.0

Fig. 8.08c: List of sensors for alarm

170 100 025 198 18 911

8.18

MAN B&W Diesel A/S

Class requirements for slow down


1

Function

TE SLD 314 high TE 311

Point of Location

Lubricating oil inlet, system oil

1 1 1 1 1 1 1 1 TE SLD 319 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 1* FS SLD 321 low Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1

1 1 1

1 PE SLD 328 low PE 326 Piston cooling and crosshead lube. oil inlet

1 A* PE SLD 334 low PE 330 Lubricating oil to main and thrust bearings, axial vibration damper and camshaft

1

1

1 1 1

1 1

1 1 1

1 1 1 1

1 1 1 1 1

1

1

1 1

1 A* TE SLD 351 high TE 349 Thrust bearing segment

1

TE SLD 361 high TE 311 Lubricating oil inlet to camshaft

FS SLD 366A low Cylinder lubricators (built-in switches)

1

1

1

1

1

1

1* PS SLD 368 low Lubricating oil inlet turbocharger main pipe a)

PE SLD 384 low PE 386 Jacket cooling water inlet

TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder

1

1

1 1 1 1

1

1

1 1

TE SLD 414A high TE 413 Scavenge air receiver

1 1* TS SLD 416 high TS 415 Scavenge air fire/cylinder

TE SLD 425B high TE 425A

TE SLD 428 high TE 426


Exhaust gas outlet after cylinder/cylinder 1 1 1

1

1

1 1 TE SLD 431 TE 426 Exhaust gas after cylinder, deviation from average

1 1 1 1 1 1 1 1 1 1* DS SLD 437 high Oil mist in crankcase/cylinder

1* WS SLD 473 high WE 471 Axial vibration monitor

Required for 5+6 cylinder S70MC-C,

S60MC-C and for engines with PTO on fore end a) PE 371 can be used if only 1 turbocharger is applied

1 Indicates that a binary sensor (on-off) is required

A Indicates that a common analogue sensor can be used for alarm/slow down/remote indication

1*, A* These analogue sensors are MAN B&W Diesel’s minimum requirements for Unattended Machinery Spaces

(UMS), option: 4 75 127

Select one of the alternatives

Or alarm for low flow

Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134

The tables are liable to change without notice, and are subject to latest class requirements.

Fig. 8.09: Slow down functions for UMS, option: 4 75 127

170 100 025

8.19

178 45 84-4.0

198 18 91

MAN B&W Diesel A/S

Class requirements for shut down


Function

PS SHD 329 low 1 1 1

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low

1 1 1 1 1 1* TS SHD 352 high

1 1 1 1 1 1 1 1 1 1* PS SHD 359 low

1* PS SHD 374 low

1 PS SHD 384B low

1 1 1 1 1 1 1 1 1 1* SE SHD 438 high

Point of location

Piston cooling oil and crosshead lube oil inlet

Lubricating oil to main bearings, thrust bearing, axial vibration damper, piston cooling and camshaft

Thrust bearing segment

Lubricating oil inlet to exhaust valve actuator

Lubricating oil inlet to turbocharger main pipe


Engine overspeed

1 Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included in the basic scope of supply (4 75 124)

The tables are liable to change without notice, and are subject to latest class requirements.

178 45 85-6.0

Fig. 8.10: Shut down functions for AMS and UMS

170 100 025 198 18 911

8.20


Fig. 8.11a: Heated drain box with fuel oil leakage alarm, option: 4 35 105

Fig. 8.11b: Fuel oil leakage cut out, per cylinder, option: 4 35 106

The pos. numbers refer to “list of instruments”


Pos.

129

130

131

Qty.

Description

1

1

1

Pressure switch

5/2-way valve

Diaphragm

Pos.

132

133

134

Qty.

Description

1

1

1

Non-return valve

Ball valve

Non-return valve

170 100 025

8.21

198 18 91


Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)

178 30 18-5.0

Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

170 100 025

8.22

178 30 19-7.0

198 18 911

Dispatch Pattern, Testing, Spares and Tools 9


Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

The painting specification (Fig. 9.01) indicates the minimum requirements regarding the quality and the dry film thickness of the coats of, as well as the standard colours applied on MAN B&W engines built in accordance with the “Copenhagen” standard.

Paints according to builder’s standard may be used provided they at least fulfil the requirements stated in Fig. 9.01.

Dispatch Pattern

The dispatch patterns are divided into two classes, see Figs. 9.02 and 9.03:

A: Short distance transportation and short term storage

B: Overseas or long distance transportation or long term storage.

Short distance transportation (A) is limited by a duration of a few days from delivery ex works until installation, or a distance of approximately 1,000 km and short term storage.

The duration from engine delivery until installation must not exceed 8 weeks.

Dismantling of the engine is limited as much as possible.

Overseas or long distance transportation or long term storage require a class B dispatch pattern.

The duration from engine delivery until installation is assumed to be between 8 weeks and maximum 6 months.

Dismantling is effected to a certain degree with the aim of reducing the transportation volume of the individual units to a suitable extent.

Note:

Long term preservation and seaworthy packing are always to be used for class B.

Furthermore, the dispatch patterns are divided into several degrees of dismantling in which ‘1’ comprises the complete or almost complete engine.

Other degrees of dismantling can be agreed upon in each case.

When determining the degree of dismantling, consideration should be given to the lifting capacities and number of crane hooks available at the engine maker and, in particular, at the yard (purchaser).

The approximate masses of the sections appear from Fig. 9.03. The masses can vary up to 10% depending on the design and options chosen.

Lifting tools and lifting instructions are required for all levels of dispatch pattern. The lifting tools (4 12 110 or

4 12 111), are to be specified when ordering and it should be agreed whether the tools are to be returned to the engine maker (4 12 120) or not (4 12 121).

MAN B&W Diesel's recommendations for preservation of disassembled/ assembled engines are available on request.

Furthermore, it must be considered whether a drying machine, option 4 12 601, is to be installed during the transportation and/or storage period.

Shop trials/Delivery Test

Before leaving the engine maker’s works, the engine is to be carefully tested on diesel oil in the presence of representatives of the yard, the shipowner and the classification society.

The shop trial test is to be carried out in accordance with the requirements of the relevant classification society, however a minimum as stated in Fig. 9.04.

MAN B&W Diesel’s recommendations for shop trial, quay trial and sea trial are available on request.

An additional test may be required for measuring the

NO x emissions, if required, option: 4 14 003.

488 100 100 198 18 92

9.01


Spare Parts

List of spares, unrestricted service

The tendency today is for the classification societies to change their rules such that required spare parts are changed into recommended spare parts.

MAN B&W Diesel, however, has decided to keep a set of spare parts included in the basic extent of delivery

(4 87 601) covering the requirements and recommendations of the major classification societies, see Fig.

9.05.

This amount is to be considered as minimum safety stock for emergency situations.

The wearing parts supposed to be required, based on our service experience, are divided into 14 groups, see Table A in Fig. 9.07, each group including the components stated in Tables B.

Large spare parts, dimensions and masses

The approximate dimensions and masses of the larger spare parts are indicated in Fig. 9.08. A complete list will be delivered by the engine maker.

Additional spare parts recommended by

MAN B&W Diesel

The above-mentioned set of spare parts can be extended with the ‘Additional Spare Parts Recommended by MAN B&W’ (option: 4 87 603), which facilitates maintenance because, in that case, all the components such as gaskets, sealings, etc. required for an overhaul will be readily available, see Fig.

9.06.

Wearing parts

The consumable spare parts for a certain period are not included in the above mentioned sets, but can be ordered for the first 1, 2, up to 10 years’ service of a new engine (option 4 87 629), a service year being assumed to be 6,000 running hours.

Tools

List of standard tools

The engine is delivered with the necessary special tools for overhauling purposes. The extent of the main tools is stated in Fig. 9.09. A complete list will be delivered by the engine maker.

The dimensions and masses of the main tools appear from Figs. 9.10.

Most of the tools can be arranged on steel plate panels, which can be delivered as an option: 4 88

660, see Fig. 9.11 ‘Tool Panels’.

If such panels are delivered, it is recommended to place them close to the location where the overhaul is to be carried out.

488 100 100 198 18 92

9.02


Components to be painted before shipment from workshop

Type of paint

Component/surfaces, inside engine, exposed to oil and air

1. Unmachined surfaces all over. However cast type crankthrows, main bearing cap, crosshead bearing cap, crankpin bearing cap, pipes inside crankcase and chainwheel need not to be painted but the cast surface must be cleaned of sand and scales and kept free of rust

Components, outside engine

2. Engine body, pipes, gallery, brackets etc.

Engine alkyd primer, weather resistant.

Oil and acid resistant alkyd paint.

Temperature resistant to minimum 80 °C.

Engine alkyd primer, weather resistant

Final alkyd paint resistant to salt water and oil, option: 4 81 103

No. of coats/

Total dry film thickness mm

Colour:

RAL 840HR

DIN 6164

MUNSELL

2/80

1/30

2/80

1/30

Free

White:

RAL 9010

DIN N:0:0.5

MUNSELL N-9.5

Free

2/60

Light green:

RAL 6019

DIN 23:2:2

MUNSELL10GY 8/4

Alu:

RAL 9006

DIN N:0:2

MUNSELL N-7.5

Heat affected components:

3. Supports for exhaust receiver

Scavenge air-pipe outside

Air cooler housing inside and outside

Components affected by water and cleaning agents

4. Scavenge air cooler box inside

5. Gallery plates topside

Paint, heat resistant to minimum

200 °C

Complete coating for long term protection of exposed to moderately to severely corrosive environment and abrasion

Engine alkyd primer, weather resistant

6. Purchased equipment and instruments painted in makers colour are acceptable unless otherwise stated in the contract

Tools

Unmachined surfaces all over on handtools and lifting tools

Oil resistant paint

Purchased equipment painted in makers colour is acceptable, unless otherwise stated in the contract

Tool panels

Oil resistant paint

2/75

2/80

2/60

2/60

Free

Free

Orange red:

RAL 2004

DIN 6:7:2

MUNSELL

N-7.5r 6/12

Light grey:

RAL 7038

DIN:24:1:2

MUNSELL N-7.5

Note:

All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least fulfil the above requirements.

Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.

The data stated are only to be considered as guidelines. Preparation, number of coats, film thickness per coat, etc.

have to be in accordance with the paint manufacturer's specifications.

178 30 20-7.2

Fig. 9.01: Specification for painting of main engine: 4 81 101

480 100 010 178 18 93

9.03

MAN B&W Diesel A/S

Class A + B: Comprises the following basic variants:

Dismounting must be limited as much as possible.

The classes comprise the following basic variants:

A1 Option: 4 12 021, or B1, option: 4 12 031

• Spare parts and tools

• Engine

A2 Option: 4 12 022, or B2 option: 4 12 032

• Top section inclusive cylinder frame complete cylinder covers complete, scavenge air receiver inclusive cooler box and cooler, turbocharger camshaft, piston rods complete and galleries with pipes

• Bottom section inclusive bedplate complete frame box complete, connecting rods, turning gear, crankshaft with wheels and galleries

• Spares, tools, stay bolts

• Chains, etc.

• Remaining parts


A1 + B1

Engine complete

A2 + B2

Top section

Fig. 9.02a: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)

412 000 002

9.04

Bottom section

178 44 73-0.0

198 18 94

MAN B&W Diesel A/S

A3 Option: 4 12 023, or B3 option: 4 12 039

• Top section inclusive cylinder frame complete cylinder covers complete, scavenge air receiver inclusive cooler box and cooler insert, turbocharger, camshaft, piston rods complete and galleries with pipes

• Frame box section inclusive chain drive, connecting rods and galleries

• Bedplate/cranckshaft section, turning gear and cranckshaft with wheels

• Remaining parts: spare parts, tools, stay bolts, chains, etc.


A3 + B3

Top section

Frame box section

Note

The engine supplier is responsible for the necessary lifting tools and lifting instruction for transportation purpose to the yard. The delivery extent of the lifting tools, ownership and lend/lease conditions is to be stated in the contract. (Options: 4 12 120 or 4 12 121)

Furthermore, it must be stated whether a drying machine is to be installed during the transportation and/or storage period. (Option: 4 12 601)

Bedplate/cranckshaft section

Fig. 9.02b: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)

412 000 002

9.05

178 44 73-0.0

198 18 94

MAN B&W Diesel A/S

A4 + B4

• Top section including cylinder frame complete, cylinder covers complete, camshaft, piston rods complete and galleries with pipes on camshaft side

• Exhaust receiver with pipes

• Scavenge air receiver with galleries and pipes

• Turbocharger

• Air cooler box with cooler insert

• Frame box section including frame box complete, chain drive, connecting rods and galleries

• Crankshaft with wheels

• Bedplate with pipes and running gear

• Remaining parts, stay bolts, auxiliary blowers, chains, etc.

Top section turbocharger

Scavenge receiver


Air receiver

Exhaust receiver

Frame box section

Crankshaft section

Fig. 9.02c: Dispatch pattern, engine with turbocharger on exhaust side (4 59 122)

412 000 002

9.06

Bedplate section

178 44 73-0.0

198 18 94


Pattern Section

4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder

Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width

A1+B1 Engine complete

A2+B2 Top section

Bottom section

Remaining parts

A3+B3 Top section

Frame box section in t in m in t in m in t in m in t in m in t in m in m in m

273.4

100.5

162.3

10.6

100.5

61.6

Bedplate/Crankshaft 100.7

7.2 324.4

6.7 125.1

7.2 188.2

6.7 125.1

7.2

11.1

71.9

6.0 116.3

8.2 367.7

7.7 143.8

8.2 212.3

8.2

11.6

7.7 143.8

81.6

7.0 130.8

9.2 410.4

8.7 163.1

9.2 235.1

12.1

8.7 163.1

9.2

84.1

8.1 151.0

10.2 467.2

9.7 192.8

10.2 261.8

12.6

9.7 192.8

10.2

94.4

9.1 167.4

11.3

10.8

11.3

10.8

11.3

10.1

11.1

6.7

6.6

6.7

4.1

3.5

8.2

8.2

5.1

8.2

5.1

4.4

Remaining parts

A4+B4 Top section

Exhaust receiver

10.6

71.2

5.0

Scavenge air receiver 14.8

Turbocharger, each 5.3

6.7

5.3

11.1

88.1

5.8

5.6

16.1

10.0

6.3

11.6

7.7 104.7

6.3

6.6

17.5

10.0

12.1

8.7 121.3

7.3

7.2

7.7

18.8

10.0

12.6

9.7 138.0

10.8

8.4

8.5

8.7

27.3

5.1

9.4

9.7

4.7

3.5

3.4

3.9

2.5

4.2

Air cooler, each

Frame box section

Crankshaft

Bedplate

Remaining parts

2.0

63.0

55.3

44.1

13.0

2.6

7.2

73.4

5.9

64.9

5.7

49.9

13.7

2.6

8.2

83.2

6.9

73.3

6.7

55.8

14.4

2.6

4.0

9.2

85.9

10.2

96.4

11.3

7.9

88.9

7.7

60.3

15.4

9.0

8.7

99.3

66.1

17.4

10.0

9.7

4.1

3.5

2.7

5.1

3.5

4.4

The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in frame box and MAN B&W turbocharger.

Moment compensators and tuning wheel are not included in dispatch pattern outline.

Turning wheel is assumed to be of 4 tons.

The crankshaft for 4,5 and 6S60MC-C can be made in cast design, being 2-3 tons heavier.

The final weights are to be confirmed by the engine supplier, as variations in major engine components due to the use of local standards (plate thickness, etc.), size of turning wheel, type of turbocharger and the choice of cast/welded or forged component designs may increase the total weight by up to 10%.

All masses and dimensions are approximate and without packing and lifting tools.

Fig. 9.03: Dispatch pattern, list of masses and dimensions

412 000 002

9.07

178 44 74-2.0

198 18 94


Minimum delivery test:

• Starting and manoeuvring test at no load

• Load test

Engine to be started and run up to 50% of Specified MCR (M) in 1 hour

Followed by:

• 0.50 hour running at 50% of specified MCR


• 1.00 hour running at optimised power

(guaranteed SFOC) or

0.50 hour at 90% of specified MCR if SFOC is guaranteed at specified MCR*



Only for Germanischer Lloyd:


* If the engine is not fitted with VIT fuel pumps, the optimised power is identical to the specified MCR and the 0.5 hour at 90% of specified MCR is to be used.

If the engine has VIT fuel pumps and it is optimised below 93.5% of the specified MCR, and it is to run at

110% of the specified MCR during the shop trial, it must be possible to blow off either the scavenge air receiver or to by-pass the exhaust gas receiver in order to keep the turbocharger speed and the compression pressure within acceptable limits.

Governor tests, etc:

• Governor test

• Minimum speed test

• Overspeed test

• Shut down test

• Starting and reversing test

• Turning gear blocking device test

• Start, stop and reversing from engine side manoeuvring console

Before leaving the factory, the engine is to be carefully tested on diesel oil in the presence of representatives of Yard, Shipowner, Classification Society, and MAN B&W Diesel.

At each load change, all temperature and pressure levels etc. should stabilise before taking new engine load readings.

Fuel oil analysis is to be presented

All tests are to be carried out on diesel or gas oil

Fig. 9.04: Shop trial running/delivery test: 4 14 001

486 001 010

9.08

178 39 42-2.1

198 18 95


Delivery extent of spares

Class requirements

CCS:

GL:

China Classification Society

Germanischer Lloyd

KR: Korean Register of Shipping

NKK: Nippon Kaiji Kyokai

RINa: Registro Italiano Navale

RS Russian Maritime Register of Shipping

Class recommendations

ABS:

BV:

American Bureau of Shipping

Bureau Veritas

DNVC: Det Norske Veritas Classification

LR: Lloyd’s Register of Shipping

Cylinder cover, section 901 and others

1 Cylinder cover complete with fuel, exhaust, starting and safety valves, indicator valve and sealing rings (disassembled)

Exhaust valve, section 908

2

1

Exhaust valves complete (1 for GL)

Pressure pipe for exhaust valve pipe

Piston, section 902

1 Piston complete (with cooling pipe), piston rod, piston rings and stuffing box, studs and nuts

1 set Piston rings for 1 cylinder

Fuel pump, section 909

1

1

1

Fuel pump barrel, complete with plunger

High-pressure pipe, each type

Suction and puncture valve, complete

Cylinder liner, section 903

1

1/2 set

Cylinder liner with sealing rings and gaskets

Studs for 1 cylinder cover

Fuel valve, section 909

1 set Fuel valves for half the number of cylinders on the engine for ABS

1 set Fuel valves for all cylinders on one engine for BV, CCS, DNVC, GL, KR, NKK, RINa,

RS and IACS

Cylinder lubricator, section 903

1 Cylinder lubricator, of largest size, complete

Connecting rod, and crosshead bearing, section 904

1 Telescopic pipe with bushing for 1 cylinder

1

1

2

Crankpin bearing shells in 2/2 with studs and nuts

Crosshead bearing shell lower part with studs and nuts

Thrust piece

Main bearing and thrust block, section 905

1 set Thrust pads for one face of each size, if different for "ahead" and "astern"

Turbocharger, section 910

1

1 a)

Set of maker’s standard spare parts

Spare rotor for one turbocharger, including: compressor wheel, rotor shaft with turbine blades and partition wall, if any

Scavenge air blower, section 910

1 set a) Rotor, rotor shaft, gear wheel or equivalent working parts

1 set Bearings for electric motor

1 set Bearings for blower wheel

1 Belt, if applied

1 set Packing for blower wheel

Safety valve, section 911

1 Safety valve, complete

Chain drive, section 906

1 Of each type of bearings for:

Camshaft at chain drive, chain tightener and intermediate shaft

6

1

1

Camshaft chain links (only for ABS, DNVC, LR,

NKK and RS)

Cylinder lubricator drive: 6 chain links or gear wheels

Guide ring 2/2 for camshaft bearing

Bedplate, section 912

1

1 set

Main bearing shell in 2/2 of each size

Studs and nuts for 1 main bearing a) Only required for RS and recommended for DNVC.

Starting valve, section 907

1 Starting valve, complete

To be ordered separately as option: 4 87 660 for other classification societies

The section figures refer to the instruction books.

Subject to change without notice.

178 39 43-4.2

Fig. 9.05: List of spares, unrestricted service: 4 87 601

487 601 005 178 61 56

9.09


For easier maintenance and increased security in operation

Beyond class requirements

Cylinder cover, plate 90101

50

1

4

4

50

4

%

%

Studs for exhaust valve

Nuts for exhaust valve

O-rings for cooling jacket

Cooling jacket

Sealing between cyl.cover and liner

Spring housings for fuel valve

Hydraulic tool for cylinder cover, plate 90161

1

8

8 set pcs pcs

Hydraulic hoses complete with couplings

O-rings with backup rings, upper

O-rings with backup rings, lower

Piston and piston rod, plate 90201

2

2

1

5 box Locking wire, L=63 m

Piston rings of each kind

D-rings for piston skirt

D-rings for piston rod

Piston rod stuffing box, plate 90205

10

120

30

20

15

5

5

15

Self locking nuts

O-rings

Top scraper rings

Pack sealing rings

Cover sealing rings

Lamellas for scraper rings

Springs for top scraper and sealing rings

Springs for scraper rings

Cylinder frame, plate 90301

50

1

% Studs for cylinder cover (1cyl.)

Bushing

Cylinder liner and cooling jacket, plate 90302

100

50

1

4

50

100

%

%

%

%

Cooling jacket of each kind

Non return valves

O-rings for one cylinder liner

Gaskets for cooling water connection

O-rings for cooling water pipes

Cooling water pipes between liner and cover for one cylinder

* % Refer to one cylinder

Lubricator drive, plate 90305

1

3

Coupling

Discs

Connecting rod and crosshead, plate 90401

1

2

Telescopic pipe

Thrust piece

Chain drive and guide bars, plate 90601

4

1 set

Guide bar

Locking plates and lock washers

Chain tightener, plate 90603

2 Locking plates for tightener

Camshaft, plate 90611

1

1

Exhaust cam

Fuel cam

Indicator drive, plate 90612

100

3

% Gaskets for indicator valves

Indicator valve/cock complete

Regulating shaft, plate 90618

3 Resilient arm, complete

Arrangement of engine side console, plate 90621

2 Pull rods

Main starting valve, plate 90702

1

1

1

1

Repair kit for main actuator

Repair kit for main ball valve

*) Repair kit for actuator, slow turning

*) Repair kit for ball valve, slow turning

*) if fitted

Starting valve, plate 90704

100

1

2

2

2

2

%

Locking plates

Piston

Spring

Bushing

O-ring

Valve spindle

Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603

487 603 020

9.10

178 33 97-0.2

198 18 97


Exhaust valve, plate 90801

50

50

50

100

50

4

1

1

1

1

100

1

100

1

100

100

%

%

%

%

%

%

%

%

%

Exhaust valve spindle

Exhaust valve seat

O-ring exhaust valve/cylinder cover

Piston rings

Guide rings

Sealing rings

Safety valves

Gaskets and O-rings for safety valve

Piston complete

Damper piston

O-rings and sealings between air piston and exhaust valve housing/spindle

Liner for spindle guide

Gaskets and O-rings for cool.w.conn.

Conical ring in 2/2

O-rings for spindle/air piston

Non-return valve

Valve gear, plate 90802

3

5

Filter, complete

O-rings of each kind

Valve gear, plate 90805

4

2

2

4

2

2

4

1

2

Roller guide complete

Shaft pin for roller

Bushing for roller

Discs

Non return valve

Piston rings

Discs for spring

Springs

Roller

Valve gear, details, plate 90806

1

100

4

%

High pressure pipe, complete

O-rings for high pressure pipes

Sealing discs

Cooling water outlet, plate 90810

2

1

1

1 set

Ball valve

Butterfly valve

Compensator

Gaskets for butterfly valve and compensator

Fuel pump, plate 90901

3

3

1

1

50 %

Top cover

Plunger/barrel, complete

Suctions valves

Puncture valves

Sealings, O-rings, gaskets and lock washers

Fuel pump gear, plate 90902

2

100

2

2

2

1

2

%

Fuel pump roller guide, complete

Shaft pin for roller

Bushings for roller

Internal springs

External springs

Sealings

Roller

Fuel pump gear, details, plate 90903

50 % O-rings for lifting tool

Fuel pump gear, details, plate 90904

1

100

1

1

4

%

Shock absorber, complete

Internal spring

External spring

Sealing and wearing rings

Felt rings

Fuel pump gear, reversing mechanism, plate 90905

1

2

Reversing mechanism, complete

Spare parts set for air cylinder

Fuel valve, plate 90910

100

100

3

50

50

3

3

%

%

%

%

Fuel nozzles

O-rings for fuel valve

Spindle guides, complete

Springs

Discs, +30 bar

Thrust spindles

Non return valve (if mounted)

Fuel oil high pressure pipes, plate 90913

1

100 %

High pressure pipe, complete of each kind

O-rings for high pressure pipes

Overflow valve, plate 90915

1

1

Overflow valve, complete

O-rings of each kind

Turbocharger, plate 91000

1

1

Spare rotor, complete with bearings

Spare part set for turbocharger

Scavenge air receiver, plate 91001

2

1

Non-return valves complete

Compensator

* % Refer to one engine

178 33 97-0.2

Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603

487 603 020

9.11

198 18 97

MAN B&W Diesel A/S

Exhaust pipes and receiver, plate 91003

1

2

1 set

Compensator between TC and receiver

Compensator between exhaust valve and receiver

Gaskets for each compensator

Air cooler, plate 91005

16 Iron blocks (Corrosion blocks)

Safety valve, plate 91101

100

2

% Gasket for safety valve

Safety valve, complete

Arrangement of safety cap, plate 91104

100 % Bursting disc


The plate figures refer to the instruction book

Where nothing else is stated, the percentage refers to one engine

Liable to change without notice

Fig. 9.06c: Additional spare parts recommended by MAN B&W, option: 4 87 603

487 603 020

9.12

178 33 97-0.2

198 18 97


Table A

Group No.

1

2

3

4

5

6

7

8

9

10

11

12

Plate

90201

90205

90205

90302

90801

90801

90801

90801

90805

90901

90910

1 set

1 set

1 set

1 set

1

1 set

1 set

1 set

1 set

1

2

Qty.

1 set

1 set

1 set

1 set

1 set

1 set

1

Descriptions

Piston rings for 1 cylinder

O-rings for 1 cylinder

Lamella rings 3/3 for 1 cylinder


Top scraper rings 4/4 for 1 cylinder

Sealing rings 4/4 for 1 cylinder

Cylinder liner

Outer O-rings for 1 cylinder

O-rings for cooling water connections for 1 cylinder

Gaskets for cooling water connection’s for 1 cylinder

Sealing rings for 1 cylinder


Piston rings for exhaust valve air piston and oil piston for 1 cylinder

O-rings for water connections for 1 cylinder

Gasket for cooling for water connections for 1 cylinder

O-rings for oil connections for 1 cylinder

Spindle guide

Air sealing ring

1 set

1

1 set

1 set

1 set

1

1

1 set

2

Guide sealing rings for 1 cylinder

Exhaust valve bottom piece

O-rings for bottom piece for 1 cylinder

Bushing for roller guides for 1 cylinder

Washer for 1 cylinder

Plunger and barrel for fuel pump

Suction valve complete


Fuel valve nozzle

2 Spindle guide complete

2 sets O-rings for 1 cylinder

1

1

1 set

Slide bearing for turbocharger for 1 engine

Guide bearing for turbocharger for 1 engine

Guide bars for 1 engine

2 Set bearings for auxiliary blowers for 1 engine

13

14

The wearing parts are divided into 14 groups, each including the components stated in table A.

The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine, a service year being assumed to be of 6000 hours.

In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service, the extent stated for each group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and service hours in question.

178 32 92-6.0

Fig. 9.07a: Wearing parts, option: 4 87 629

487 611 010 198 18 98

9.13


6

7

4

5

8

10

11

12

13

14

Table B

Service hours

Group

No

1

2

3

9

Description

Set of piston rings

Set of piston rod stuffing box, lamella rings

Set of piston rod stuffing box, sealing rings

Cylinder liners

Exhaust valve spindles

O-rings for exhaust valve

Exhaust valve guide bushings

Exhaust seat bottom pieces

Bushings for roller guides for fuel pump and exhaust valve

Fuel pump plungers

Fuel valve guides and atomizers

Set slide bearings per TC

Set guide bars for chain drive

Set bearings for auxiliary blower

4

0

0

0

4

0

0

0

0

0

0

0

0

0

0

6

7

4

5

8

10

11

12

13

14

Table B

Service hours

Group

No.

1

2

3

9

Description

Set of piston rings



Cylinder liners






Fuel pump plungers





0

0

0

0

8

0

0

0

0

12

4

0

4

4

4

Fig.9.07b: Wearing parts, option: 4 87 629

487 611 010

0

5

0

0

0

0

0

0

0

0

0

0

5

0

0

0

6

0

0

0

0

0

0

0

0

0

0

6

0

0

0-6000

0

8

0

0

0

0

0

0

0

0

0

0

0

7

0

0

0

0

0

0

0

0

0

0

7

Number of cylinders

8 4 5

0 0 4 5

0 0 4 5

0

8

0

0

0

0

0

0

0

0

0

0

0

0

0

10

0

0

0

0

0

0

0

0

0-12000

6

6

6

0

0

0

12

0

0

0

0

0

0

0

0

0

0

0

14

0

0

0

0

0

0

0

0

7

7

7

0

0

10

0

0

0

0

0

0

15

5

0

5

5

5

0

0

12

0

0

0

0

0

0

18

6

0

6

6

6

0-18000

0

0

14

0

0

0

0

0

0

21

7

0

7

7

7

Number of cylinders

0-24000

8

8

4

8

5

10

6

12

7

14

8 8 10 12 14

0

1

0

0

8

1

4

0

0

16

4

0

0

0

16

0

0

0

0

0

0

24

8

0

5

0

0

20

5

0

0

0

10

1

0

1

0

0

12

1

0

1

6

0

0

24

6

0

8

16

16

7

0

0

28

7

0

0

0

14

1

0

1

0

0

16

1

0

1

178 32 92-6.0

8

0

0

32

8

0

198 18 98

0

0

0

16

0

0

0

0

0

0

0

0

8

8

8

9.14


Table B

10

11

12

13

14

6

7

4

5

8

2

3

Service hours

Group

No.

1

Description

Set of piston rings



9

Cylinder liners






Fuel pump plungers





4

0

0

20

8

0

0

1

0

0

8

1

4

8

8

6

7

4

5

8

10

11

12

13

14

Table B

Service hours

Group

No.

1

2

3

9

Description

Set of piston rings



Cylinder liners






Fuel pump plungers





4

12

12

4

4

16

1

1

1

8

0

4

28

12

4

Fig. 9.07c: Wearing parts, option: 4 87 629

487 611 010

5

0

0

25

10

0

0

0

10

1

0

1

5

10

10

0-30000

6

12

12

7

Number of cylinders

8 4 5

14 16 12 15

14 16 12 15

0-36000

6

18

18

7

21

21

6

0

0

30

12

0

0

0

12

1

0

1

7

0

0

35

14

0

0

0

14

1

0

1

8

0

0

40

16

0

0

0

16

1

0

1

4

0

4

24

8

4

4

4

16

1

1

1

5

0

5

30

10

5

5

5

20

1

1

1

6

0

6

36

12

6

6

6

24

1

1

1

7

0

7

42

14

7

7

7

28

1

1

1

5

5

20

1

1

1

10

0

5

35

15

5

5

15

15

0-42000

6

18

18

7

21

Number of cylinders

8

24

4

16

5

20

21 24 16 20

0-48000

6

24

24

7

28

28

6

6

24

1

1

1

12

0

6

42

18

6

14

0

7

49

21

7

7

7

28

1

1

1

16

0

8

56

24

8

8

8

32

1

1

1

8

0

4

32

12

4

4

4

24

2

1

2

10

0

5

40

15

5

5

5

30

2

1

2

12

0

6

48

18

6

6

6

36

2

1

2

8

32

32

14

0

7

56

21

7

7

7

42

2

1

2

8

8

48

2

1

2

178 32 92-6.0

16

0

8

64

24

8

8

0

8

48

16

8

8

8

32

1

1

1

8

24

24

198 18 98

9.15


6

7

4

5

8

10

11

12

13

14

Table B

Service hours

Group

No.

1

2

3

9

Description

Set of piston rings



Cylinder liners






Fuel pump plungers





4

16

16

8

0

4

36

16

4

4

4

24

2

1

2

10

0

5

45

20

5

5

5

30

2

1

2

5

20

20

0-54000

6

24

24

7

Number of cylinders

8 4 5

28 32 20 25

28 32 20 25

0-60000

6

30

30

7

35

35

12

0

6

54

24

6

6

6

36

2

1

2

14

0

7

63

28

7

7

7

42

2

1

2

16

0

8

72

32

8

8

8

48

2

1

2

12

0

4

40

16

4

4

4

24

2

1

2

15

0

5

50

20

5

5

5

30

2

1

2

18

0

6

60

24

6

6

6

36

2

1

2

8

40

40

24

0

8

80

32

8

8

8

48

2

1

2

178 32 92-6.0

21

0

7

70

28

7

7

7

42

2

1

2

Fig. 9.07d: Wearing parts, option: 4 87 629

487 611 010

9.16

198 18 98


Cylinder liner

Cylinder liner inclusive cooling jacket

2850 kg

Exhaust valve

620 kg

Piston complete with piston rod

1500 kg

Cylinder cover 1763 kg

Cylinder cover inclusive starting and fuel valves 1814 kg

* Rotor for turbocharger

Type NA70

330 kg


Type VTR 714

981 kg

All dimensions are given in mm

* to be ordered as an option

Fig. 9.08: Large spare parts, dimensions and masses

487 601 007

9.17


Type MET66SD

250 kg

178 44 76-6.0

198 18 99


Mass of the complete set of tools: about 2,300 kg

The engine is delivered with all necessary special tools for overhaul. The extent of the tools is stated below. Most of the tools can be arranged on steel plate panels which can be delivered as option: 4 88

660 at extra cost. Where such panels are delivered, it is recommended to place them close to the location where the overhaul is to be carried out, see page 9.26.

Crosshead and connecting rod, section 904

1 set Covers for crosshead

1 set Hydraulic jacks for crosshead bolts

1 Lifting tool for crosshead

1 set Connecting rod lifting tool

1 set Crankpin bearing lifting tool

1 set Bracket support for crosshead

1 set Hydraulic jacks for crankpin bearing bolts

Cylinder cover, section 901

1 set Milling and grinding tool for valve seats

1 set Fuel valve extractor

1 set Chains for lift of cylinder cover

1 set Multi-jack tightening tool for cylinder cover studs

1 set Starting valve overhaul tool

Crankshaft and main bearing, section 905

1 set Hydraulic jack for main bearing stud

1 set Lifting tool for main bearing cap

1 set Dismantling tools for main bearing

1 Tools for turning out segments

1 set Crankcase relief valve lifting tool

Piston with rod and stuffing box, section 902

1 Crossbar for cylinder liner and piston

1 set Lifting gear for cylinder liner

1

1

1

Lifting tool for piston

Guide ring for piston

Support for piston

1 set Piston overhaul tool

1 set Stuffing box overhaul tool

1 set Piston and cylinder liner tilting gear

Cylinder liner, section 903

1 set Tilting gear (included in 902).

Option for low lifting height

Camshaft and chain drive, section 906

1 set Dismantling tool for camshaft bearing

1 set Adjusting tool for camshaft

1 set Pin gauge for camshaft

1 Pin gauge for crankshaft top dead centre

2 sets Chain assembling tool

2 sets Chain disassembling tool

Fig. 9.09a: List of tools, 4 88 601

488 601 004

9.18

198 19 01


Exhaust valve and valve gear, section 908

1 Tightening gauge for actuator housing

1 set Hydraulic jack for exhaust valve stud

1 Claw for exhaust valve spindle

1 Exhaust valve spindle and seat pneumatic grinding machine

1 set Exhaust valve spindle and seat checking templates

1 Guide ring for pneumatic piston

1 set Overhaul tool for high pressure connections

1 set Lifting device for roller guide and hydraulic actuator

1 set Roller guide dismantling tool

1 Lifting tool for exhaust roller guide

1 Grinding ring for exhaust valve bottom piece

Fuel valve and fuel pump, section 909

1 Fuel valve pressure testing device

1 set Fuel valve overhaul tool

1

1

Fuel pump lead measuring tool

Lifting tool for fuel pump

1 set Fuel pump overhaul tool

1 set Fuel oil high pressure pipe and connection overhaul tool

Turbocharger and air cooler system, section 910

1 set Turbocharger overhaul tool

1 set Exhaust gas system blanking-off tool

(only when two or more TC`s are fitted)

1 set Air cooler tool

Main part assembling, section 912

1 set Staybolt hydraulic jack

General tools, section 913

Accessories, section 913.1

1

1

Hydraulic pump, pneumatically operated

Hydraulic pump, manually operated

1 set High pressure hose and connection

Ordinary hand tools, section 913.2

1 set Torque wrenches

1 set Socket wrenches

1 set Hexagon key

1 set Combination wrenches

1 set Double open-ended wrenches

1 set Ring impact wrenches

1 set Pliers for circlip

1 set Special spanner

Miscellaneous, section 913.3

1 set Pull-lift and tackles

1 set Shackles

1 set Eye-bolts

1

1

1

1 set Foot grating

1 Indicator with cards

1 set Feeler blade

Crankshaft alignment indicator

Cylinder gauge

Planimeter

Safety equipment, section 911

1 set Safety valve pressure testing tool

Fig. 9.09b: List of tools, 4 88 601

488 601 004

178 45 06-7.0

198 19 01

9.19


Pos.

1

2

3

4

Sec

901

901

902

902

Description

Chain for lift of cylinder cover

Multi-jack tightening tool for cylinder cover studs

Guide ring for piston

Lifting and tilting gear for piston

Fig. 9.10a: Dimensions and masses of tools (for guidance only)

488 601 004

9.20

178 17 29-2.1

Mass in kg

6

281.5

29.2

55

198 19 01


Pos.

5

6

7

8

Sec

902

902

902

904

Description

Crossbar for cylinder liner

Lifting tool for piston

Support for piston

Lifting tool for crank pin shell

Fig. 9.10b: Dimensions and masses of tools (for guidance only)

488 601 004

9.21

178 34 44-9.0

Mass in kg

59

27.5

70

4.8

198 19 01


Pos.

9

10

11

Sec

905

906

906

Description

Lifting tool for crankshaft

Pin gauge for camshaft

Pin gauge for crankshaft top dead centre

Fig. 9.10c: Dimensions and masses of tools (for guidance only)

488 601 004

9.22

178 17 31-4.1

Mass in kg

70

0.85

1.4

198 19 01


Standard

Grinding machine exhaust valve seat and spindle

Mass 500 kg

Fig. 9.10d: Dimensions and masses of tools (for guidance only)

488 601 004

9.23

Option: 4 88 610

Grinding machine

Cylinder liner and cylinder cover

Mass 415 kg

178 14 69-1.2

198 19 01


Sec.

909

Description

Fuel valve pressure control device

Mass in kg

100

Fig. 9.10e: Dimension and masses of tools (for guidance only)

488 601 004

9.24

178 13 50-1.1

198 19 01


178 17 32-6.0

Sec.

Description

913 Pump for hydraulic jacks

Fig. 9.10f: Dimension and masses of tools (for guidance only)

488 601 004

9.25

Mass in kg

20

198 19 01


Proposal for placing of tool panels

Standard sizes of tool panels

Pos.

No.

Description

1

2

5

6

3

4

901

907

911

902

903

908

909

906

904

Cylinder cover

Starting air system*

Safety equipment*

Piston, piston rod and stuffing box

Cylinder liner and cylinder frame**

Exhaust valve and valve gear

Fuel valve and fuel pump

Camshaft, chain drive

Crosshead and connecting rod

7 905 Crankshaft and main bearing

* Tools for MS. 907 and MS. 911 are being delivered on tool panel under MS. 901

** Tools for MS. 903 are being delivered on tool panel under MS. 902

Fig. 9.11: Tool panels, option: 4 88 660 (for guidance only)

488 601 004

9.26

Mass of tools and panel in kg

392

380

650

243

80

280

500

178 45 04-3.0

198 19 01

Documentation 10


10 Documentation

MAN B&W Diesel is capable of providing a wide variety of support for the shipping and shipbuilding industries all over the world.

The knowledge accumulated over many decades by

MAN B&W Diesel covering such fields as the selection of the best propulsion machinery, optimisation of the engine installation, choice and suitability of a

Power Take Off for a specific project, vibration aspects, environmental control etc., is available to shipowners, shipbuilders and ship designers alike.

Part of this knowledge is presented in the book entitled “Engine Selection Guide”, other details can be found in more specific literature issued by MAN

B&W Diesel, such as “Project Guides” similar to the present, and in technical papers on specific subjects, while supplementary information is available on request. An “Order Form” for such printed matter listing the publications currently in print, is available from our agents, overseas offices or directly from

MAN B&W Diesel A/S, Copenhagen.

The selection of the ideal propulsion plant for a specific newbuilding is a comprehensive task. However, as this selection is a key factor for the profitability of the ship, it is of the utmost importance for the end-user that the right choice is made.

Engine Selection Guide

The “Engine Selection Guide” is intended as a tool to provide assistance at the very initial stage of the project work. The Guide gives a general view of the

MAN B&W two-stroke MC Programme and includes information on the following subjects:

• Engine data

• Layout and load diagrams specific fuel oil consumption

• Turbocharger choice

• Electricity production, including power take off

• Installation aspects

• Auxiliary systems

• MC-engine packages, including controllable pitch propellers, auxiliary units, remote control system

• Vibration aspects.

After selecting the engine type on the basis of this general information, and after making sure that the engine fits into the ship’s design, then a detailed project can be carried out based on the “Project

Guide” for the specific engine type selected.

Project Guides

For each engine type a “Project Guide” has been prepared, describing the general technical features of that specific engine type, and also including some optional features and equipment.

The information is general, and some deviations may appear in a final engine contract, depending on the individual licensee supplying the engine. The

Project Guides comprise an extension of the general information in the Engine Selection Guide, as well as specific information on such subjects as:

• Turbocharger choice

• Instrumentation

• Dispatch pattern

• Testing

• Dispatch pattern

• Testing

• Spares and

• Tools.

402 000 500 198 19 02

10.01


Project Support

Further customised documentation can be obtained from MAN B&W Diesel A/S, and for this purpose we have developed a “Computerised Engine

Application System”, by means of which specific calculations can be made during the project stage, such as:

• Estimation of ship’s dimensions

• Propeller calculation and power prediction

• Selection of main engine

• Main engines comparison

• Layout/load diagrams of engine

• Maintenance and spare parts costs of the engine

• Total economy –comparison of engine rooms

• Steam and electrical power –ships’ requirement

• Auxiliary machinery capacities for derated engine

• Fuel consumption –exhaust gas data

• Heat dissipation of engine

• Utilisation of exhaust gas heat

• Water condensation separation in air coolers

• Noise – engine room, exhaust gas, structure borne

• Preheating of diesel engine

• Utilisation of jacket cooling water heat, FW production

• Starting air system.

Extent of Delivery

The “Extent of Delivery” (EOD) sheets have been compiled in order to facilitate communication between owner, consultants, yard and engine maker during the project stage, regarding the scope of supply and the alternatives (options) available for

MAN B&W two-stroke MC engines.

There are two versions of the EOD:

• Extent of Delivery for 98 - 50 type engines, and

• Extent of Delivery for 46 - 26 type engines.

Content of Extent of Delivery

The “Extent of Delivery” includes a list of the basic items and the options of the main engine and auxiliary equipment and, it is divided into the systems and volumes stated below:

General information

4 00 xxx General information

4 02 xxx

4 03 xxx

Rating

Direction of rotation

4 06 xxx

4 07 xxx

Rules and regulations

Calculation of torsional and axial vibrations

Documentation 4 09 xxx

4 11 xxx

4 12 xxx

4 14 xxx

4 17 xxx

Electrical power available

Dismantling and packing of engine

Testing of diesel engine

Supervisors and advisory work

Diesel engine

4 30 xxx Diesel engine

4 31 xxx

4 35 xxx

Torsional and axial vibrations

Fuel oil system

4 40 xxx

4 42 xxx

4 43 xxx

4 45 xxx

Lubricating oil system

Cylinder lubricating oil system

Piston rod stuffing box drain system

Low temperature cooling water system

4 46 xxx

4 50 xxx

4 54 xxx

4 55 xxx

4 59 xxx

4 60 xxx

4 65 xxx

4 70 xxx

4 75 xxx

4 78 xxx

Jacket cooling water system

Starting and control air systems

Scavenge air cooler

Scavenge air system

Turbocharger

Exhaust gas system

Manoeuvring system

Instrumentation

Safety, alarm and remote indi. system

Electrical wiring on engine

Miscellaneous

4 80 xxx Miscellaneous

4 81 xxx

4 82 xxx

Painting

Engine seating

4 83 xxx

4 85 xxx

4 87 xxx

4 88 xxx

Galleries

Power Take Off

Spare parts

Tools

Remote control system

4 95 xxx Bridge control system

402 000 500 198 19 02

10.02


Description of the “Extent of Delivery”

The “Extent of Delivery” (EOD) is the basis for specifying the scope of supply for a specific order.

The list consists of some “basic” items and some

“optional” items.

The “Basic” items defines the simplest engine, designed for attended machinery space (AMS), without taking into consideration any specific requirements from the classification society, the yard or the owner.

The “options” are extra items that can be alternatives to the “basic” or additional items available to fulfil the requirements/functions for a specific project.

We base our first quotations on a scope of supply mostly required, which is the so called “Copenhagen Standard EOD”, which are marked with an asterisk *.

This includes:

• Items for Unattended Machinery Space

• Minimum of alarm sensors recommended by the classification societies and MAN B&W

• Moment compensator for certain numbers of cylinders

• MAN B&W turbochargers

• Slow turning before starting

• Spare parts either required or recommended by the classification societies and MAN B&W

• Tools required or recommended by the classification societies and MAN B&W.

The EOD is often used as an integral part of the final contract.

Installation Documentation

When a final contract is signed, a complete set of documentation, in the following called “Installation Documentation”, will be supplied to the buyer.

The “Installation Documentation” is divided into the

“A” and “B” volumes mentioned in the “Extent of Delivery” under items:

4 09 602 Volume “A”’:

Mainly comprises general guiding system drawings for the engine room

4 09 603 Volume “B”:

Mainly comprises drawings for the main engine itself

Most of the documentation in volume “A” are similar to those contained in the respective Project Guides, but the Installation Documentation will only cover the order-relevant designs. These will be forwarded within 4 weeks from order.

The engine layout drawings in volume “B” will, in each case, be customised according to the yard’s requirements and the engine manufacturer’s production facilities. The documentation will be forwarded, as soon as it is ready, normally within 3-6 months from order.

As MAN B&W Diesel A/S and most of our licensees are using computerised drawings (Cadam), the documentation forwarded will normally be in size A4 or

A3. The maximum size available is A1.

The drawings of volume “A” are available on disc.

The following list is intended to show an example of such a set of Installation Documentation, but the extent may vary from order to order.

400 000 500 198 19 02

10.03

MAN B&W Diesel A/S

Engine-relevant documentation

901 Engine data

External forces and moments

Guide force moments


Centre of gravity


Instrument symbols for piping

Balancing

915 Engine connections


Engine outline

List of flanges


Gallery outline

921 Engine instrumentation

List of instruments

Connections for electric components

Guidance values for automation

923 Manoeuvring system

Speed correlation to telegraph

Slow down requirements

List of components

Engine control system, description

El. box, emergency control

Sequence diagram

Manoeuvring system

Diagram of manoeuvring console

924 Oil mist detector

Oil mist detector

925 Control equipment for auxiliary blower

El. panel for auxiliary blower

Control panel

El. diagram

Auxiliary blower

Starter for el. motors


932 Shaft line

Crankshaft driving end

Fitted bolts

934 Turning gear

Turning gear arrangement

Turning gear, control system

Turning gear, with motor

936 Spare parts

List of spare parts

939 Engine paint

Specification of paint

940 Gaskets, sealings, O-rings

Instructions

Packings

Gaskets, sealings, O-rings

950 Engine pipe diagrams

Engine pipe diagrams

Bedplate drain pipes



Lube and cooling oil pipes

Cylinder lube oil pipes

Stuffing box drain pipes

Cooling water pipes, air cooler

Jacket water cooling pipes

Fuel oil drain pipes

Fuel oil pipes

Fuel oil pipes, tracing

Fuel oil pipes, insulation

Air spring pipe, exh. valve

Control and safety air pipes

Starting air pipes

Turbocharger cleaning pipe

Scavenge air space, drain pipes

Scavenge air pipes

Air cooler cleaning pipes

Exhaust gas pipes

Steam extinguishing, in scav.box

Oil mist detector pipes

Pressure gauge pipes

400 000 500 198 19 02

10.04

MAN B&W Diesel A/S

Engine room-relevant documentation

901 Engine data

List of capacities



902 Lube and cooling oil

Lube oil bottom tank

Lubricating oil filter

Crankcase venting

Lubricating oil system

Lube oil outlet

904 Cylinder lubrication

Cylinder lube oil system

905 Piston rod stuffing box

Stuffing box drain oil cleaning system

906 Seawater cooling

Seawater cooling system

907 Jacket water cooling

Jacket water cooling system

Deaerating tank

Deaerating tank, alarm device

909 Central cooling system

Central cooling water system

Deaerating tank

Deaerating tank, alarm device

910 Fuel oil system

Fuel oil heating chart

Fuel oil system

Fuel oil venting box

Fuel oil filter

911 Compressed air

Starting air system

912 Scavenge air

Scavenge air drain system


913 Air cooler cleaning

Air cooler cleaning system

914 Exhaust gas

Exhaust pipes, bracing

Exhaust pipe system, dimensions

917 Engine room crane

Engine room crane capacity

918 Torsiograph arrangement

Torsiograph arrangement

919 Shaft earthing device

Earthing device

920 Fire extinguishing in scavenge air space

Fire extinguishing in scavenge air space


Axial vibration monitor

926 Engine seating


Epoxy chocks

Alignment screws

927 Holding-down bolts

Holding-down bolt

Round nut

Distance pipe

Spherical washer

Spherical nut

Assembly of holding-down bolt

Protecting cap

Arrangement of holding-down bolts

928 Supporting chocks

Supporting chocks

Securing of supporting chocks

929 Side chocks

Side chocks

Liner for side chocks, starboard

Liner for side chocks, port side

400 000 500 198 19 02

10.05

MAN B&W Diesel A/S

930 End chocks

Stud for end chock bolt

End chock

Round nut

Spherical washer, concave

Spherical washer, convex

Assembly of end chock bolt

Liner for end chock

Protecting cap

931 Top bracing of engine

Top bracing outline

Top bracing arrangement

Friction-materials

Top bracing instructions

Top bracing forces

Top bracing tension data

932 Shaft line

Static thrust shaft load

Fitted bolt

933 Power Take-Off

List of capacities

PTO/RCF arrangement


936 Spare parts dimensions

Connecting rod studs

Cooling jacket

Crankpin bearing shell

Crosshead bearing

Cylinder cover stud

Cylinder cover

Cylinder liner

Exhaust valve

Exhaust valve bottom piece


Exhaust valve studs

Fuel pump barrel with plunger

Fuel valve

Main bearing shell

Main bearing studs

Piston complete

Starting valve

Telescope pipe

Thrust block segment

Turbocharger rotor

940 Gaskets, sealings, O-rings

Gaskets, sealings, O-rings

949 Material sheets

MAN B&W Standard Sheets Nos:

• S19R

• S45R

• S25Cr1

• S34Cr1R

• C4

400 000 500

10.06

198 19 02

MAN B&W Diesel A/S

Engine production and installation-relevant documentation

935 Main engine production records, engine installation drawings

Installation of engine on board

Dispatch pattern 1, or

Dispatch pattern 2

Check of alignment and bearing clearances

Optical instrument or laser

Alignment of bedplate

Crankshaft alignment reading

Bearing clearances

Check of reciprocating parts

Reference sag line for piano wire

Check of reciprocating parts

Piano wire measurement of bedplate

Check of twist of bedplate

Production schedule

Inspection after shop trials

Dispatch pattern, outline

Preservation instructions

941 Shop trials

Shop trials, delivery test

Shop trial report

942 Quay trial and sea trial

Stuffing box drain cleaning

Fuel oil preheating chart

Flushing of lub. oil system

Freshwater system treatment

Freshwater system preheating

Quay trial and sea trial

Adjustment of control air system

Adjustment of fuel pump

Heavy fuel operation

Guidance values –automation

945 Flushing procedures MC

Lubricating oil system cleaning instruction


Tools

926 Engine seating

Hydraulic jack for holding down bolts

Hydraulic jack for end chock bolts

937 Engine tools

List of tools

Outline dimensions, main tools

938 Tool panel

Tool panels

Auxiliary equipment

980 Fuel oil unit

990 Exhaust silencer

995 Other auxiliary equipment

400 000 500 198 19 02

10.07

Scaled Engine Outline 11


Fig. 11.01a: Engine outline with one turbocharger on exhaust side, scale: 1:100

430 100 074

11.01

178 44 80-1.0

198 19 03


Fig. 11.01b: Engine outline with one turbocharger on exhaust side, scale: 1:100

430 100 074

11.02

178 44 80-1.0

198 19 03


Fig. 11.01c: Engine outline with one turbocharger on exhaust side, scale: 1:100

430 100 074

11.03

178 44 80-1.0

198 19 03


Fig. 11.01d: Engine outline with one turbocharger on exhaust side, scale: 1:200

430 100 074

11.04

178 44 80-1.0

198 19 03


Fig. 11.02a: Engine outline with turbocharger aft, scale: 1:100

430 100 074

11.05

178 44 81-3.0

198 19 03



430 100 074

11.06

178 44 81-3.0

198 19 03



430 100 074

11.07

178 44 81-3.0

198 19 03


Fig. 11.01d: Engine outline with turbocharger aft, scale: 1:200

430 100 074

11.08

178 44 81-3.0

198 19 03


Fig. 11.03a: Engine outline with two turbocharger on exhaust side, scale: 1:100

430 100 074

11.09

178 44 82-5.0

198 19 03


Fig. 11.03b: Engine outline with two turbocharger on exhaust side, scale: 1:100

430 100 074

11.10

178 44 82-5.0

198 19 03


Fig. 11.03c: Engine outline with two turbocharger on exhaust side, scale: 1:200

430 100 074

11.11

178 44 82-5.0

198 19 03