B&W Engine
B&W Engine
B&W Engine
Project Guide
Electronically Controlled
Twostroke Engines
with Camshaft Controlled Exhaust Valves
This Project Guide is intended to provide the information necessary for the layout of a marine
propulsion plant.
The information is to be considered as preliminary. It is intended for the project stage only and
subject to modification in the interest of technical progress. The Project Guide provides the gen-
eral technical data available at the date of issue.
It should be noted that all figures, values, measurements or information about performance
stated in this project guide are for guidance only and should not be used for detailed design
purposes or as a substitute for specific drawings and instructions prepared for such purposes.
Data updates
Data not finally calculated at the time of issue is marked ‘Available on request’. Such data may
be made available at a later date, however, for a specific project the data can be requested.
Pages and table entries marked ‘Not applicable’ represent an option, function or selection which
is not valid.
The latest, most current version of the individual Project Guide sections are available on the In-
ternet at: www.mandiesel.com under ‘Marine’ → ‘Low Speed’.
Extent of Delivery
The final and binding design and outlines are to be supplied by our licensee, the engine maker,
see Chapter 20 of this Project Guide.
In order to facilitate negotiations between the yard, the engine maker and the customer, a set of
‘Extent of Delivery’ forms is available in which the basic and the optional executions are specified.
Electronic versions
This Project Guide book and the ‘Extent of Delivery’ forms are available on a DVD and can also
be found on the Internet at: www.mandiesel.com under ‘Marine’ → ‘Low Speed’, where they can
be downloaded.
3rd Edition
February 2009
Copyright © 2009 MAN Diesel, branch of MAN Diesel SE, Germany, registered with the Danish Commerce and
Companies Agency under CVR Nr.: 31611792, (herein referred to as “MAN Diesel”).
This document is the product and property of MAN Diesel and is protected by applicable copyright laws.
Subject to modification in the interest of technical progress. Reproduction permitted provided source is given.
7020-0025-02ppr Feb 2009
Engine Design......................................................................... 01
Engine Layout and Load Diagrams, SFOC .............................. 02
Turbocharger Choice & Exhaust Gas By-pass ......................... 03
Electricity Production ............................................................. 04
Installation Aspects................................................................. 05
List of Capacities: Pumps, Coolers & Exhaust Gas .................. 06
Fuel ....................................................................................... 07
Lubricating Oil ....................................................................... 08
Cylinder Lubrication . ............................................................. 09
Piston Rod Stuffing Box Drain Oil ........................................... 10
Central Cooling Water System . .............................................. 11
Seawater Cooling .................................................................. 12
Starting and Control Air . ........................................................ 13
Scavenge Air ......................................................................... 14
Exhaust Gas .......................................................................... 15
Engine Control System . ......................................................... 16
Vibration Aspects ................................................................... 17
Monitoring Systems and Instrumentation ............................... 18
Dispatch Pattern, Testing, Spares and Tools ........................... 19
Project Support and Documentation . ..................................... 20
Appendix ............................................................................... A
MAN Diesel
MAN B&W Contents
Chapter Section
01 Engine Design
The ME-B Engine 1.01 1985167-5.0
Engine type designation 1.02 1983824-3.5
Power, speed, SFOC 1.03 1985168-7.1
Engine power range and fuel oil consumption 1.04 1984634-3.3
Comparison of SFOC for fuel economy mode and NOx emission mode 1.04 1985170-9.0
Performance curves, fuel economy mode / low NOx emission mode 1.05 1985331-6.0
ME-B Engine description 1.06 1985174-6.1
Engine cross section 1.07 1985175-8.0
02 Engine Layout and Load Diagrams, SFOC
Engine layout and load diagrams 2.01 1983833-8.4
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
Layout diagram, sizes 2.03 1985309-1.0
Engine layout diagram and load diagrams 2.04 1985275-3.3
Diagram for actual project 2.05 1984159-8.2
Specific fuel oil consumption, ME versus MC engines 2.06 1985310-1.0
SFOC for high efficiency/conventional turbochargers 2.07 1985311-3.0
SFOC, reference conditions and guarantee 2.08 1986815-2.0
Examples of graphic calculation of SFOC 2.08 1985283-6.1
SFOC calculations 2.09 1985332-8.0
SFOC calculations, example 2.10 1985891-1.0
Example of matching point 2.10 1985230-9.0
Fuel consumption at an arbitrary load 2.11 1983843-4.4
Emission control 2.12 1983844-6.5
03 Turbocharger Choice & Exhaust Gas By-pass
Turbocharger choice 3.01 1985191-3.0
Exhaust gas by-pass 3.02 1984593-4.4
NOx Reduction by SCR 3.03 1985894-7.1
04 Electricity Production
Electricity production 4.01 1985739-2.0
Designation of PTO 4.01 1985193-7.3
PTO/RCF 4.01 1985195-0.2
Space requirement for side mounted PTO/RCF 4.02 1985198-6.0
Engine preparations 4.03 1985742-6.0
PTO/BW GCR 4.04 1984316-8.5
Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0
L16/24 Genset data 4.06 1984205-4.4
L21/31Genset data 4.07 1984206-6.4
L23/30H Genset data 4.08 1984207-8.4
L27/38 Genset data 4.09 1984209-1.4
L28/32H Genset data 4.10 1984210-1.4
Chapter Section
05 Installation Aspects
Space requirements and overhaul heights 5.01 1984375-4.5
Space requirement 5.02 1984759-0.1
Crane beam for overhaul of turbochargers 5.03 1985313-7.0
Crane beam for turbochargers 5.03 1984853-5.1
Engine room crane 5.04 1985334-1.1
Overhaul with Double Jib Crane 5.04 1984534-8.2
Double jib crane 5.04 1984541-9.1
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine and gallery outline 5.06 1985335-3.0
Centre of gravity 5.07 1985336-5.0
Water and oil in engine 5.08 1985301-7.0
Engine pipe connections 5.09 1985337-7.0
Counterflanges 5.10 1985338-9.0
Engine seating and holding down bolts 5.11 1984176-5.6
Epoxy Chocks Arrangement 5.12 1984796-0.0
Epoxy Chocks Arrangement 5.12 1985840-8.0
Engine seating profile 5.12 1984844-0.0
Engine top bracing 5.13 1984672-5.7
Mechanical top bracing 5.14 1984764-8.2
Hydraulic top bracing arrangement 5.15 1984792-2.0
Components for Engine Control System 5.16 1984697-7.4
Earthing device 5.17 1984929-2.3
MAN Diesel Controllable Pitch Propeller (CPP) 5.18 1984695-3.4
6 List of Capacities: Pumps, Coolers & Exhaust Gas
Calculation of capacities 6.01 1985041-6.0
List of capacities and cooling water systems 6.02 1985042-8.3
List of capacities, S35ME-B 6.03 1985039-4.0
Auxiliary system capacities for derated engines 6.04 1985898-4.0
7 Fuel
Fuel oil system 7.01 1984228-2.6
Fuel oils 7.02 1983880-4.5
Fuel oil pipes and drain pipes 7.03 1985052-4.1
Fuel oil pipe insulation 7.04 1984051-8.3
Components for fuel oil system 7.05 1983951-2.3
Water in fuel emulsification 7.06 1983882-8.3
8 Lubricating Oil
Lubricating and cooling oil system 8.01 1985317-4.1
Hydraulic power supply unit 8.02 1985318-6.0
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Components for lube oil system 8.05 1985910-4.0
Lubricating oil tank 8.06 1985180-5.0
Crankcase venting and bedplate drain pipes 8.07 1984261-5.3
Hydraulic oil back-flushing 8.08 1984829-7.2
Separate system for hydraulic control unit 8.09 1985315-0.0
Hydraulic control oil system for S50/40/35ME-B 8.09 1985312-5.1
Chapter Section
9 Cylinder Lubrication
Cylinder lubricating oil system 9.01 1984822-4.5
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.7
10 Piston Rod Stuffing Box Drain Oil
Stuffing box drain oil system 10.01 1983974-0.4
11 Central Cooling Water System
Central cooling water system 11.01-02 1984696-5.3
Components for central cooling water system 11.03 1983987-2.3
12 Seawater Cooling
Seawater Systems 12.01 1983892-4.4
Seawater cooling system 12.02 1983893-6.4
Seawater cooling pipes 12.03 1983978-8.4
Components for seawater cooling system 12.04 1983981-1.3
Jacket cooling water system 12.05 1983894-8.5
Jacket cooling water pipes 12.06 1986788-7.0
Components for jacket cooling water system 12.07 1984056-7.3
Deaerating tank 12.07 1984065-1.2
Temperature at start of engine 12.08 1983986-0.2
13 Starting and Control Air
Starting and control air system 13.01 1985329-4.0
Components for starting air system 13.02 1986059-1.0
Starting and control air pipes 13.03 1985330-4.2
14 Scavenge Air
Scavenge air system 14.01 1986148-9.0
Auxiliary blowers 14.02 1986586-2.1
Operational panel for auxiliary blowers 14.02 1986587-4.0
Scavenge air pipes 14.03 1984016-1.2
Electric motor for auxiliary blower 14.04 1986222-0.0
Scavenge air cooler cleaning system 14.05 1985182-9.1
Scavenge air box drain system 14.06 1984032-7.2
Fire extinguishing system for scavenge air space 14.07 1986202-8.0
15 Exhaust Gas
Exhaust gas system 15.01 1986400-5.0
Exhaust gas pipes 15.02 1984069-9.3
Cleaning systems, MAN Diesel 15.02 1984071-0.4
Cleaning systems, ABB and Mitsubishi 15.02 1984073-4.5
Exhaust gas system for main engine 15.03 1984074-6.3
Components of the exhaust gas system 15.04 1984075-8.6
Exhaust gas silencer 15.04 1986398-1.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Forces and moments at turbocharger 15.06 1986414-9.0
Diameter of exhaust gas pipe 15.07 1986509-7.0
Chapter Section
16 Engine Control System
Engine Control System ME-B 16.01 1985184-2.0
17 Vibration Aspects
Vibration aspects 17.01 1984140-5.2
2nd order moments on 5 or 6 cylinder engines 17.02 1984220-8.5
Electric driven moment compensator 17.03 1984222-1.3
Power related unbalance (PRU) 17.04 1985876-8.0
Guide force moments 17.05 1984223-3.3
Guide force moments, data 17.05 1984517-0.5
Axial vibrations 17.06 1984225-7.4
Critical running 17.06 1984226-9.2
External forces and moments in layout points, S35ME-B 17.07 1985238-3.0
18 Monitoring Systems and Instrumentation
Monitoring systems and instrumentation 18.01 1984580-2.3
PMI system, type PT/S off-line 18.02 1984581-4.4
CoCoS systems 18.03 1984582-6.6
Alarm - Slow Down and Shut Down System 18.04 1984583-8.4
Local instruments 18.05 1984586-3.4
Other alarm functions 18.06 1984587-5.5
Control devices 18.06 1986728-9.1
Identification of Instruments 18.07 1984585-1.5
19 Dispatch Pattern, Testing, Spares and Tools
Dispatch pattern, testing, spares and tools 19.01 1984227-0.3
Specification for painting of main engine 19.02 1984516-9.2
Dispatch pattern 19.03 1985327-0.1
Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0
Shop test 19.05 1984612-7.4
List of spare parts, unrestricted service 19.06 1985324-5.6
Additional spares 19.07 1985323-3.0
Wearing parts 19.08 1984637-9.3
Large spare parts, dimensions and masses 19.09 1985186-6.0
List of standard tools for maintenance 19.10 1985189-1.0
Tool panels 19.11 1985190-1.0
20 Project Support and Documentation
Engine Selection Guide and Project Guide 20.01 1984588-7.3
Computerised engine application system 20.02 1984590-9.2
Extent of Delivery 20.03 1984591-0.2
Installation documentation 20.04 1984592-2.2
A Appendix
Symbols for piping A 1983866-2.3
Section
2nd order moments on 5 or 6 cylinder engines 17.02 1984220-8.5
A
Additional spares 19.07 1985323-3.0
Alarm - Slow Down and Shut Down System 18.04 1984583-8.4
Auxiliary blowers 14.02 1986586-2.1
Auxiliary system capacities for derated engines 6.04 1985898-4.0
Axial vibrations 17.06 1984225-7.4
C
Calculation of capacities 6.01 1985041-6.0
Calculation of exhaust gas back-pressure 15.05 1984094-9.3
Central cooling water system 11.01-02 1984696-5.3
Centre of gravity 5.07 1985336-5.0
Cleaning systems, ABB and Mitsubishi 15.02 1984073-4.5
Cleaning systems, MAN Diesel 15.02 1984071-0.4
CoCoS systems 18.03 1984582-6.6
Comparison of SFOC for fuel economy mode and NOx emission mode 1.04 1985170-9.0
Components for central cooling water system 11.03 1983987-2.3
Components for Engine Control System 5.16 1984697-7.4
Components for fuel oil system 7.05 1983951-2.3
Components for jacket cooling water system 12.07 1984056-7.3
Components for lube oil system 8.05 1985910-4.0
Components for seawater cooling system 12.04 1983981-1.3
Components for starting air system 13.02 1986059-1.0
Components of the exhaust gas system 15.04 1984075-8.6
Computerised engine application system 20.02 1984590-9.2
Control devices 18.06 1986728-9.1
Counterflanges 5.10 1985338-9.0
Crane beam for overhaul of turbochargers 5.03 1985313-7.0
Crane beam for turbochargers 5.03 1984853-5.1
Crankcase venting and bedplate drain pipes 8.07 1984261-5.3
Critical running 17.06 1984226-9.2
Cylinder lubricating oil system 9.01 1984822-4.5
D
Deaerating tank 12.07 1984065-1.2
Designation of PTO 4.01 1985193-7.3
Diagram for actual project 2.05 1984159-8.2
Diameter of exhaust gas pipe 15.07 1986509-7.0
Dispatch pattern 19.03 1985327-0.1
Dispatch pattern, list of masses and dimensions 19.04 1984763-6.0
Dispatch pattern, testing, spares and tools 19.01 1984227-0.3
Double jib crane 5.04 1984541-9.1
Section
E
Earthing device 5.17 1984929-2.3
Electric driven moment compensator 17.03 1984222-1.3
Electric motor for auxiliary blower 14.04 1986222-0.0
Electricity production 4.01 1985739-2.0
Emission control 2.12 1983844-6.5
Engine and gallery outline 5.06 1985335-3.0
Engine Control System ME-B 16.01 1985184-2.0
Engine cross section 1.07 1985175-8.0
Engine layout and load diagrams 2.01 1983833-8.4
Engine layout diagram and load diagrams 2.04 1985275-3.3
Engine outline, galleries and pipe connections 5.05 1984715-8.3
Engine pipe connections 5.09 1985337-7.0
Engine power range and fuel oil consumption 1.04 1984634-3.3
Engine preparations 4.03 1985742-6.0
Engine room crane 5.04 1985334-1.1
Engine seating and holding down bolts 5.11 1984176-5.6
Engine seating profile 5.12 1984844-0.0
Engine Selection Guide and Project Guide 20.01 1984588-7.3
Engine top bracing 5.13 1984672-5.7
Engine type designation 1.02 1983824-3.5
Epoxy Chocks Arrangement 5.12 1984796-0.0
Epoxy Chocks Arrangement 5.12 1985840-8.0
Example of matching point 2.10 1985230-9.0
Examples of graphic calculation of SFOC 2.08 1985283-6.1
Exhaust gas by-pass 3.02 1984593-4.4
Exhaust gas pipes 15.02 1984069-9.3
Exhaust gas silencer 15.04 1986398-1.0
Exhaust gas system 15.01 1986400-5.0
Exhaust gas system for main engine 15.03 1984074-6.3
Extent of Delivery 20.03 1984591-0.2
External forces and moments in layout points, S35ME-B 17.07 1985238-3.0
F
Fire extinguishing system for scavenge air space 14.07 1986202-8.0
Forces and moments at turbocharger 15.06 1986414-9.0
Fuel consumption at an arbitrary load 2.11 1983843-4.4
Fuel oil pipe insulation 7.04 1984051-8.3
Fuel oil pipes and drain pipes 7.03 1985052-4.1
Fuel oil system 7.01 1984228-2.6
Fuel oils 7.02 1983880-4.5
G
Guide force moments 17.05 1984223-3.3
Guide force moments, data 17.05 1984517-0.5
Section
H
Hydraulic control oil system for S50/40/35ME-B 8.09 1985312-5.1
Hydraulic oil back-flushing 8.08 1984829-7.2
Hydraulic power supply unit 8.02 1985318-6.0
Hydraulic top bracing arrangement 5.15 1984792-2.0
I
Identification of Instruments 18.07 1984585-1.5
Installation documentation 20.04 1984592-2.2
J
Jacket cooling water pipes 12.06 1986788-7.0
Jacket cooling water system 12.05 1983894-8.5
L
L16/24 Genset data 4.06 1984205-4.4
L21/31Genset data 4.07 1984206-6.4
L23/30H Genset data 4.08 1984207-8.4
L27/38 Genset data 4.09 1984209-1.4
L28/32H Genset data 4.10 1984210-1.4
Large spare parts, dimensions and masses 19.09 1985186-6.0
Layout diagram, sizes 2.03 1985309-1.0
List of capacities and cooling water systems 6.02 1985042-8.3
List of capacities, S35ME-B 6.03 1985039-4.0
List of spare parts, unrestricted service 19.06 1985324-5.6
List of standard tools for maintenance 19.10 1985189-1.0
Local instruments 18.05 1984586-3.4
Lubricating and cooling oil system 8.01 1985317-4.1
Lubricating oil centrifuges and list of lubricating oils 8.04 1983886-5.6
Lubricating oil pipes for turbochargers 8.03 1984232-8.3
Lubricating oil tank 8.06 1985180-5.0
M
MAN B&W Alpha cylinder lubrication system 9.02 1983889-0.7
MAN Diesel Controllable Pitch Propeller (CPP) 5.18 1984695-3.4
ME-B Engine description 1.06 1985174-6.1
Mechanical top bracing 5.14 1984764-8.2
Monitoring systems and instrumentation 18.01 1984580-2.3
N
NOx Reduction by SCR 3.03 1985894-7.1
O
Operational panel for auxiliary blowers 14.02 1986587-4.0
Other alarm functions 18.06 1984587-5.5
Overhaul with Double Jib Crane 5.04 1984534-8.2
Section
P
Performance curves, fuel economy mode / low NOx emission mode 1.05 1985331-6.0
PMI system, type PT/S off-line 18.02 1984581-4.4
Power related unbalance (PRU) 17.04 1985876-8.0
Power, speed, SFOC 1.03 1985168-7.1
Propeller diameter and pitch, influence on optimum propeller speed 2.02 1983878-2.5
PTO/BW GCR 4.04 1984316-8.5
PTO/RCF 4.01 1985195-0.2
S
Scavenge air box drain system 14.06 1984032-7.2
Scavenge air cooler cleaning system 14.05 1985182-9.1
Scavenge air pipes 14.03 1984016-1.2
Scavenge air system 14.01 1986148-9.0
Seawater cooling pipes 12.03 1983978-8.4
Seawater cooling system 12.02 1983893-6.4
Seawater Systems 12.01 1983892-4.4
Separate system for hydraulic control unit 8.09 1985315-0.0
SFOC calculations 2.09 1985332-8.0
SFOC calculations, example 2.10 1985891-1.0
SFOC for high efficiency/conventional turbochargers 2.07 1985311-3.0
SFOC, reference conditions and guarantee 2.08 1986815-2.0
Shop test 19.05 1984612-7.4
Space requirement 5.02 1984759-0.1
Space requirement for side mounted PTO/RCF 4.02 1985198-6.0
Space requirements and overhaul heights 5.01 1984375-4.5
Specific fuel oil consumption, ME versus MC engines 2.06 1985310-1.0
Specification for painting of main engine 19.02 1984516-9.2
Starting and control air pipes 13.03 1985330-4.2
Starting and control air system 13.01 1985329-4.0
Stuffing box drain oil system 10.01 1983974-0.4
Symbols for piping A 1983866-2.3
T
Temperature at start of engine 12.08 1983986-0.2
The ME-B Engine 1.01 1985167-5.0
Tool panels 19.11 1985190-1.0
Turbocharger choice 3.01 1985191-3.0
V
Vibration aspects 17.01 1984140-5.2
W
Waste Heat Recovery Systems (WHR) 4.05 1986647-4.0
Water and oil in engine 5.08 1985301-7.0
Water in fuel emulsification 7.06 1983882-8.3
Wearing parts 19.08 1984637-9.3
Engine Design
1
MAN Diesel
MAN B&W 1.01
Page of 2
The ever valid requirement of ship operators is The starting valves are opened pneumatically by
to obtain the lowest total operational costs, and the mechanically activated starting air distributor.
especially the lowest possible specific fuel oil
consumption at any load, and under the prevailing By electronic control of the above valve according
operating conditions. to the measured instantaneous crankshaft posi-
tion, the Engine Control System fully controls the
However, lowspeed twostroke main engines of combustion process.
the MC type, with a chain driven camshaft, have
limited flexibility with regard to fuel injection to System flexibility is obtained by means of different
match the prevailing operating conditions. ‘Engine running modes’, which are selected either
automatically, depending on the operating condi-
A system with electronically controlled hydraulic tions, or manually by the operator to meet specific
activation provides the required flexibility, this goals, such as ‘Fuel economomy mode’ to com-
system form the core of the ME-B ‘Engine Control ply with IMO NOx emission limitation or ‘Low NOx
System’, described later in detail in Chapter 16. emission mode’.
The fuel pressure booster consists of a simple • Compared to the corresponding MC engines
plunger powered by a hydraulic piston activated the ME-B engines:
by oil pressure. The oil pressure is controlled by • Have more power, about 5%
an electronically controlled proportional valve. • Reduced engine lenght, about 0.4 m
• Reduced weight, about 10%
The exhaust valve is activated by a light camshaft • Reduced SFOC, 2 g/kWh by using a higher
(smaller shaft diameter and smaller size exhaust firing pressure
cam), driven by a chain drive placed in the aft end
of the engine. The size of the chain is reduced • Lower SFOC and better performance parame-
compared to the MC type. ters thanks to variable electronically controlled
timing of the fuel injection
To have common spare parts, the exhaust valve
used for the ME-B is the same as the one used for • Appropriate fuel injection pressure and rate
the MC. The exhaust valve is of the DuraSpindle shaping at any load
type with a W-seat bottom piece.
• Improved emission characteristics, with lower
In the hydraulic system, the normal lube oil is NOx and smokeless operation
used as the medium. It is filtered and pressurised
by a Hydraulic Power Supply unit mounted on the
engine (4 40 160).
• Easy change of operating mode during opera- The new Engine Control System of the ME-B en-
tion gine comprises:
• Control system with more precise timing, giving • Hydraulic cylinder units, including electronically
better engine balance with equalized thermal controlled fuel injection
load in and between cylinders
• Integrated electronic governor functions
• System comprising performance, adequate
monitoring and diagnostics of engine for longer • Tacho system
time between overhauls
• Electronically controlled Alpha lubricators
• Lower rpm possible for manoeuvring
• Electronic speed setting device on the Engine
• Integrated Alpha Cylinder Lubricators Side Console
• Upgradable to software development over the • MAN B&W PMI system, type PT/S offline, cylin-
lifetime of the engine. der pressure monitoring system
It is a natural consequence of the above that The system can be further extended by optional
many more features and operating modes are fea- systems, such as:
sible with our fully integrated control system and,
as such, will be retrofittable and eventually offered • Condition Monitoring System, CoCoSEDS
to owners of ME-B engines. online.
• Regulating shaft
6 S 70 M EB/C/GI7
Mark version
B Exhaust valve controlled
by camshaft
Design C Compact engine
GI Gas Injection
Engine programme
Diameter of piston in cm
Number of cylinders
,
,
MAN B&W S35MEB9
Bore: 350 mm ,
Stroke: 1,550 mm
,
3PEED
178 50 064.0
0OWER 0OWER
,
Power and speed
, ,
Power kW
Number of cylinders
,
Engine speed Mean effective
Layout points r/min pressure bar 5 6 7 8
L1 167 21.0 4,350 5,220 6,090 6,960
L2 167 16.8 3,475 4,170 4,865 5,560
3PEED
L3 142 21.0 3,700 4,440 5,180 5,920
L4 142 16.8 2,975 3,570 4,165 4,760 0OWER
Engine Power
The following tables contain data regarding the Specific fuel oil consumption (SFOC)
power, speed and specific fuel oil consumption of Specific fuel oil consumption values refer to brake
the engine. power, and the following reference conditions:
L1 designates nominal maximum continuous rating Although the engine will develop the power speci-
(nominal MCR), at 100% engine power and 100% fied up to tropical ambient conditions, specific
engine speed. fuel oil consumption varies with ambient condi-
tions and fuel oil lower calorific value. For calcula-
L 2, L3 and L4 designate layout points at the other tion of these changes, see Chapter 2.
three corners of the layout area, chosen for easy
reference.
SFOC guarantee
0OWER ,
The figures given in this project guide represent
the values obtained when the engine and turbo-
, charger are matched with a view to obtaining the
lowest possible SFOC values and in compliance
, with the IMO NOx emission limitations, i.e. the
socalled ‘fuel economy mode’.
,
3PEED The Specific Fuel Oil Consumption (SFOC) is
guaranteed for one engine load (powerspeed
178 51 489.0
combination), this being the specified MCR rating.
Comparison of SFOC for ‘Fuel Economy Mode’ and ‘NOx Emission Mode’
ME engines
Fuel economy mode NOx emission mode*
High efficiency Conventional High efficiency Conventional
Load g/kWh Load g/kWh Load g/kWh Load g/kWh
100% 70% 100% 70% 100% 70% 100% 70%
S35MEB 0 0 0 0 S35MEB 0-0 0-0 0-0 0-0
Please note that engines built by our licensees The frame box is of welded design. On the ex-
are in accordance with MAN Diesel drawings and haust side, it is provided with relief valves for each
standards but, in certain cases, some local stand- cylinder while, on the manoeuvring side, it is pro-
ards may be applied; however, all spare parts are vided with a large hinged door for each cylinder.
interchangeable with MAN Dieseldesigned parts.
The framebox is of the well-proven triangular
Some components may differ from MAN Diesel’s guide plane design with twin staybolts giving
design because of local production facilities or excellent support for the guide shoe forces. This
the application of local standard components. framebox is now standard on all our updated en-
gine types.
In the following, reference is made to the item
numbers specified in the ‘Extent of Delivery’ (EoD)
Cylinder Frame and Stuffing Box
forms, both for the ‘Basic’ delivery extent and for
some ‘Options’. For the cylinder frame, two possibilities are avail-
able.
Bedplate and Main Bearing
• Nodular cast iron
The bedplate is made with the thrust bearing in
the aft end of the engine. The bedplate is of the • Welded design with integrated scavenge air re-
welded design. For the new engines, the normally ceiver.
cast part for the main bearing girders is made
from rolled steel plates. This secures homogene- The cylinder frame is provided with access covers
ity of the material used for the main bearing area for cleaning the scavenge air space, if required,
with no risk of casting imperfections occurring and for inspection of scavenge ports and piston
during the final machining. rings from the manoeuvring side. Together with
the cylinder liner it forms the scavenge air space.
For fitting to the engine seating in the ship, long,
elastic holdingdown bolts, and hydraulic tighten- The cylinder frame is fitted with pipes for the pis-
ing tools are used. ton cooling oil inlet. The scavenge air receiver, tur-
bocharger, air cooler box and gallery brackets are
The bedplate is made without taper for engines located on the cylinder frame. At the bottom of the
mounted on epoxy chocks. cylinder frame there is a piston rod stuffing box,
provided with sealing rings for scavenge air, and
The oil pan, which is made of steel plate and is with oil scraper rings which prevent crankcase oil
welded to the bedplate, collects the return oil from from coming up into the scavenge air space.
the forced lubricating and cooling oil system. The
oil outlets from the oil pan are normally vertical Drains from the scavenge air space and the piston
and are provided with gratings. rod stuffing box are located at the bottom of the
cylinder frame.
Horizontal outlets at both ends can be arranged
for some cylinder numbers, however this must be
Cylinder Liner
confirmed by the engine builder.
The cylinder liner is made of alloyed cast iron
The main bearings consist of thin walled steel and is suspended in the cylinder frame with a
shells lined with bearing metal. The main bearing lowsituated flange. The top of the cylinder liner
bottom shell can be rotated out and in by means is fitted with a cooling jacket. The cylinder liner
of special tools in combination with hydraulic has scavenge ports and drilled holes for cylinder
tools for lifting the crankshaft. The shells are kept lubrication.
in position by a bearing cap.
The PC ring is installed between the liner and the As the propeller thrust is increasing due to the
cylinder cover. higher engine power, a flexible thrust cam has
been introduced to obtain a more even force dis-
tribution on the pads.
Cylinder Cover
The cylinder cover is of forged steel, made in one
Turning Gear and Turning Wheel
piece, and has bores for cooling water. It has a
central bore for the exhaust valve, and bores for The turning wheel is fitted to the thrust shaft, and
the fuel valves, a starting valve and an indicator it is driven by a pinion on the terminal shaft of the
valve. turning gear, which is mounted on the bedplate.
The turning gear is driven by an electric motor.
The cylinder cover is attached to the cylinder
frame with studs and nuts tightened with hydrau- A blocking device prevents the main engine from
lic jacks. starting when the turning gear is engaged. Engage-
ment and disengagement of the turning gear is
effected manually by an axial movement of the
Crankshaft
pinion.
The crankshaft is of the semi-built design, in one
piece, and made from forged steel. The control device for the turning gear, consisting
of starter and manual control box, can be ordered
At the aft end, the crankshaft is provided with the as an option.
collar for the thrust bearing, and the flange for the
turning wheel and for the coupling bolts to an in-
Axial Vibration Damper
termediate shaft.
The engine is fitted with an axial vibration damper,
At the front end, the crankshaft is fitted with the mounted on the fore end of the crankshaft. The
collar for the axial vibration damper and a flange damper consists of a piston and a splittype
for the fitting of a tuning wheel. The flange can housing located forward of the foremost main
also be used for a Power Take Off, if so desired. bearing. The piston is made as an integrated col-
lar on the main journal, and the housing is fixed to
Coupling bolts and nuts for joining the crankshaft the main bearing support.
together with the intermediate shaft are not nor-
mally supplied.
Tuning Wheel / Torsional Vibration Damper
A tuning wheel or torsional vibration damper may
Thrust Bearing
have to be ordered separately, depending on the
The propeller thrust is transferred through the final torsional vibration calculations.
thrust collar, the segments, and the bedplate, to
the end chocks and engine seating, and thus to
Connecting Rod
the ship’s hull.
The connecting rod is made of forged or cast
The thrust bearing is located in the aft end of the steel and provided with bearing caps for the
engine. The thrust bearing is of the B&WMichell crosshead and crankpin bearings.
type, and consists primarily of a thrust collar on
the crankshaft, a bearing support, and segments The crosshead and crankpin bearing caps are se-
of steel lined with white metal. The thrust shaft is cured to the connecting rod with studs and nuts
an integrated part of the crankshaft and it is lubri- tightened by means of hydraulic jacks.
cated by the engine’s lubricating oil system.
The crosshead bearing consists of a set of The telescopic pipe for oil inlet and the pipe for oil
thinwalled steel shells, lined with bearing metal. outlet are mounted on the guide shoes.
The crosshead bearing cap is in one piece, with
an angular cutout for the piston rod.
Scavenge Air System
The crankpin bearing is provided with thinwalled The air intake to the turbocharger takes place
steel shells, lined with bearing metal. Lube oil is directly from the engine room through the turbo-
supplied through ducts in the crosshead and con- charger intake silencer. From the turbocharger,
necting rod. the air is led via the charging air pipe, air cooler
and scavenge air receiver to the scavenge ports
of the cylinder liners, see Chapter 14.
Piston
The piston consists of a piston crown and piston
Scavenge Air Cooler
skirt. The piston crown is made of heatresistant
steel and has four ring grooves which are For each turbocharger is fitted a scavenge air
hardchrome plated on both the upper and lower cooler of the monoblock type designed for sea-
surfaces of the grooves. water cooling at up to 2.0 2.5 bar working pres-
sure, alternatively, a central cooling system can
The piston is bore-cooled and with a high top be chosen with freshwater of maximum 4.5 bar
land. working pressure.
The piston ring pack is No. 1 piston ring, high The scavenge air cooler is so designed that the
CPR, Nos. 2 to 4, piston rings with angle cut. All difference between the scavenge air temperature
rings are with Alu-coat on the running surface for and the water inlet temperature at specified MCR
safe running-in of the piston ring. Hard coating on can be kept at about 12 °C.
the running surface for piston rings No. 1 can be
supplied as an option.
Auxiliary Blower
The uppermost piston ring is higher than the oth- The engine is provided with electricallydriven
ers. The piston skirt is of cast iron with a bronze scavenge air blowers. The suction side of the
band. blowers is connected to the scavenge air space
after the air cooler.
Piston Rod
Between the air cooler and the scavenge air re-
The piston rod is of forged steel and is surface ceiver, nonreturn valves are fitted which auto-
hardened on the running surface for the stuffing matically close when the auxiliary blowers supply
box. The piston rod is connected to the cross- the air.
head with four screws. The piston rod has a cen-
tral bore which, in conjunction with a cooling oil The auxiliary blowers will start operating con-
pipe, forms the inlet and outlet for cooling oil. secutively before the engine is started in order to
ensure sufficient scavenge air pressure to obtain
a safe start.
Crosshead
The crosshead is of forged steel and is provided The auxiliary blower design will be of the new in-
with cast steel guide shoes with white metal on tegrated type.
the running surface.
Further information is given in Chapter 14.
The guide shoe is of the new low friction design.
There is one Hydraulic Cylinder Unit per two cyl- The fuel oil highpressure pipes are equipped with
inders. The HCU is equipped with two pressure protective hoses and are neither heated nor insu-
boosters, two ELFI valves and two Alpha Lubrica- lated.
tors. Thereby, one HCU is operating two cylinders.
The mechanically driven starting air distributor is
the same as the one used on the MC engines.
The Hydraulic Power Supply
The Hydraulic Power Supply (HPS) is installed in The starting air system is described in detail in
the front end of the engine. The HPS is electrically Section 13.01.
driven and consists of two electric motors each
driving a hydraulic pump.
Engine control system
The pressure for the hydraulic oil is 300 bar. Each For a 6-cylinder engine, the engine control system
of the pumps has a capacity corresponding to min. consists of 4 MPCs (Multi Purpose Computer).
55% of the engine power. In case of malfunction of
one of the pumps, it is still possible to operate the
Exhaust Valve
engine with 55% engine power correspondig to
85% speed. The exhaust valve consists of the valve housing
and the valve spindle. The valve housing is made
of cast iron and is arranged for water cooling. The
Fuel Oil Pressure Booster and housing is provided with a water cooled bottom
Fuel Oil High Pressure Pipes piece of steel with a flame hardened seat.
178 54 61-5.0
Fig.: 1.07.01
2
MAN Diesel
MAN B&W 2.01
Page of 2
P = c x pe x n
i=2
so, for constant mep, the power is proportional to
the speed:
Fig. 2.01.01 shows the relationship for the linear Propulsion and Engine Running Points
functions, y = ax + b, using linear scales.
Propeller curve
The power functions P = c x ni will be linear func-
tions when using logarithmic scales: The relation between power and propeller speed
for a fixed pitch propeller is as mentioned above
log (P) = i x log (n) + log (c) described by means of the propeller law, i.e. the
y third power curve:
P = c x n3, in which:
a
Propeller design point
placed on the light running propeller curve 6. See the socalled sea margin, which is traditionally
below figure. On the other hand, some shipyards, about 15% of the propeller design (PD) power.
and/or propeller manufacturers sometimes use a
propeller design point (PD) that incorporates all or Engine layout (heavy propeller)
part of the socalled sea margin described below.
When determining the necessary engine layout
Power, % af L speed that considers the influence of a heavy run-
00%
= 0,20
= 0,5 L ning propeller for operating at high extra ship resis-
= 0,25 = 0,30
tance, it is (compared to line 6) recommended to
choose a heavier propeller line 2. The propeller
L3 MP
curve for clean hull and calm weather line 6 may
Engine margin
(SP=90% of MP)
SP
PD
then be said to represent a ‘light running’ (LR)
Sea margin
L2 (5% of PD) propeller.
PD
In general, the larger the propeller diameter D, Once an optimum propeller diameter of maximum
the lower is the optimum propeller speed and the 7.2 m has been chosen, the corresponding op-
kW required for a certain design draught and ship timum pitch in this point is given for the design
speed, see curve D in the figure below. speed of 14.5 knots, i.e. P/D = 0.70.
The maximum possible propeller diameter de- However, if the optimum propeller speed of 100
pends on the given design draught of the ship, r/min does not suit the preferred / selected main
and the clearance needed between the propeller engine speed, a change of pitch away from opti-
and the aft body hull and the keel. mum will only cause a relatively small extra power
demand, keeping the same maximum propeller
The example shown in the figure is an 80,000 dwt diameter:
crude oil tanker with a design draught of 12.2 m
and a design speed of 14.5 knots. • going from 100 to 110 r/min (P/D = 0.62) requires
8,900 kW i.e. an extra power demand of 80 kW.
When the optimum propeller diameter D is in-
creased from 6.6 m to 7.2. m, the power demand • going from 100 to 91 r/min (P/D = 0.81) requires
is reduced from about 9,290 kW to 8,820 kW, and 8,900 kW i.e. an extra power demand of 80 kW.
the optimum propeller speed is reduced from 120
r/min to 100 r/min, corresponding to the constant In both cases the extra power demand is only
ship speed coefficient ∝ = 0.28 (see definition of of 0.9%, and the corresponding ‘equal speed
∝ in section 2.02, page 2). curves’ are ∝ =+0.1 and ∝ =0.1, respectively, so
there is a certain interval of propeller speeds in
which the ‘power penalty’ is very limited.
3HAFTæPOWER
K7
$ææ/PTIMUMæPROPELLERæDIAMETERS
0$ææ0ITCHDIAMETERæRATIO
$ 0$
M
0$
M
M
M
M
$
0ROPELLER
SPEED
RMIN
178 47 032.0
The constant ship speed lines ∝, are shown at area and parallel to one of the ∝lines, another
the very top of Fig. 2.02.02. These lines indicate specified propulsion MCR point ‘MP2’ upon this
the power required at various propeller speeds to line can be chosen to give the ship the same
keep the same ship speed provided that the op- speed for the new combination of engine power
timum propeller diameter with an optimum pitch and speed.
diameter ratio is used at any given speed, taking
into consideration the total propulsion efficiency. Fig. 2.02.02 shows an example of the required
power speed point MP1, through which a constant
Normally, the following relation between neces- ship speed curve ∝= 0.25 is drawn, obtaining
sary power and propeller speed can be assumed: point MP2 with a lower engine power and a lower
engine speed but achieving the same ship speed.
P2 = P1 x (n2 /n1)∝
Provided the optimum pitch/diameter ratio is used
where: for a given propeller diameter the following data
P = Propulsion power applies when changing the propeller diameter:
n = Propeller speed, and
∝= the constant ship speed coefficient. for general cargo, bulk carriers and tankers
∝= 0.25 0.30
For any combination of power and speed, each
point on lines parallel to the ship speed lines gives and for reefers and container vessels
the same ship speed. ∝= 0.15 0.25
When such a constant ship speed line is drawn When changing the propeller speed by changing
into the layout diagram through a specified pro- the pitch diameter ratio, the ∝ constant will be dif-
pulsion MCR point ‘MP1’, selected in the layout ferent, see above.
Power
0%
=0,5
speed lines
=0,20
=0,25 Constant ship 00%
=0,30
90%
MP
=0,25 80%
MP2
3
me p
% 70%
00
95%
90%
2
85% 60%
80%
75%
70% 50%
40%
An engine’s layout diagram is limited by two con- For practical reasons we have chosen to use the
stant mean effective pressure (mep) lines L1– L3 designation ‘O’ for the matching point.
and L 2– L4, and by two constant engine speed
lines L1– L 2 and L3 – L4. The L1 point refers to the The engine matching point (O) for this engine has
engine’s nominal maximum continuous rating, see to be equal to the specified MCR point M.
Fig. 2.04.01.
Overload running (110% of M) will still be possible.
Within the layout area there is full freedom to se-
lect the engine’s specified MCR point M which As only the fuel injection (and not the exhaust
suits the demand for propeller power and speed valve activation) is electronically controlled over a
for the ship. wide operating range of the engine, the compres-
sion ratio is nearly constant as for an MC engine.
On the horizontal axis the engine speed and on
the vertical axis the engine power are shown on The lowest specific fuel oil consumption for the
percentage scales. The scales are logarithmic ME-B engines is obtained at 80% of the matching
which means that, in this diagram, power function point (O) = M.
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.
0OWER
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 drawnin. The ,
specified MCR point (M) must be inside the limita- 3
tion lines of the layout diagram; if it is not, the pro-
peller speed will have to be changed or another ,
main engine type must be chosen.
Regarding ‘i’ in the power function P = c x ni, see page 2.01 Line 5:
A 100% reference point Represents the maximum mean effective pressure
M Specified MCR level (mep), which can be accepted for continuous
O Matching point
operation (i = 1).
178 05 427.5
Line 6: Recommendation
Propeller curve, clean hull and calm weather – light
running, used for propeller layout/design (i = 3). Continuous operation without limitations is al-
lowed only within the area limited by lines 4, 5,
Line 7: 7 and 3 of the load diagram, except on low load
Represents the maximum power for continuous operation for CP propeller plants mentioned in the
operation (i = 0). previous section.
Limits for low load running Once the specified MCR (and the matching point)
have been chosen, the capacities of the auxiliary
As the fuel injection is automatically controlled equipment will be adapted to the specified MCR,
over the entire power range, the engine is able to and the turbocharger specification and the com-
operate down to around 15% of the nominal L1 pression ratio will be selected.
speed.
If the specified MCR (and the matching point) is to
be increased later on, this may involve a change
of the pump and cooler capacities, 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 dimen-
sions of the piping systems.
Extended load diagram for ships operating in extreme heavy running conditions
When a ship with fixed pitch propeller is operat- Extended load diagram for speed derated en-
ing in normal sea service, it will in general be gines with increased light running
operating in the hatched area around the design
propeller curve 6, as shown on the standard load The maximum speed limit (line 3) of the engines is
diagram in Fig. 2.04.02. 105% of the SMCR (Specified Maximum Continu-
ous Rating) speed, as shown in Fig. 2.04.02.
Sometimes, when operating in heavy weather, the
fixed pitch propeller performance will be more However, for speed and, thereby, power derated
heavy running, i.e. for equal power absorption of engines it is possible to extend the maximum
the propeller, the propeller speed will be lower speed limit to 105% of the engine’s nominal MCR
and the propeller curve will move to the left. speed, line 3’, but only provided that the torsional
vibration conditions permit this. Thus, the shaft-
As the low speed main engines are directly cou- ing, with regard to torsional vibrations, has to be
pled to the propeller, the engine has to follow the approved by the classification society in question,
propeller performance, i.e. also in heavy running based on the extended maximum speed limit.
propeller situations. For this type of operation,
there is normally enough margin in the load area When choosing an increased light running to be
between line 6 and the normal torque/speed limi- used for the design of the propeller, the load dia-
tation line 4, see Fig. 2.04.02. To the left of line 4 gram area may be extended from line 3 to line 3’,
in torquerich operation, the engine will lack air as shown in Fig. 2.04.03, and the propeller/main
from the turbocharger to the combustion process, engine operating curve 6 may have a correspond-
i.e. the heat load limits may be exceeded and ingly increased heavy running margin before ex-
bearing loads might also become too high. ceeding the torque/speed limit, line 4.
For some special ships and operating conditions, A corresponding slight reduction of the propel-
it would be an advantage when occasionally ler efficiency may be the result, due to the higher
needed to be able to operate the propeller/main propeller design speed used.
engine as much as possible to the left of line 6,
but inside the torque/speed limit, line 4.
Fig. 2.04.03: Extended load diagram for speed derated • Example 5 shows diagrams for an engine
engine with increased light running coupled to a controllable pitch propeller, with or
without a shaft generator.
Example 1:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
, !/--0
, !/-
330 ,
3
, ,
, 0ROPULSIONæANDæENGINE , 0ROPULSIONæANDæENGINE
SERVICEæCURVEæFORæFOULED SERVICEæCURVEæFORæFOULED
HULLæANDæHEAVYæWEATHER HULLæANDæHEAVYæWEATHER
Example 1, Layout diagram for normal running conditions, Example 1, Load diagram for normal running conditions,
engine with FPP, without shaft generator engine with FPP, without shaft generator
For ME-B engines, the matching point O and its Once point A has been found in the layout dia-
propeller curve 1 will normally be selected on the gram, the load diagram can be drawn, as shown
engine service curve 2. in the figure, and hence the actual load limitation
lines of the diesel engine may be found by using
Point A is then found at the intersection between the inclinations from the construction lines and
propeller curve 1 (2) and the constant power curve the %figures stated.
through M, line 7. In this case point A is equal to
point M.
Example 2:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and without shaft generator
, !/
, !/
--0 -
,
330 3
,
,
, 0ROPULSIONæANDæENGINE
, 0ROPULSIONæANDæENGINE
SERVICEæCURVEæFORæFOULED SERVICEæCURVEæFORæFOULED
HULLæANDæHEAVYæWEATHER HULLæANDæHEAVYæWEATHER
Example 2, Layout diagram for special running Example 2, Load diagram for special running conditions,
conditions, engine with FPP, without shaft generator engine with FPP, without shaft generator
Example 3:
Normal running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
! !
0OWERææOFæ, 0OWERææOFæ,
,
,
%NGINEæSERVICEæCURVEæFOR
FOULEDæHULLæANDæHEAVY
!/- !/-
WEATHERæINCLæSHAFT
GENERATOR
3 3' ,
, , 3
3' -0 -0
%NGINE
SERVICE
CURVE 30 30
,
,
, ,
0ROPULSIONæCURVEæFORæFOULED 0ROPULSIONæCURVEæFORæFOULED
HULLæANDæHEAVYæWEATHER HULLæANDæHEAVYæWEATHER
Example 3, Layout diagram for normal running conditions, Example 3, Load diagram for normal running conditions,
engine with FPP and with shaft generator engine with FPP and with shaft generator
In example 3 a shaft generator (SG) is installed, The matching point O = A = M will be chosen on
and therefore the service power of the engine also this curve, as shown.
has to incorporate the extra shaft power required
for the shaft generator’s electrical power produc- Point A is then found in the same way as in ex-
tion. ample 1 and the load diagram can be drawn as
shown in the figure.
In the figure, the engine service curve shown for
heavy running incorporates this extra power.
Example 4:
Special running conditions. Engine coupled to fixed pitch propeller (FPP) and with shaft generator
! !
,
,
, 0ROPULSIONæCURVE
, 0ROPULSIONæCURVE
FORæFOULEDæHULL FORæFOULEDæHULL
ANDæHEAVYæWEATHER ANDæHEAVYæWEATHER
Example 4. Layout diagram for special running conditions, Example 4. Load diagram for special running conditions,
engine with FPP and with shaft generator engine with FPP and with shaft generator
Also for this special case in example 4, a shaft In choosing the latter solution, the required speci-
generator is installed but, compared to example 3, fied MCR power can be reduced from point M’ to
this case has a specified MCR for propulsion, MP, point M as shown. Therefore, when running in the
placed at the top of the layout diagram. upper propulsion power range, a diesel generator
has to take over all or part of the electrical power
This involves that the intended specified MCR of production.
the engine M’ will be placed outside the top of the
layout diagram. However, such a situation will seldom occur, as
ships are rather infrequently running in the upper
One solution could be to choose a larger diesel propulsion power range.
engine with an extra cylinder, but another and
cheaper solution is to reduce the electrical power Point A, having the highest possible power, is then
production of the shaft generator when running in found at the intersection of line L1– L3 with line
the upper propulsion power range. 1 and the corresponding load diagram is drawn.
Point M is found on line 7 at MP’s speed.
Example 5:
Engine coupled to controllable pitch propeller (CPP) with or without shaft generator
0OWER
Layout diagram with shaft generator
! ! The hatched area 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.
3
, The procedure shown in examples 3 and 4 for
engines with FPP can also be applied here for en-
gines with CPP running with a combinator curve.
!æ !æ
!æ
æ
æ æ
æ
æ
æ
æ æ æ
0OWERææOFæ,ææ
æ
æ
,
æ
, ,æ
æ ,
æ
,
æ
æ
æ
æ æ æ æ æ æ æ æ æ
%NGINEæSæPEEDææOFæ,ææ
178 06 37-5.3
The SFOC is given in g/kWh based on the The SFOC guarantee refers to the above ISO
reference ambient conditions stated in ISO reference conditions and lower calorific value. It
3046:2002(E) and ISO 15550:2002(E): is guaranteed for the powerspeed combination
in the matching point (O) and the engine running
1,000 mbar ambient air pressure ‘Fuel economy mode’ in compliance with IMO NOx
25 °C ambient air temperature emission limitations.
25 °C scavenge air coolant temperature
The SFOC guarantee is given with a tolerance
and is related to a fuel oil with a lower calorific of 5%
value of 42,700 kJ/kg (~10,200 kcal/kg).
Any discrepancies between g/kWh and g/BHPh Recommended cooling water temperature
are due to the rounding of numbers for the latter. during normal operation
For lower calorific values and for ambient condi- In general, it is recommended to operate the main
tions that are different from the ISO reference engine with the lowest possible cooling water
conditions, the SFOC will be adjusted according temperature to the air coolers, as this will reduce
to the conversion factors in the table below. the fuel consumption of the engine, i.e. the engine
performance will be improved.
With Without
pmax pmax However, shipyards often specify a constant
adjusted adjusted
Condition SFOC SFOC
(maximum) central cooling water temperature
Parameter change change change of 36 °C, not only for tropical ambient tempera-
Scav. air coolant ture conditions, but also for lower ambient tem-
per 10 °C rise + 0.60% + 0.41%
temperature perature conditions. The purpose is probably to
Blower inlet tem- reduce the electric power consumption of the
per 10 °C rise + 0.20% + 0.71%
perature cooling water pumps and/or to reduce water con-
Blower inlet per 10 mbar densation in the air coolers.
0.02% 0.05%
pressure rise
Fuel oil lower rise 1% Thus, when operating with 36 °C cooling water
1.00% 1.00%
calorific value (42,700 kJ/kg) instead of for example 10 °C (to the air coolers),
the specific fuel oil consumption will increase by
With for instance 1 °C increase of the scavenge approx. 2 g/kWh.
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 pmax is
adjusted to the same value.
SFOC calculations
0OWERææOFæ,
HIPæSPEEDæLINES
#ONSTANTæS ,
Diagram b
L1 , -/
l in
no mina
the ing
lative to atch ,
h re % m
g/kW 10 0 mep
C in tching poin
t
o f SFO m a 100
%
n 0% -4 -5
uctio g 8 int -2 -3 95% ,
Red c h i n o - 1
mat p 0 90%
50% -6 -7
-8
n t 85%
po i
3 - 4 -5
- 80%
-4
-2 -3
0 -1
.OMINALæPROPELLERæCURVE
3PEEDææOFæ,
178 55 03-6.0
Once the matching point (O) of the engine has The SFOC curve through points S2, on the left
been chosen, the specific fuel oil consumption at of point 1, is symmetrical about point 1, i.e. at
an arbitrary point S1, S2 or S3 can be estimated speeds lower than that of point 1, the SFOC will
based on the SFOC at point ‘1’ and ‘2’. also increase.
These SFOC values can be calculated by using The abovementioned method provides only an
the graphs for the relevant engine type for the approximate value. A more precise indication of
propeller curve I and for the constant speed curve the expected SFOC at any load can be calculated
II, giving the SFOC at points 1 and 2, respectively. by using our computer program. This is a service
which is available to our customers on request.
Next the SFOC for point S1 can be calculated as
an interpolation between the SFOC in points ‘1’
and ‘2’, and for point S3 as an extrapolation.
0OWEROF!-
!-
3 3 3
) ))
198 95 962.2
Emission Control
3
MAN Diesel
MAN B&W 3.01
Page of 1
Turbocharger Choice
The MC/ME engines are designed for the applica- The data specified in the printed edition are valid
tion of either MAN Diesel, ABB or Mitsubishi (MHI) at the time of publishing.
turbochargers.
However, for the latest up to date data, we recom-
The turbocharger choice is made with a view to mend the ‘Turbocharger Selection’ programme on
obtaining the lowest possible Specific Fuel Oil the Internet, which can be used to identify a list
Consumption (SFOC) values at the nominal MCR of applicable turbochargers for a specific engine
by applying high efficiency turbochargers. layout.
The engines are, as standard, equipped with as The programme will always be updated in con-
few turbochargers as possible, see the table in nection with the latest information from the Turbo-
Fig. 3.01.01. charger makers. This is available on the internet
address: www.manbw.com, under ‘Quicklinks’ →
One more turbocharger can be applied, than the ‘Two Stroke’ → ‘Turbocharger Selection’.
number stated in the tables, if this is desirable
due to space requirements, or for other reasons. For information about turbocharger arrangement
Additional costs are to be expected. and cleaning systems, see Section 15.01.
By-pass flange
Exhaust receiver
Centre of cylinder
Turbocharger
178 06 721.1
Air
Process
computer
Evaporator Ammonia
tank
SCR reactor
Air intake
Air outlet
Exhaust gas outlet
Deck
Support
Static mixer
Air
Orifice
High efficiency turbocharger
Engine
198 99 271.0
Electricity Production
4
MAN Diesel
MAN B&W 4.01
Page of 5
Electricity Production
Introduction
• Auxiliary diesel generating sets Within each PTO system, several designs are
available, depending on the positioning of the
• Main engine driven generators gear:
• PTO/RCF
(Power Take Off/RENK Constant Frequency):
Generator giving constant frequency, based on
mechanicalhydraulical speed control.
• PTO/CFE
(Power Take Off/Constant Frequency Electrical):
Generator giving constant frequency, based on
electrical frequency control.
æ æ æ æ æ 4OTAL
!LTERNATIVE¬TYPES¬AND¬LAYOUTS¬OF¬SHAFT¬GENERATORS¬ $ESIGN¬ 3EATING¬ ¬EFFICIENCY¬
æ æ æ "7æ))'#2æ /NæTANKæTOPæ
04/'#2
æ æ æ "7æ)6'#2æ /NæTANKæTOPæ
178 57 10-8.0
Designation of PTO
For further information, please refer to our publi-
cation titled:
BW II S35MEC7/GCR 90060
50: 50 Hz
60: 60 Hz
kW on generator terminals
Mark version
4OæPANEL
(YDROSTATICæCONTROL /PERATORæCONTROLæPANEL
INæSWITCHBOARD
(YDROSTATICæMOTOR
/UTPUTæSHAFT
(YDROSTATICæPUMP
-ULTIçDISCæCLUTCH
)NPUTæSHAFT
#ONTROLLER
4ERMINAL
178 00 45-5.0
Fig. 4.01.03: PTO with RENK constant frequency gear: BW II/RCF, option: 4 85 203
This keeps the generator speed constant during In the case that a larger generator is required,
single running as well as when running in parallel please contact MAN Diesel.
with other generators.
Yard deliveries are:
The multi-disc clutch, integrated into the gear in-
put shaft, permits the engaging and disengaging 1. Cooling water pipes to the built-on lubricating
of the epicyclic gear, and thus the generator, from oil cooling system, including the valves
the main engine during operation.
2. Electrical power supply to the lubricating oil
An electronic control system with a RENK control- stand-by pump built on to the RCF unit
ler ensures that the control signals to the main
electrical switchboard are identical to those for 3. Wiring between the generator and the operator
the normal auxiliary generator sets. This applies control panel in the switch-board.
to ships with automatic synchronising and load
sharing, as well as to ships with manual switch- 4. An external permanent lubricating oil filling-up
board operation. connection can be established in connection
with the RCF unit.
Internal control circuits and interlocking functions
between the epicyclic gear and the electronic The necessary preparations to be made on the
control box provide automatic control of the func- engine are specified in Fig. 4.03.01.
tions necessary for the satisfactory operation and
protection of the BW II/RCF unit. If any monitored
value exceeds the normal operation limits, a warn-
ing or an alarm is given depending upon the ori-
gin, severity and the extent of deviation from the
permissible values. The cause of a warning or an
alarm is shown on a digital display.
1. Flange on crankshaft
2. Studs and nuts, dowel pipe and screws
3. Intermediate shaft between the crankshaft and flexible coupling for PTO
4. Oil sealing for intermediate shaft
5. End cover in 2/2 with scraper ring housing
6. Plug box for electronic measuring instrument for check of condition of axial vibration damper
178 43 54-4.0
Power Take Off/Gear Constant Ratio Power Take Off/Gear Constant Ratio
The PTO system type BWII/GCR illustrated in Fig. The shaft generator system, type PTO BW IV/
4.01.01 alternative 5 can generate electrical power GCR, installed in the shaft line (Fig. 4.01.01 al-
on board ships equipped with a controllable pitch ternative 6) can generate power on board ships
propeller, running at constant speed. equipped with a controllable pitch propeller run-
ning at constant speed.
The PTO unit is mounted on the tank top at the
fore end of the engine see Fig. 4.04.01. The PTO The PTO system can be delivered as a tunnel gear
generator is activated at sea, taking over the elec- with hollow flexible coupling or, alternatively, as
trical power production on board when the main a generator stepup gear with thrust bearing and
engine speed has stabilised at a level correspond- flexible coupling integrated in the shaft line.
ing to the generator frequency required on board.
The main engine needs no special preparation for
The installation length in front of the engine, and mounting these types of PTO systems as they are
thus the engine room length requirement, natu- connected to the intermediate shaft.
rally exceeds the length of the engine aft end
mounted shaft generator arrangements. However, The PTO system installed in the shaft line can also
there is some scope for limiting the space require- be installed on ships equipped with a fixed pitch
ment, depending on the configuration chosen. propeller or controllable pitch propeller running in
Step-up gear
Generator
Elastic coupling
178 18 225.0
combinator mode. This will, however, require an Generator stepup gear and flexible coupling
additional RENK Constant Frequency gear (Fig. integrated in the shaft line
4.01.01 alternative 2) or additional electrical equip-
ment for maintaining the constant frequency of For higher power take off loads, a generator
the generated electric power. stepup gear and flexible coupling integrated in
the shaft line may be chosen due to first costs of
gear and coupling.
Tunnel gear with hollow flexible coupling
The flexible coupling integrated in the shaft line
This PTO system is normally installed on ships will transfer the total engine load for both propul-
with a minor electrical power take off load com- sion and electrical power and must be dimen-
pared to the propulsion power, up to approxi- sioned accordingly.
mately 25% of the engine power.
The flexible coupling cannot transfer the thrust
The hollow flexible coupling is only to be dimensioned from the propeller and it is, therefore, necessary
for the maximum electrical load of the power take off to make the gearbox with an integrated thrust
system and this gives an economic advantage for minor bearing.
power take off loads compared to the system with an
ordinary flexible coupling integrated in the shaft line. This type of PTO system is typically installed on
ships with large electrical power consumption,
The hollow flexible coupling consists of flexible e.g. shuttle tankers.
segments and connecting pieces, which allow
replacement of the coupling segments without
dismounting the shaft line, see Fig. 4.04.02.
Auxiliary Propulsion System/Take Home System To obtain high propeller efficiency in the auxiliary
propulsion mode, and thus also to minimise the
From time to time an Auxiliary Propulsion System/ auxiliary power required, a twospeed tunnel gear,
Take Home System capable of driving the CP pro- which provides lower propeller speed in the auxil-
peller by using the shaft generator as an electric iary propulsion mode, is used.
motor is requested.
The twospeed tunnel gear box is made with a
MAN Diesel can offer a solution where the friction clutch which allows the propeller to be
CP propeller is driven by the alternator via a clutched in at full alternator/motor speed where
twospeed tunnel gear box. The electric power is the full torque is available. The alternator/motor is
produced by a number of GenSets. The main en- started in the declutched condition with a start
gine is disengaged by a clutch (RENK KAZ) made transformer.
as an integral part of the shafting. The clutch is in-
stalled between the tunnel gear box and the main The system can quickly establish auxiliary propul-
engine, and conical bolts are used to connect and sion from the engine control room and/or bridge,
disconnect the main engine and the shafting. even with unmanned engine room.
See Figure 4.04.03.
Reestablishment of normal operation requires
A thrust bearing, which transfers the auxiliary pro- attendance in the engine room and can be done
pulsion propeller thrust to the engine thrust bear- within a few minutes.
ing when the clutch is disengaged, is built into the
RENK KAZ clutch. When the clutch is engaged,
the thrust is transferred statically to the engine
thrust bearing through the thrust bearing built into
the clutch.
-AINæENGINE
4WOçSPEEDæTUNNELæGEARBOX
'ENERATORMOTOR
2ENKæ+!:æCLUTCH
/ILæDISTRIBUTIONæRING
(YDRAULICæCOUPLING
)NTERMEDIATEæBEARING
&LEXIBLEæCOUPLING
178 57 16-9.0
A B 830 000
C Q
178 23 031.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (1,000 r/min) 2,751 1,400 4,151 2,226 9.5
5 (1,200 r/min) 2,751 1,400 4,151 2,226 9.5
6 (1,000 r/min) 3,026 1,490 4,516 2,226 10.5
6 (1,200 r/min) 3,026 1,490 4,516 2,226 10.5
7 (1,000 r/min) 3,301 1,585 4,886 2,226 11.4
7 (1,200 r/min) 3,301 1,585 4,886 2,266 11.4
8 (1,000 r/min) 3,576 1,680 5,256 2,266 12.4
8 (1,200 r/min) 3,576 1,680 5,256 2,266 12.4
9 (1,000 r/min) 3,851 1,680 5,531 2,266 13.1
9 (1,200 r/min) 3,851 1,680 5,531 2,266 13.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 1,800 mm
* Depending on alternator
** Weight incl. standard alternator (based on a Leroy Somer alternator)
All dimensions and masses are approximate and subject to change without prior notice.
178 33 874.3
Cyl. 5 6 7 8 9
Max. continuous rating at 1,000 rpm kW 450 540 630 720 810
Cyl. 5 6 7 8 9
Max continues rating 1,200 rpm kW 500 660 770 880 990
The stated heat balances are based on tropical conditions.The exhaust gas data (exhaust gas flow, exhaust gas temp.
and air consumption). are based on ISO ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and 44°C for the LT water
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.
If the temperature rises above 36°C, then the L.T. outlet will rise acordingly.
# 1
178 23 043.2
**Dry weight
Cyl. no A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (900 rpm) 3,959 1,820 5,680 3,180 21.5
5 (1000 rpm) 3,959 1,870 5,730 3,180 21.5
6 (900 rpm) 4,314 1,870 6,086 3,180 23.7
6 (1000 rpm) 4,314 2,000 6,216 3,180 23.7
7 (900 rpm) 4,669 1,970 6,760 3,180 25.9
7 (1000 rpm) 4,669 1,970 6,537 3,180 25.9
8 (900 rpm) 5,024 2,250 7,210 3,287 28.5
8 (1000 rpm) 5,024 2,250 7,176 3,287 28.5
9 (900 rpm) 5,379 2,400 7,660 3,287 30.9
9 (1000 rpm) 5,379 2,400 7,660 3,287 30.9
P Free passage between the engines, width 600 mm and height 2000 mm.
Q Min. distance between engines: 2400 mm (without gallery) and 2600 mm (with galley)
* Depending on alternator
** Weight incl. standard alternator (based on a Uljanik alternator)
All dimensions and masses are approximate, and subject to changes without prior notice.
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
HT cooling water pump (1-2.5 bar) m³/h 55 55 55 55 55
Lubricating oil pump (3-5 bar) m³/h 31 31 41 41 41
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.65 0.91 1.06 1.21 1.36
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.32 0.44 0.52 0.59 0.67
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.66 0.92 1.07 1.23 1.38
Cooling capacities:
Lubricating oil kW 195 158 189 218 247
LT charge air kW 118 313 366 418 468
Total LT system kW 313 471 555 636 715
LT flow at 36°C inlet and 44°C outlet* m³/h 27.0 44.0 48.1 51.9 54.0
Jacket cooling kW 154 274 326 376 427
HT charge air kW 201 337 383 429 475
Total HT system kW 355 611 709 805 902
HT flow at 44°C inlet and 80°C outlet* m³/h 8.5 19.8 22.6 25.3 27.9
Total from engine kW 668 1082 1264 1441 1617
LT flow from engine at 36°C inlet m³/h 27.0 43.5 47.6 51.3 53.5
LT outlet temperature from engine at 36°C inlet °C 55 58 59 61 63
( 1-string cooling water system )
Gas data:
Exhaust gas flow kg/h 6,679 9,600 11,200 12,800 14,400
Exhaust gas temperature at turbine outlet °C 335 348 348 348 348
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 6,489 9,330 10,900 12,400 14,000
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 49 50 54 58
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
At different inlet temperature the flow will change accordingly.
17856 53-3.0
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 not change.
Engine-driven pumps:
LT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
HT cooling water pump (1-2.5 bar) m³/h 61 61 61 61 61
Lubricating oil pump (3-5 bar) m³/h 34 34 46 46 46
External pumps:
Max. delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 0.69 0.92 1.08 1.23 1.38
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.34 0.45 0.53 0.60 0.68
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.93 1.09 1.25 1.40
Cooling capacities:
Lubricating oil kW 206 162 192 222 252
LT charge air kW 125 333 388 443 499
Total LT system kW 331 495 580 665 751
LT flow at 36°C inlet and 44°C outlet* m³/h 35.5 47.8 52.1 56.2 60.5
Jacket cooling kW 163 280 332 383 435
HT charge air kW 212 361 411 460 509
Total HT system kW 374 641 743 843 944
HT flow at 44°C inlet and 80°C outlet* m³/h 8.9 20.9 23.9 26.7 29.5
Total from engine kW 705 1136 1323 1508 1695
LT flow from engine at 36°C inlet m³/h 35.5 47.2 51.5 55.6 59.9
LT outlet temperature from engine at 36°C inlet °C 53 57 59 60 61
(1-string cooling water system)
Gas data:
Exhaust gas flow kg/h 6,920 10,200 11,900 13,600 15,300
Exhaust gas temperature at turbine outlet °C 335 333 333 333 333
Maximum allowable back pressure bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 6,720 9,940 11,600 13,200 14,900
Starting air system:
Air consumption per start incl. air for jet assist Nm³ 1.0 1.2 1.4 1.6 1.8
Heat radiation:
Engine kW 21 47 50 54 56
Alternator kW ( See separate data from alternator maker )
The stated heat balances are based on 100% load and tropical
condition.
The mass flows and exhaust gas temperature are based on ISO
ambient condition.
* The outlet temperature of the HT water is fixed to 80°C, and
44°C for the LT water.
At different inlet temperature the flow will change accordingly.
17856 53-3.0
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 not change.
H P
A B ,270 ,600
C Q
178 23 067.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 3,369 2,155 5,524 2,383 18.0
5 (750 r/min) 3,369 2,155 5,524 2,383 18.0
6 (720 r/min) 3,738 2,265 6,004 2,383 19.7
6 (750 r/min) 3,738 2,265 6,004 2,383 19.7
6 (900 r/min) 3,738 2,265 6,004 2,815 21.0
7 (720 r/min) 4,109 2,395 6,504 2,815 21.4
7 (750 r/min) 4,109 2,395 6,504 2,815 21.4
7 (900 r/min) 4,109 2,395 6,504 2,815 22.8
8 (720 r/min) 4,475 2,480 6,959 2,815 23.5
8 (750 r/min) 4,475 2,480 6,959 2,815 23.5
8 (900 r/min) 4,475 2,340 6,815 2,815 24.5
P Free passage between the engines, width 600 mm and height 2,000 mm 178 34 537.1
Q Min. distance between engines: 2,250 mm
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
All dimensions and masses are approximate and subject to change without prior notice.
Max. continuous rating at 720/750 RPM kW 525/550 650/675 780/810 910/945 1,040/1,080
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1. 0 1.0 1.0 1.0 1.0
L.T. cooling water pump (1-2.5 bar) m3/h 55 55 55 55 55
H.T. cooling water pump (1-2.5 bar) m3/h 36 36 36 36 36
Lub. oil main pump (3-5 bar) m3/h 16 16 16 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.36/0.38 0.46/0.48 0.55/0.57 0.64/0.67 0.73/0.76
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.18/0.19 0.22/0.23 0.27/0.28 0.31/0.33 0.36/0.37
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.37/0.39 0.46/0.48 0.56/0.58 0.65/0.67 0.74/0.77
L.T. cooling water pump* (1-2.5 bar) m3/h 35 35 42 48 55
L.T. cooling water pump** (1-2.5 bar) m3/h 48 48 54 60 73
H.T. cooling water pump (1-2.5 bar) m3/h 20 20 24 28 32
Lub. oil stand-by pump (3-5 bar) m3/h 14.0 14.0 15.0 16.0 17.0
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 63 69 84 98 112
L.T. cooling water quantity* m3/h 4.6 5.3 6.4 7.5 8.5
L.T. cooling water quantity** m3/h 18 18 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36
Charge Air:
Heat dissipation kW 156 251 299 348 395
L.T. cooling water quantity m3/h 30 30 36 42 48
L.T. cooling water inlet cooler °C 36 36 36 36 36
Jacket Cooling:
Heat dissipation kW 154 182 219 257 294
H.T. cooling water quantity m3/h 20 20 24 28 32
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 4,310 5,510 6,620 7,720 8,820
Exhaust gas temp. °C 310 310 310 310 310
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/s 1.17 1.49 1.79 2.09 2.39
Starting Air System:
Air consumption per start Nm3 2.0 2.0 2.0 2.0 2.0
Heat Radiation:
Engine kW 19 21 25 29 34
Generator kW (See separate data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
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 nos. 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.
Fig. 4.08.02a: List of capacities for L23/30H, 720/750 rpm
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.3 1.3 1.3
L.T. cooling water pump (1-2.5 bar) m3/h 69 69 69
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45
Lub. oil main pump (3.5-5 bar) m3/h 20 20 20
Separate Pumps:
Diesel oil pump (4 bar at fuel oil inlet A1) m³/h 0.69 0.81 0.92
Fuel oil supply pump*** (4 bar discharge pressure) m3/h 0.34 0.40 0.45
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.70 0.82 0.94
L.T. cooling water pump* (1-2.5 bar) m3/h 52 61 70
L.T. cooling water pump** (1-2.5 bar) m3/h 63 71 85
H.T. cooling water pump (1-2.5 bar) m3/h 30 35 40
Lub. oil stand-by pump (3.5-5 bar) m3/h 17 18 19
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 117 137 158
L.T. cooling water quantity* m3/h 7.5 8.8 10.1
SW L.T. cooling water quantity** m3/h 18 18 25
Lub. oil temp. inlet cooler °C 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36
Charge Air:
Heat dissipation kW 369 428 487
L.T. cooling water quantity m3/h 46 53 61
L.T. cooling water inlet cooler °C 36 36 36
Jacket Cooling:
Heat dissipation kW 239 281 323
H.T. cooling water quantity m3/h 30 35 40
H.T. cooling water temp. inlet cooler °C 77 77 77
Gas Data:
Exhaust gas flow kg/h 8,370 9,770 11,160
Exhaust gas temp. °C 325 325 325
Max. allowable back. press. bar 0.025 0.025 0.025
Air consumption kg/s 2.25 2.62 3.00
Startiang Air System:
Air consumption per start Nm3 2.0 2.0 2.0
Haeat Radiation:
Engine kW 32 37 42
Generator kW (See separat data from generator maker)
If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36° C.
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 nos. 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.
H P
A B ,480 ,770
C Q ,285
178 23 079.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,346 2,486 6,832 3,705 42.3
5 (750 r/min) 4,346 2,486 6,832 3,705 42.3
6 (720 r/min) 4,791 2,766 7,557 3,705 45.8
6 (750 r/min) 4,791 2,766 7,557 3,717 46.1
7 (720 r/min) 5,236 2,766 8,002 3,717 52.1
7 (750 r/min) 5,236 2,766 8,002 3,717 52.1
8 (720 r/min) 5,681 2,986 8,667 3,717 56.3
8 (750 r/min) 5,681 2,986 8,667 3,717 58.3
9 (720 r/min) 6,126 2,986 9,112 3,797 63.9
9 (750 r/min) 6,126 2,986 9,112 3,797 63.9
P Free passage between the engines, width 600 mm and height 2,000 mm 178 33 898.2
Q Min. distance between engines: 2,900 mm (without gallery) and 3,100 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator
All dimensions and masses are approximate and subject to change without prior notice.
Cyl. 5 6 7 8 9
Max continues rating 720 RPM kW 1,500 1,980 2,310 2,640 2,970
Cyl. 5 6 7 8 9
Max continues rating 750 RPM kW 1,600 1,980 2,310 2,640 2,970
Engine driven pumps:
LT cooling water pump 2.5 bar m³/h 70 70 70 70 70
HT cooling water pump 2.5 bar m³/h 70 70 70 70 70
Lubricating oil main pump 8 bar m³/h 66 66 96 96 96
Separate pumps:
Max. Delivery pressure of cooling water pumps bar 2.5 2.5 2.5 2.5 2.5
Diesel oil pump (5 bar at fuel oil inlet A1) m³/h 1.10 1.34 1.57 1.79 2.01
Fuel oil supply pump (4 bar discharge pressure) m³/h 0.54 0.66 0.77 0.88 0.99
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 1.11 1.36 1.59 1.81 2.04
Cooling capacity:
Lubricating oil kW 217 283 328 376 420
Charge air LT kW 155 392 436 473 504
Total LT system kW 372 675 764 849 924
Flow LT at 36°C inlet and 44°C outlet m³/h 40 70 70 70 70
Jacket cooling kW 402 486 573 664 754
Charge air HT kW 457 558 640 722 802
Total HT system kW 859 1,044 1,213 1,386 1,556
Flow HT at 44°Cinlet and 80°C outlet m³/h 21 22 27 32 38
Total from engine kW 1,231 1,719 1,977 2,235 2,480
LT flow at 36°C inlet m³/h 40 70 70 70 70
LT temp. Outlet engine °C 62 55 58 61 64
(at 36°C and 1 string cooling water system)
Gas Data:
Exhaust gas flow kg/h 11,693 15,000 17,400 19,900 22,400
Exhaust gas temp. °C 330 305 305 305 305
Max. Allowable back press. bar 0.025 0.025 0.025 0.025 0.025
Air consumption kg/h 11,662 14,600 17,000 19,400 21,800
Starting Air System:
Air consumption per start Nm3 2.5 2.9 3.3 3.8 4.3
Heat Radiation:
Engine kW 54 64 75 68 73
Alternator kW (see separate data from the alternator maker)
H P
A B ,490 ,800
C Q ,26
178 23 092.0
**Dry weight
No. of Cyls. A (mm) * B (mm) * C (mm) H (mm)
GenSet (t)
5 (720 r/min) 4,279 2,400 6,679 3,184 32.6
5 (750 r/min) 4,279 2,400 6,679 3,184 32.6
6 (720 r/min) 4,759 2,510 7,269 3,184 36.3
6 (750 r/min) 4,759 2,510 7,269 3,184 36.3
7 (720 r/min) 5,499 2,680 8,179 3,374 39.4
7 (750 r/min) 5,499 2,680 8,179 3,374 39.4
8 (720 r/min) 5,979 2,770 8,749 3,374 40.7
8 (750 r/min) 5,979 2,770 8,749 3,374 40.7
9 (720 r/min) 6,199 2,690 8,889 3,534 47.1
9 (750 r/min) 6,199 2,690 8,889 3,534 47.1
P Free passage between the engines, width 600 mm and height 2,000 mm
Q Min. distance between engines: 2,655 mm (without gallery) and 2,850 mm (with gallery)
* Depending on alternator
** Weight includes a standard alternator, make A. van Kaick
178 33 921.3
Engine-driven Pumps:
Fuel oil feed pump (5.5-7.5 bar) m3/h 1.4 1.4 1.4 1.4 1.4 1.4
L.T. cooling water pump (1-2.5 bar) m3/h 45 45 60 75 75 75
H.T. cooling water pump (1-2.5 bar) m3/h 45 45 45 60 60 60
Lub. oil main pump (3-5 bar) m3/h 23 23 23 31 31 31
Separate Pumps:
Diesel oil Pump (4 bar at fuel oil inlet A1) m³/h 0.60/0.64 0.73/0.77 0.88/0.92 1.02/1.08 1.17/1.23 1.32/1.38
Fuel oil supply pump *** (4 bar discharge pressure) m3/h 0.29/0.31 0.36/0.38 0.43/0.45 0.50/0.53 0.57/0.60 0.64/0.68
Fuel oil circulating pump (8 bar at fuel oil inlet A1) m³/h 0.61/0.65 0.74/0.78 0.89/0.93 1.04/1.09 1.18/1.25 1.33/1.40
L.T. cooling water pump* (1-2.5 bar) m3/h 45 45 54 65 77 89
L.T. cooling water pump** (1-2.5 bar) m3/h 65 65 73 95 105 115
H.T. cooling water pump (1-2.5 bar) m3/h 37 37 45 50 55 60
Lub. oil stand-by pump (3-5 bar) m3/h 22 22 23 25 27 28
Cooling Capacities:
Lubricating Oil:
Heat dissipation kW 91 105 127 149 172 194
L.T. cooling water quantity* m3/h 6.4 7.8 9.4 11.0 12.7 14.4
SW L.T. cooling water quantity** m3/h 28 28 28 40 40 40
Lub. oil temp. inlet cooler °C 67 67 67 67 67 67
L.T. cooling water temp. inlet cooler °C 36 36 36 36 36 36
Charge Air:
Heat dissipation kW 305 393 467 541 614 687
L.T. cooling water quantity m3/h 37 37 45 55 65 75
L.T. cooling water inlet cooler °C 36 36 36 36 36 36
Jacket Cooling:
Heat dissipation kW 211 264 320 375 432 489
H.T. cooling water quantity m3/h 37 37 45 50 55 60
H.T. cooling water temp. inlet cooler °C 77 77 77 77 77 77
Gas Data:
Exhaust gas flow kg/h 7,710 9,260 11,110 12,970 14,820 16,670
Exhaust gas temp. °C 305 305 305 305 305 305
Max. allowable back. press. bar 0.025 0.025 0.025 0.025 0.025 0.025
Air consumption kg/s 2.09 2.51 3.02 3.52 4.02 4.53
Heat Radiation:
Engine kW 22 26 32 38 44 50
Generator kW (See separat data from generator maker)
The stated heat dissipation, capacities of gas and engine-driven pumps are given at 720 RPM. Heat dissipation gas and pump capaci-
ties at 750 RPM are 4% higher than stated. If L.T. cooling are sea water, the L.T. inlet is 32° C instead of 36°C.
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 nos. 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.
Installation Aspects
5
MAN Diesel
MAN B&W 5.01
Page of 1
The space requirements stated in Section 5.02 Please note that the distance ‘E’ in Fig. 5.02.01,
are valid for engines rated at nominal MCR (L1). given for a doublejib crane is from the centre
of the crankshaft to the lower edge of the deck
The additional space needed for engines beam.
equipped with PTO is stated in Chapter 4.
A special crane beam for dismantling the turbo-
If, during the project stage, the outer dimensions charger must be fitted. The lifting capacity of the
of the turbocharger seem to cause problems, it crane beam for dismantling the turbocharger is
is possible, for the same number of cylinders, to stated in Section 5.03.
use turbochargers with smaller dimensions by
increasing the indicated number of turbochargers The overhaul tools for the engine are designed
by one, see Chapter 3. to be used with a crane hook according to DIN
15400, June 1990, material class M and load ca-
pacity 1Am and dimensions of the single hook
Overhaul of Engine type according to DIN 15401, part 1.
The distances stated from the centre of the crank- The total length of the engine at the crankshaft
shaft to the crane hook are for the normal lifting level may vary depending on the equipment to
procedure and the reduced height lifting proce- be fitted on the fore end of the engine, such as
dure (involving tilting of main components). The adjustable counterweights, tuning wheel, moment
lifting capacity of a normal engine room crane can compensators or PTO.
be found in Fig. 5.04.01.
Please note that the latest version of the di-
The area covered by the engine room crane shall mensioned drawing is available for download
be wide enough to reach any heavy spare part re- at www.mandiesel.com under ‘Marine’ → ‘Low
quired in the engine room. Speed’ → ‘Installation Drawings’. First choose
engine series, then engine type and select ‘Out-
A lower overhaul height is, however, available by line drawing’ for the actual number of cylinders
using the MAN B&W DoubleJib crane, built by and type of turbocharger installation in the list of
Danish Crane Building A/S, shown in Figs. 5.04.02 drawings available for download.
and 5.04.03.
Space Requirements
HB mm 1,400
b m 600
W kg 1,000 1,000
HB mm 1,150 1,400
b
b m 550 600
Mitsubishi
Units MET42 MET53
W kg 1,000 1,000
HB mm 1,500 1,500
b m 600 700
178 52 340.1 The figures ‘a’ are stated on the ‘Engine and Gallery Outline’
drawing, Section 5.06.
Fig. 5.03.01a: Required height and distance Fig. 5.03.01b: Required height and distance and weight
For the overhaul of a turbocharger, a crane beam The crane beams are to be placed in relation
with trolleys is required at each end of the turbo- to the turbocharger(s) so that the components
charger. around the gas outlet casing can be removed in
connection with overhaul of the turbocharger(s).
Two trolleys are to be available at the compressor
end and one trolley is needed at the gas inlet end. The crane beam can be bolted to brackets that
are fastened to the ship structure or to columns
Crane beam no. 1 is for dismantling of turbo- that are located on the top platform of the engine.
charger components.
Crane beam no. 2 is for transporting turbocharger The lifting capacity of the crane beam for the
components. heaviest component ‘W’, is indicated in Fig.
See Figs. 5.03.01a and 5.03.02. 5.03.01b for the various turbocharger makes. The
crane beam shall be dimensioned for lifting the
The crane beams can be omitted if the main en- weight ‘W’ with a deflection of some 5 mm only.
gine room crane also covers the turbocharger
area. HB indicates the position of the crane hook in the
vertical plane related to the centre of the turbo-
The crane beams are used and dimensioned for charger. HB and b also specifies the minimum
lifting the following components: space for dismantling.
• Exhaust gas inlet casing For engines with the turbocharger(s) located on
• Turbocharger inlet silencer the exhaust side, EoD No. 4 59 122, the letter
• Compressor casing ‘a’ indicates the distance between vertical cen-
• Turbine rotor with bearings trelines of the engine and the turbocharger.
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
3PARES
#RANEæBEAMæFORæDISMANTLINGæOFæCOMPONENTS
#RANEæBEAMæFORæTRANSPORTATIONæOFæCOMPONENTS
178 52 746.0
$
.ORMALæCRANE
$ECK $ECK
""
$ECKæBEAM $ECKæBEAM
!
#RANKSHAFT #RANKSHAFT
178 55 74-2.0
2ECOMMENDEDæAREA
3PARES TOæBEæCOVEREDæBYæTHE 1) The lifting tools for the engine are designed to fit together
ENGINEæROOMæCRANE with a standard crane hook with a lifting capacity in ac-
cordance with the figure stated in the table. If a larger
crane hook is used, it may not fit directly to the overhaul
tools, and the use of an intermediate shackle or similar
between the lifting tool and the crane hook will affect the
!
Normal crane
Height to crane hook
MAN B&W DoubleJib Crane
in mm for:
Crane capacity
Crane
in tons selected Reduced
Mass in kg operating
in accordance with height lifting
including lifting tools width
DIN and JIS Normal procedure
in mm Buildingin height
standard capacities lifting involving
tilting of main in mm
procedure
components
(option)
Cylinder Cylinder Piston Normal MAN B&W A B1 B2 C D
cover liner with with crane DoubleJib Minimum Minimum Minimum Minimum Additional height
complete cooling piston Crane distance height from height from height from required for
with jacket rod and centre line centre line centre line removal of
exhaust stuffing crankshaft crankshaft exhaust valve
crankshaft
valve box to centre to under- complete with-
to underside
line crane side deck out removing
deck beam
hook beam any exhaust stud
600 800 400 1.0 2x0.5 6,875 6,350 6,250 425
The crane hook travelling area must cover at least The crane hook should at least be able to reach
the full length of the engine and a width in accord- down to a level corresponding to the centre line of
ance with dimension A given on the drawing, see the crankshaft.
crosshatched area.
For overhaul of the turbocharger(s), trolley mount-
It is furthermore recommended that the engine ed chain hoists must be installed on a separate
room crane can be used for transport of heavy crane beam or, alternatively, in combination with
spare parts from the engine room hatch to the the engine room crane structure, see ‘Crane beam
spare part stores and to the engine. See example for overhaul of turbochargers’ with information
on this drawing. about the required lifting capacity for overhaul of
turbocharger(s).
178 24 863.0
$ECKæBEAM
-
#HAINæCOLLECTINGæBOX
178 37 30-1.0
Engine Outline
Gallery Outline
Centre of gravity
Counterflanges
!LLæHOTæWORKæONæTHEæTANKTOPæMUSTæBEæFINISHEDæBEFOREæTHEæEPOXYæISæCAST
)FæMEASURINGæPINSæAREæREQUIREDæWEæRECOMMENDæTHATæTHEYæAREæINSTALLED
ATæTHEæPOSITIONSæMARKEDæBYæ
æMMæFREEæSPACESæFORæSUPPORTINGæWEDGES
!
æMMæTHICKæDAMMINGS
"
# #
"
¢
!
æææ!FTæ#YL
ææ%NGINE
ææ4HRUST
BEARING
ææ#YL
ææ#YL
ææ#YL
æææ#YL
¢
4HEæWIDTHæOFæMACHININGæON
¢
¢
¢
¢
¢
¢
¢
THEæUNDERSIDEæOFæBEDPLATE
XæOFFææHOLES -XæINæTHEæBEDPLATEæFORæALIGNMENTæSCREWS
%NDæFLANGEæOFæTHRUSTæSHAFT æHOLESæINæTHEæBEDPLATEæANDææHOLESæINæTHEæTOPPLATE
! !
" " # #
!FTERæCURINGæOFæEPOXYæCHOCKS
THEæALIGNMENTæSCREWSæAREæTOæBE
LOOSENEDæAæCOUPLEæOFæTURNSæSOæASæTO
BEæCLEARæOFæTHEæTOPæPLATE
178 57 43-2.0
For details of chocks and bolts see special drawings. 1) The engine builder drills the holes for holding
down bolts in the bedplate while observing the
For securing of supporting chocks see special toleranced locations indicated on MAN B&W
drawing. drawings for machining the bedplate
This drawing may, subject to the written consent of 2) The shipyard drills the holes for holding down
the actual engine builder concerned, be used as a bolts in the top plates while observing the toler-
basis for markingoff and drilling the holes for hold- anced locations given on the present drawing
ing down bolts in the top plates, provided that:
3) The holding down bolts are made in accord-
ance with MAN B&W drawings of these bolts.
The mechanical top bracing is to be made by the By a different pre-setting of the relief valve, the
shipyard in accordance with MAN Diesel instruc- top bracing is delivered in a low-pressure version
tions. (26 bar) or a high-pressure version (40 bar).
!
The top bracing unit is designed to allow dis-
! placements between the hull and engine caused
by thermal expansion of the engine or different
loading conditions of the vessel.
!!
/ILæ!CCUMULATOR
(YDRAULICæ#ONTROLæ5NIT
178 23 61-6.1
#YLINDERæ5NIT
Hydraulic top bracing
Installation of ECS in the Engine Control Room The EICU functions as an interface unit to ECR
related systems such as AMS (Alarm and Monitor-
The following items are to be installed in the ECR ing System), RCS (Remote Control System) and
(Engine Control Room): Safety System. On ME-B engines the EICU also
controls the HPS.
• 2 pcs EICU (Engine Interface Control Unit)
(1 pcs only for ME-B engines) The MOP is the operator’s interface to the ECS.
• 1 pcs MOP (Main Operating Panel) From there the operator can control and see sta-
Touch display, 15” tus of the engine and the ECS. The MOP is a PC
PC unit with a flat touch screen.
• 1 pcs Track ball for MOP
• 1 pcs PMI system The Backup MOP consists of a PC unit with
Display, 19” keyboard and display and serves as a backup in
PC unit case the MOP should break down.
• 1 pcs Backup MOP
Display, 15” The PMI offline system is equipped with a stand-
PC unit ard PC. The PMI system serves as a pressure
Keyboard analyse system. See Section 18.02.
• 1 pcs Printer
• 1 pcs Ethernet Hub Optional items to be mounted in the ECR include
the CoCoSEDS which can be purchased sepa-
rately and applied on the PC for the PMI offline
system. See Section 18.03.
%#3æ.ETWORKæ!
%#3æ.ETWORKæ"
-/0æ! -/0æ"
0-)#O#O3æ0# (5"
3ERIALæ!-3æ
Fig. 5.16.01 Network and PC components for the ME/ME-B Engine Control System
Track ball
178 57 48-1.0
Fig. 5.16.02 MOP and track ball for the ME/ME-B Engine Control System
MOP PC unit
.OTEæ
.OTEææ
.OTEæ
æ#LEARANCEæFORæAIRæCOOLINGæMM
æ#LEARANCEæFORæ#ABLEææMM
178 50 147.1
Fig. 5.16.03 The EICU cabinet and MOP PC unit for the ME/ME-B Engine Control System
19” Display
PC unit
Printer
178 57 49-3.0
Fig. 5.16.04 PMI/CoCoS PC unit, display and printer for the ME/ME-B Engine Control System
#ABLE
CONNECTED
TOæTHEæHULL
"RUSHæHOLDER
ARRANGEMENT
-ONITORING
EQUIPMENT
WITHæM6çMETER #ABLE
CONNECTED
TOæTHEæHULL
3LIPæRING #ABLE
TOæALARM
SYSTEM
3LIPæRING
FORæMONITORING
EQUIPMENT "RUSHæHOLDER
ARRANGEMENT
079 21 82-1.2.1.0
Fig. 5.17.01
A cable with a cross section not less than 45 mm² When the shaftline earthing device is working
is used for cabling the shaftline earthing device to correctly, the electrical potential will normally be
the hull. The length of the cable to the hull should within the range of 10-50 mV DC. The alarm set-
be as short as possible. points should be 5 mV for a low alarm and 80 mV
for a high alarm. The alarm signals with an alarm
Monitoring equipment should have a 4-20 mA delay of 30 seconds and an alarm cut-off, when
signal for alarm and a two range mV-meter with the engine is stopped, must be connected to the
a switch for changing range. Primary range from alarm system.
0 mV to 50 -150 mV DC, and secondary range
from 0 mV to 300-1500 mV DC. Connection of cables as shown on the sketch,
Fig. 5.17.01.
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT )NTERMEDIATEæSHAFTæBEARING
079 21 82-1.2.2.0
Fig. 5.17.02: The shaftline earthing device slip rings must be fitted on the foremost intermediate shaft as close to the
engine as possible
2UDDER
6OLTAGEæMONITORINGæ
FORæSHAFTçHULLæPOTENTIALæ
0ROPELLER DIFFERENCE
3HAFTLINE
EARTHINGæDEVICE
#URRENT -AINæBEARINGS
0ROPELLERæSHAFT 4HRUSTæBEARING
)NTERMEDIATEæSHAFT 3HAFTæMOUNTEDæALTERNATORæ
WHEREæTHEæROTORæISæPARTæOFæ
THEæINTERMEDIATEæSHAFT
)NTERMEDIATEæSHAFTæBEARING
079 21 82-1.2.3.0
Fig. 5.17.03: When a generator is fitted, the shaftline earthing device must be placed between the generator and the
engine
Suppliers
0ROPELLERæ$IAMETERæMM
6"3
6"3
6"3
6"3
6"3
6"3
6"3
6"3
6"3
6"3
6"
3
6"
3
%NGINEæ0OWERæ;æK7=
178 22 239.0
Identification:_ _______________________________
S W I
178 22 360.0
Type of vessel:_______________________________
For propeller design purposes please provide us
with the following information:
6. Classification Society:___________
Ice class notation:_ _____________
Main Dimensions
Table 5.18.03: Data sheet for propeller design purposes, in case model test is not available this table should be filled in
Propeller Clearance
Dismant-
High skew Nonskew Baseline
ling
Hub propeller propeller clearance
of cap
Y mm Y mm Z mm
X mm
VBS 1280 390
VBS 1380 420 1520% 2025% Min.
VBS 1460 450 of D of D 50100
VBS 1560 480
178 48 589.0
(YDRAULICæ0OWERæ5NIT
/ILæTANK
FORWARD
SEAL
3TERN
TUBEæOIL 0ITCH
TANK ORDER
0)
0!,
4)
0) 0!( 0!,
4!(
3ERVO
PISTON
0ITCH
FEEDBACK
(YDRAULIC
,IPæRINGæSEALS PIPE
- -
0ROPELLERæSHAFT
178 22 384.1
178 22 396.0
The servo oil tank unit, the Hydraulic Power Unit Maximum system pressure is set on the safety
Fig. 5.18.06, consists of an oil tank with all other valve.
components top mounted, to facilitate installation
at yard. The return oil is led back to the tank via a thermo-
static valve, cooler and paper filter.
Two electrically driven pumps draw oil from the oil
tank through a suction filter and deliver high pres- The servo oil unit is equipped with alarms accord-
sure oil to the proportional valve. ing to the Classification Society as well as neces-
sary pressure and temperature indicators.
One of two pumps are in service during normal
operation, while the second will start up at power- If the servo oil unit cannot be located with maxi-
ful manoeuvring. mum oil level below the oil distribution ring, the
system must incorporate an extra, small drain
A servo oil pressure adjusting valve ensures mini- tank complete with pump, located at a suitable
mum servo oil pressure at any time hereby mini- level, below the oil distributor ring drain lines.
mizing the electrical power consumption.
-AINæ#ONTROLæ3TATION
"RIDGEæ7ING #ENTER "RIDGEæ7ING
20- 0ITCH 20- 0ITCH 20- 0ITCH
$UPLICATEDæ.ETWORK
(ANDLES
"RIDGE INTERFACE
,OCALæENGINEæ %NGINEæOVERLOADæMAXæLOAD
CONTROL 3YSTEM
0ITCHæ3ET #OORDINATED
)NæGOVERNOR
34/0
34/0
2EMOTE,OCAL #ONTROL
34!24
0ROPELLERæ0ITCH
34/0
178 22 406.1
The Alphatronic 2000 remote control system is • Thrust control with optimization of propeller
designed for control of propulsion plants based pitch and shaft speed. Selection of combina-
on diesel engines with CP propellers. The plant tor, constant speed or separate thrust mode is
configuration could for instance include tunnel possible. The rates of changes are controlled to
gear with PTO/PTI, PTO gear, multiple engines on ensure smooth manoeuvres and avoidance of
one gearbox as well as multiple propeller plants. propeller cavitation.
As shown on fig. 5.18.07, the propulsion remote • A Load control function protects the engine
control system comprises a computer controlled against overload. The load control function con-
system with interconnections between control tains a scavenge air smoke limiter, a load pro-
stations via a redundant bus and a hard wired gramme for avoidance of high thermal stresses
backup control system for direct pitch control at in the engine, an automatic load reduction and
constant shaft speed. an engineer controlled limitation of maximum
load.
The computer controlled system contains func-
tions for: • Functions for transfer of responsibility be-
tween the local control stand, engine control
• Machinery control of engine start/stop, engine room and control locations on the bridge are
load limits and possible gear clutches. incorporated in the system.
æ
02/0%,,%2 02/0%,,%2
20- 0)4#(
"!#+æ50
). 4!+%
#/.42/,
#/.42/, #/.42/,
/./&&
178 22 418.1
For remote control, a minimum of one control sta- • Propeller monitoring panel with backup in-
tion located on the bridge is required. struments for propeller pitch and shaft speed.
This control station will incorporate three mod- • Thrust control panel with control lever for
ules, as shown on fig. 5.18.08: thrust control, an emergency stop button and
push buttons for transfer of control between
• Propulsion control panel with push buttons control stations on the bridge.
and indicators for machinery control and a dis-
play with information of condition of operation
and status of system parameter.
List of Capacities:
Pumps, Coolers &
Exhaust Gas
6
MAN Diesel
MAN B&W 6.01
Page of 1
Nomenclature
In the following description and examples of the auxiliary machinery capacities, freshwater generator
production and exhaust gas data, the below nomenclatures are used:
Engine ratings Point / Index Power Speed
Nominal MCR point L1 PL1 nL1
Specified MCR point M PM nM
Matching point O PO nO
Service point S PS nS
178 54 63-9.0
The List of Capacities contain data regarding the The capacities for the starting air receivers and
necessary capacities of the auxiliary machinery the compressors are stated in Fig. 6.03.01.
for the main engine only, and refer to a nominally
rated engine. Complying with IMO Tier I NOx limi-
tations. Heat radiation and air consumption
The heat dissipation figures include 10% extra The radiation and convection heat losses to the
margin for overload running except for the scav- engine room is around 1% of the engine nominal
enge air cooler, which is an integrated part of the power (kW in L1).
diesel engine.
The air consumption is approximately 98.2%
of the calculated exhaust gas amount, ie.
Cooling Water Systems Mair = Mexh x 0.982.
45 C
80 C
Seawater outlet
80 C
Jaket
water
Central cooler
cooler
Scavenge
air 43 C
cooler (s)
Lubricating
45 C oil
cooler
Central coolant
Seawater inlet 36 C
32 C
Fig. 6.02.02: Diagram for central cooling water system 178 11 276.1
Cyl. 5 6 7 8
Power at 167.0 r/min kW 4,350 5,220 6,090 6,960
Fuel oil circulating pump m3/h 1.8 2.2 2.5 2.9
Fuel oil supply pump m3/h 1.1 1.4 1.6 1.8
Jacket cooling pump m3/h 1) 37 44 51 59
2) 37 44 51 59
3) 37 44 51 59
Pumps
* For main engine arrangements with builton power takeoff (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
Fig. 6.03.01a: Conventional turbocharger and seawater cooling system stated at the nominal MCR power (L1)
for engines complying with IMO’s NOx emission limitations
List of Capacities, S35ME-B, Conventional T/C and Central Cooling Water System
Cyl. 5 6 7 8
Power at 167.0 r/min kW 4,350 5,220 6,090 6,960
Fuel oil circulating pump m3/h 1.8 2.2 2.5 2.9
Fuel oil supply pump m3/h 1.1 1.4 1.6 1.8
Jacket cooling pump m3/h 1) 37 44 51 59
2) 37 44 51 59
3) 37 44 51 59
Central cooling pump* m3/h 1) 115 140 160 180
Pumps
3) 50 63 71 84
Jacket water cooler:
Heatdissipation approx. kW 1) 690 830 960 1,100
2) 690 830 960 1,100
3) 690 830 960 1,100
Jacket cooling water qty m3/h See above ‘Jacket cooling pump’
Central cooling water qty m3/h See above ‘Central cooling water quantity’
Central cooler:
Heatdissipation approx.* kW 1) 2,840 3,390 3,920 4,440
2) 2,790 3,340 3,890 4,440
3) 2,770 3,320 3,850 4,430
Central cooling water qty m3/h See above ‘Central cooling pump’
Seawater quantity m3/h See above ‘Seawater cooling pump’
Fuel oil heater kW 47 58 66 76
Exhaust gas amount at 265 °C** kg/h 35,500 42,600 49,700 56,800
Air consumption kg/h 9.6 11.6 13.5 15.4
* For main engine arrangements with builton power takeoff (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
Fig. 6.03.01b: Conventional turbocharger and central cooling water system stated at the nominal MCR power (L1)
for engines complying with IMO’s NOx emission limitations
Cylinder No. 5 6 7 8
Reversible engine, 12 starts
Receiver volume m3 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0
Compressor capacity, total Nm3/h 120 120 120 120
Nonreversible engine, 6 starts
Receiver volume m3 2 x 1.0 2 x1.0 2 x 1.0 2 x 1.0
Compressor capacity, total Nm3/h 60 60 60 60
Fuel
7
MAN Diesel
MAN B&W 7.01
Page of 3
The system is so arranged that both diesel oil and Fuel considerations
heavy fuel oil can be used, see figure 7.01.01.
When the engine is stopped, the circulating
From the service tank the fuel is led to an electri- pump will continue to circulate heated heavy fuel
cally driven supply pump by means of which a through the fuel oil system on the engine, thereby
pressure of approximately 4 bar can be main- keeping the fuel pumps heated and the fuel valves
tained in the low pressure part of the fuel circulat- deaerated. This automatic circulation of preheated
ing system, thus avoiding gasification of the fuel fuel during engine standstill is the background for
in the venting box in the temperature ranges ap- our recommendation:
plied.
Constant operation on heavy fuel
The venting box is connected to the service tank
via an automatic deaerating valve, which will re- In addition, if this recommendation was not fol-
lease any gases present, but will retain liquids. lowed, there would be a latent risk of diesel oil
and heavy fuels of marginal quality forming in-
From the low pressure part of the fuel system the compatible blends during fuel change over or
fuel oil is led to an electricallydriven circulating when operating in areas with restrictions on sul-
pump, which pumps the fuel oil through a heater pher content in fuel oil due to exhaust gas emis-
and a full flow filter situated immediately before sion control.
the inlet to the engine.
In special circumstances a changeover to diesel
The fuel injection is performed by the electroni- oil may become necessary – and this can be per-
cally controlled pressure booster located on the formed at any time, even when the engine is not
Hydraulic Cylinder Unit (HCU), one per cylinder, running. Such a changeover may become neces-
which also contains the actuator for the electronic sary if, for instance, the vessel is expected to be
exhaust valve activation. inactive for a prolonged period with cold engine
e.g. due to:
The Cylinder Control Units (CCU) of the Engine
Control System (described in Chapter 16.01) cal- • docking
culate the timing of the fuel injection and the ex- • stop for more than five days
haust valve activation. • major repairs of the fuel system, etc.
To ensure ample filling of the HCU, the capacity of The builton overflow valves, if any, at the supply
the electricallydriven circulating pump is higher pumps are to be adjusted to 5 bar, whereas the
than the amount of fuel consumed by the diesel external bypass valve is adjusted to 4 bar. The
engine. Surplus fuel oil is recirculated from the en- pipes between the tanks and the supply pumps
gine through the venting box. shall have minimum 50% larger passage area
than the pipe between the supply pump and the
To ensure a constant fuel pressure to the fuel circulating pump.
injection pumps during all engine loads, a spring
loaded overflow valve is inserted in the fuel oil If the fuel oil pipe ‘X’ at inlet to engine is made as
system on the engine. a straight line immediately at the end of the en-
gine, it will be necessary to mount an expansion
The fuel oil pressure measured on the engine (at joint. If the connection is made as indicated, with
fuel pump level) should be 78 bar, equivalent to a a bend immediately at the end of the engine, no
circulating pump pressure of 10 bar. expansion joint is required.
From centrifuges # )
Venting tank
Arr. of main engine fuel oil system.
(See Fig. 7.03.01)
Top of fuel oil service tank Diesel
Heavy fuel oil oil
service tank service
AD F tank
AF If the fuel oil pipe to engine is made as a straight line D* )
immediately before the engine, it will be necessary to
X mount an expansion unit. If the connection is made
BD as indicated, with a bend immediately before the
No valve in drain pipe engine, no expansion unit is required.
between engine and tank D* )
TE 8005 PT 8002
32 mm Nominal bore
PI PI TI TI Overflow valve
To HFO settling tank Adjusted to 4 bar
a) b)
Fuel oil
drain tank a)
overflow tank To jacket water d* )
Heater Circulating pumps Supply pumps
cooling pump
VT 8004
To sludge tank
Full flow filter.
For filter type see engine spec.
178 52 197.4
Diesel oil
Heavy fuel oil
Heated pipe with insulation
a) Tracing fuel oil lines: Max.150°C
b) Tracing drain lines: By jacket cooling water
The HCU has a leakage drain from the support Heating of drain pipe
console of clean fuel oil through ‘AD’.
Owing to the relatively high viscosity of the heavy
The flow rate in litres is approximately as listed in fuel oil, it is recommended that the drain pipe and
Table 7.01.01. the tank are heated to min. 50 °C, whereas the
HFO pipes as basic are heated by steam through
flanges ‘BX’ and ‘BF’.
Flow rate,
Engine litres/cyl. h. The drain pipe between engine and tank can
K108ME-C, K98ME/ME-C, S90ME-C 1.25 be heated by the jacket water, as shown in Fig.
7.01.01. ‘Fuel pipe heating’ as flange ‘BD’.
K90ME/ME-C, S/K80ME-C, S70ME-C/
ME-GI, L70ME-C, S65ME-C/ME-GI 0.75
S/L60ME-C, S60ME-GI, S50ME-C, The size of the sludge tank is determined on the
S50/40/35ME-B 0.60 basis of the draining intervals, the classification
society rules, and on whether it may be vented
directly to the engine room.
Table 7.01.01: Approximate flow in HCU leakage drain.
This drained clean oil will, of course, influence the
measured SFOC, but the oil is thus not wasted,
The main purpose of the drain ‘AF’ is to collect and the quantity is well within the measuring ac-
pure fuel oil from the fuel pumps as well as the curacy of the flowmeters normally used.
unintentional leakage from the high pressure
pipes. The drain oil is lead to a tank and can be For external pipe connections, we prescribe the
pumped to the Heavy Fuel Oil service tank or to following maximum flow velocities:
the settling tank.
Marine diesel oil........................................... 1.0 m/s
The ‘AF’ drain is provided with a box for giving Heavy fuel oil................................................ 0.6 m/s
alarm in case of leakage in a high pressure pipes.
The fuel viscosity is influenced by factors such as
emulsification of water into the fuel for reducing
the NOx emission. This is further described in sec-
tion 7.06.
Fuel oils
Marine diesel oil ISO 8217, Class DMB Based on our general service experience we have,
British Standard 6843, Class DMB as a supplement to the above mentioned stand-
Similar oils may also be used ards, drawn up the guiding HFO specification
shown below.
Heavy fuel oil (HFO) Heavy fuel oils limited by this specification have,
to the extent of the commercial availability, been
Most commercially available HFO with a viscosity used with satisfactory results on MAN B&W
below 700 cSt at 50 °C (7,000 sec. Redwood I at twostroke low speed diesel engines.
100 °F) can be used.
The data refers to the fuel as supplied i.e. before
For guidance on purchase, reference is made any on-board cleaning.
to ISO 8217:1996 and ISO 8217:2005, British
Standard 6843 and to CIMAC recommendations Guiding specification (maximum values)
regarding requirements for heavy fuel for diesel
engines, fourth edition 2003, in which the maxi-
Density at 15 °C kg/m3 < 1.010*
mum acceptable grades are RMH 700 and RMK Kinematic viscosity
700. The abovementioned ISO and BS standards at 100 °C cSt < 55
supersede BSMA 100 in which the limit was M9.
at 50 °C cSt < 700
The data in the above HFO standards and speci- Flash point °C > 60
fications refer to fuel as delivered to the ship, i.e. Pour point °C < 30
before on-board cleaning. Carbon residue % (m/m) < 22
Ash % (m/m) < 0.15
In order to ensure effective and sufficient cleaning
of the HFO, i.e. removal of water and solid con- Total sediment potential % (m/m) < 0.10
taminants, the fuel oil specific gravity at 15 °C (60 Water % (v/v) < 0.5
°F) should be below 0.991, unless modern types Sulphur % (m/m) < 4.5
of centrifuges with adequate cleaning abilities are
Vanadium mg/kg < 600
used.
Aluminum + Silicon mg/kg < 80
Higher densities can be allowed if special treat- Equal to ISO 8217:2005 - RMK 700
ment systems are installed. / CIMAC recommendation No. 21 - K700
* Provided automatic clarifiers are installed
Current analysis information is not sufficient for
m/m = mass v/v = volume
estimating the combustion properties of the oil.
This means that service results depend on oil
properties which cannot be known beforehand. If heavy fuel oils with analysis data exceeding the
This especially applies to the tendency of the oil above figures are to be used, especially with re-
to form deposits in combustion chambers, gas gard to viscosity and specific gravity, the engine
passages and turbines. It may, therefore, be nec- builder should be contacted for advice regarding
essary to rule out some oils that cause difficulties. possible fuel oil system changes.
&ORE !FT
&UELæVALVES
3HIPYARD 3UPPLIEDæ
SUPPLY WITHæENGINE $RAINæFUELæOIL
,3ææ!(
,EAKAGEæALARM
,EAKAGE
(0æPIPES &UELæOILæOUTLET
UMBRELLA
-IXEDæOILæDRAIN
%,&)æPUMP
#HECKINGæOFæTHEæ
SHOCKæABSORBER #OUNTERæPRESSUREæVALVE
CONDITION &UELæOILæRETURNæPIPE
8
&
4)æ 0)æ
&UELæOILæINLET !%
4%ææææ) 04ææ)æ!,æ 4OæSLUDGEæTANK
#LEANæ(&/æRETURN
TOæ(&/æSERVICEæTANK !&
ORæSETTLINGæTANK
!%
4OæSLUDGEæTANK
Insulation of fuel oil pipes and fuel oil drain pipes Flanges and valves
should not be carried out until the piping systems
have been subjected to the pressure tests speci- The flanges and valves are to be insulated by
fied and approved by the respective classification means of removable pads. Flange and valve pads
society and/or authorities, Fig. 7.04.01. are made of glass cloth, minimum 400 g/m2,
containing mineral wool stuffed to minimum 150
The directions mentioned below include insulation kg/m3.
of hot pipes, flanges and valves with a surface
temperature of the complete insulation of maxi- Thickness of the pads to be:
mum 55 °C at a room temperature of maximum 38 Fuel oil pipes................................................. 20 mm
°C. As for the choice of material and, if required, Fuel oil pipes and heating pipes together..... 30 mm
approval for the specific purpose, reference is
made to the respective classification society. The pads are to be fitted so that they lap over the
pipe insulating material by the pad thickness. At
flanged joints, insulating material on pipes should
Fuel oil pipes not be fitted closer than corresponding to the
minimum bolt length.
The pipes are to be insulated with 20 mm mineral
wool of minimum 150 kg/m3 and covered with
glass cloth of minimum 400 g/m2. Mounting
!ç!
&UELæOILæINLET
(EATINGæPIPE
% &UELæOILæOUTLET
3EENæFROMæCYLæSIDE
(EATINGæPIPE
#YLæ &ORE
!$
!&
"$
Fig. 7.04.01: Details of fuel oil pipes insulation, option: 4 35 121. Example from 98-50 MC engine 178 50 65 0.2
20
30
s
es
40
kn
ic
50
th
n
60
tio
su 70 0
la
In 8 0
9 0
10 0
12
0
16
0
20
The steam tracing of the fuel oil pipes is intended 2. When the circulation pump is stopped with
to operate in two situations: heavy fuel oil in the piping and the pipes have
cooled down to engine room temperature, as
1. When the circulation pump is running, there it is not possible to pump the heavy fuel oil.
will be a temperature loss in the piping, see In this situation the fuel oil must be heated to
Fig. 7.04.02. This loss is very small, therefore pumping temperature of about 50 ºC.
tracing in this situation is only necessary with
very long fuel supply lines. To heat the pipe to pumping level we recom-
mend to use 100 watt leaking/meter pipe.
&RESHæCOOLING
,
#YLæ WATERæOUTLET
&UELæVALVE
3HOCKæABSORBER $RAINæCYLæFRAME
3EEæDRAWING
&UELæPUMP
&UELæOILæPIPESæINSULATION
&
"8
!&
!$
"$
8
"&
In order to fulfil IMO regulations, fuel oil and lubri- To avoid leaks, the spray shields are to be in-
cating oil pipe assemblies are to be enclosed by stalled after pressure testing of the pipe system.
spray shields as shown in Fig. 7.04.04a and b.
!NTIçSPLASHINGæTAPE #LAMPINGæBANDS
/VERLAP
178 52 555.2
Fig. 7.04.04a: Spray Shields by anti-splashing tape Fig. 7.04.04b: Spray Shields by clamping bands
Fuel oil centrifuges A centrifuge for Marine Diesel Oil (MDO) is not a
must, but if it is decided to install one on board,
The manual cleaning type of centrifuges are not to the capacity should be based on the above rec-
be recommended, neither for attended machinery ommendation, or it should be a centrifuge of the
spaces (AMS) nor for unattended machinery spac- same size as that for lubricating oil.
es (UMS). Centrifuges must be selfcleaning, either
with total discharge or with partial discharge. The Nominal MCR is used to determine the to-
tal installed capacity. Any derating can be taken
Distinction must be made between installations for: into consideration in borderline cases where the
centrifuge that is one step smaller is able to cover
• Specific gravities < 0.991 (corresponding to ISO Specified MCR.
8217 and British Standard 6843 from RMA to
RMH, and CIMAC from A to Hgrades
Fuel oil supply pump
• Specific gravities > 0.991 and (corresponding to
CIMAC Kgrades). This is to be of the screw or gear wheel type.
For the latter specific gravities, the manufacturers Fuel oil viscosity, specified..... up to 700 cSt at 50 °C
have developed special types of centrifuges, e.g.: Fuel oil viscosity maximum........................1000 cSt
Pump head.......................................................4 bar
Alfa Laval.........................................................Alcap Fuel oil flow.......................... see ‘List of capacities’
Westfalia........................................................ Unitrol Delivery pressure.............................................4 bar
Mitsubishi............................................... EHidens II Working temperature.................................... 100 °C
Minimum temperature..................................... 50 °C
The centrifuge should be able to treat approxi-
mately the following quantity of oil: The capacity stated in ‘List of capacities’ is to be ful-
filled with a tolerance of: ÷0% to +15% and shall also
0.23 litres/kWh = 0.17 litres/BHPh be able to cover the backflushing, see ‘Fuel oil filter’.
The size of the centrifuge has to be chosen ac- The capacity stated in ‘List of capacities’ is to be ful-
cording to the supplier’s table valid for the select- filled with a tolerance of: ÷0% to +15% and shall also
ed viscosity of the Heavy Fuel Oil. Normally, two be able to cover the backflushing, see ‘Fuel oil filter’.
centrifuges are installed for Heavy Fuel Oil (HFO),
each with adequate capacity to comply with the Pump head is based on a total pressure drop in
above recommendation. filter and preheater of maximum 1.5 bar.
#
.ORMALæHEATINGæLIMIT
!PPROXIMATEæPUMPINGæLIMIT
C34#
C34#
SEC2Wæ&
178 06 280.1
The heater is to be of the tube or plate heat ex- Fuel oil viscosity specified.... up to 700 cSt at 50°C
changer type. Fuel oil flow..................................... see capacity of
fuel oil circulating pump
The required heating temperature for different oil Heat dissipation................... see ‘List of capacities’
viscosities will appear from the ‘Fuel oil heating Pressure drop on fuel oil side.........maximum 1 bar
chart’. The chart is based on information from oil Working pressure........................................... 10 bar
suppliers regarding typical marine fuels with vis- Fuel oil inlet temperature..................approx. 100 °C
cosity index 7080. Fuel oil outlet temperature............................ 150 °C
Steam supply, saturated...........................7 bar abs
Since the viscosity after the heater is the control-
led parameter, the heating temperature may vary, To maintain a correct and constant viscosity of
depending on the viscosity and viscosity index of the fuel oil at the inlet to the main engine, the
the fuel. steam supply shall be automatically controlled,
usually based on a pneumatic or an electrically
Recommended viscosity meter setting is 1015 cSt. controlled system.
The filter can be of the manually cleaned duplex The design of the Fuel oil venting box is shown in
type or an automatic filter with a manually cleaned Fig. 7.05.02. The size is chosen according to the
bypass filter. maximum flow of the Fuel oil circulation pump,
which is listed in section 6.03.
If a double filter (duplex) is installed, it should
have sufficient capacity to allow the specified full 6ENTæPIPE
NOMINALæ$
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). #ONE
(
If a filter with backflushing arrangement is
installed, the following should be noted. The
required oil flow specified in the ‘List of capaci-
ties’, 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 4OPæOFæFUELæOILæ
SERVICEæTANK
backflushing, so that the fuel oil pressure at the
(
(
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 0IPE
NOMINALæ$
to the filter than the pump pressure specified.
Therefore, the pump capacity should be adequate
for this purpose, too.
(
/UTLETæPIPE
NOMINALæ$
The fuel oil filter should be based on heavy fuel oil
178 38 393.3
of: 130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec
Redwood I/100 °F. Flow m3/h Dimensions in mm
Q (max.)* D1 D2 D3 H1 H2 H3 H4 H5
Fuel oil flow.......................... see ‘List of capacities’ 1.3 150 32 15 100 600 171.3 1,000 550
Working pressure........................................... 10 bar 2.1 150 40 15 100 600 171.3 1,000 550
Test pressure....................... according to class rule 5.0 200 65 15 100 600 171.3 1,000 550
Absolute fineness........................................... 50 µm 8.4 400 80 15 150 1,200 333.5 1,800 1,100
Working temperature................... maximum 150 °C 11.5 400 90 15 150 1,200 333.5 1,800 1,100
Oil viscosity at working temperature.............15 cSt 19.5 400 125 15 150 1,200 333.5 1,800 1,100
29.4 500 150 15 150 1,500 402.4 2,150 1,350
Pressure drop at clean filter.........maximum 0.3 bar
43.0 500 200 15 150 1,500 402.4 2,150 1,350
Filter to be cleaned at a pressure
* The maximum flow of the fuel oil circulation pump
drop of . .......................................maximum 0.5 bar
Fig. 07.05.02: Fuel oil venting box
Note:
Absolute fineness corresponds to a nominal fine-
ness of approximately 30 µm at a retaining rate of Flushing of the fuel oil system
90%.
Before starting the engine for the first time, the
The filter housing shall be fitted with a steam jack- system on board has to be flushed in accordance
et for heat tracing. with MAN Diesel’s recommendations ‘Flushing of
Fuel Oil System’ which is available on request.
The higher temperature calls for a higher pressure For further information about emulsification of wa-
to prevent cavitation and steam formation in the ter into the fuel and use of Water In Fuel emulsion
system. The inlet pressure is thus set to 13 bar. (WIF), please refer to our publication titled:
In order to avoid temperature chock when mixing Exhaust Gas Emission Control Today and
water into the fuel in the homogeniser, the water Tomorrow
inlet temperature is to be set to 7090 °C.
The publication is available at: www.mandiesel.com
under ‘Quicklinks’ → ‘Technical Papers
&ROM
CENTRIFUGES $ECK
!UTOMATIC
4OæSPECIAL DEçAERATING $EçAERATINGæTOæBEæ
SAFETYæTANK VALVE CONTROLLEDæAGAINSTæ
EXPANSIONæOFæWATER
6ENTINGæBOX
4Oæ(&/ "& !$
&æ/æSPECIAL SERVICEæOR !& "$
SAFETYæTANK SETTLINGæTANK
#OMMONæFUELæOILæSUPPLYæUNIT æMM
.OM
/VERFLOWæVALVE BORE
ADJUSTEDæTO B
æBAR &ULLæFLOW A
(OMOGENISER FILTER -AINæENGINE
3UPPLYæPUMPS
7ATERæINæOIL &/
MEASURING DRAIN
&ILTER
"OOSTER TANK
PUMP 4Oæ(&/æSERVICE
ORæSETTLINGæTANK
#IRCULATING (EATER
&RESHæWATER
#OMPRESSED PUMPS
SUPPLY
AIR
@3 3AFETYæPUMP
3UPPLYæAIRæTANK AIRæOPERATED
! ! !
! ! !
! ! !
'EN3ET 'EN3ET 'EN3ET
&UELæOIL
4Oæ(&/æSERVICE SLUDGEæTANK 4OæFRESHWATERæCOOLING
ORæSETTLINGæTANK PUMPæSUCTION
a) Tracing fuel oil lines: Max. 150 °C The letters refer to the list of ‘Counterflanges’.
b) Tracing fuel oil drain lines: Max. 90 °C,
min. 50 °C for installations with jacket cooling water
198 99 018.3
Fig. 7.06.01: System for emulsification of water into the fuel common to the main engine and MAN Diesel GenSets
Lubricating Oil
8
MAN Diesel
MAN B&W 8.01
Page of 1
%NGINE 4OæDRAINæTANK
OIL
-INæª
%
4HERMOSTATICæVALVE
æææ&EELERææ#
!2
4) 4) 4) 0) 0) !"
&ULLæFLOWæFILTER 25
ææ
,UBEæOIL 27
COOLER
ææ 3 3
$EçAERATION #$
&ORæINITIALæFILLINGæOFæPUMPS #$
,UBRICATING
OILæBOTTOMæTANK
&ROMæPURIFIERS 4OæPURIFIERS
,UBEæOILæPUMPS 3ERVOæOILæBACKçFLUSHING
ææ SEEæ3ECTIONæ
&ROMæSYSTEMæOIL
0)æææ
-!.æ$IESELæ4#!
TURBOCHARGER
4)æææ 04ææææææ)æææ!,
4%ææææææ)ææ!(
!"
PI 803
PT 803 I AL
ABB TPL
turbocharger TI 87
TE 87 I AH
AB
E PI 803
MET turbocharger
TI 87
TE 87 I AH
AB
0.136 litre/kWh
The lubricating oil pump can be of the displace- The lubricating oil cooler must be of the shell and
ment wheel, or the centrifugal type: tube type made of seawater resistant material, or
a plate type heat exchanger with plate material
Lubricating oil viscosity, specified...75 cSt at 50 °C of titanium, unless freshwater is used in a central
Lubricating oil viscosity........... maximum 400 cSt * cooling water system.
Lubricating oil flow............... see ‘List of capacities’
Design pump head........................................4.0 bar Lubricating oil viscosity, specified...75 cSt at 50 °C
Delivery pressure..........................................4.0 bar Lubricating oil flow............... see ‘List of capacities’
Max. working temperature.............................. 70 °C Heat dissipation................... see ‘List of capacities’
Lubricating oil temperature, outlet cooler....... 45 °C
* 400 cSt is specified, as it is normal practice when Working pressure on oil side........................4.0 bar
starting on cold oil, to partly open the bypass Pressure drop on oil side.............maximum 0.5 bar
valves of the lubricating oil pumps, so as to reduce Cooling water flow............... see ‘List of capacities’
the electric power requirements for the pumps. Cooling water temperature at inlet:
seawater.......................................................... 32 °C
The flow capacity must be within a range from freshwater........................................................ 36 °C
100 to 112% of the capacity stated. Pressure drop on water side........maximum 0.2 bar
The pump head is based on a total pressure drop The lubricating oil flow capacity must be within a
across cooler and filter of maximum 1 bar. range from 100 to 112% of the capacity stated.
The bypass valve shown between the main lubri- The cooling water flow capacity must be within a
cating oil pumps Fig. 8.01.01 may be omitted in range from 100 to 112% of the capacity stated.
cases where the pumps have a builtin bypass or
if centrifugal pumps are used. To ensure the correct functioning of the lubricat-
ing oil cooler, we recommend that the seawater
If centrifugal pumps are used, it is recommended temperature is regulated so that it will not be
to install a throttle valve at position ‘005’ to pre- lower than 10 °C.
vent an excessive oil level in the oil pan if the
centrifugal pump is supplying too much oil to the The pressure drop may be larger, depending on
engine. the actual cooler design.
Lubricating oil flow............... see ‘List of capacities’ If a filter with a backflushing arrangement is in-
Working pressure..........................................4.0 bar stalled, the following should be noted:
Test pressure..................... according to class rules
Absolute fineness..........................................50 µm* • The required oil flow, specified in the ‘List of
Working temperature.............. approximately 45 °C capacities’, should be increased by the amount
Oil viscosity at working temp............... 90 100 cSt of oil used for the backflushing, so that the
Pressure drop with clean filter.....maximum 0.2 bar lubricating oil pressure at the inlet to the main
Filter to be cleaned engine can be maintained during cleaning.
at a pressure drop........................maximum 0.5 bar
• If an automatically cleaned filter is installed, it
* The absolute fineness corresponds to a nominal should be noted that in order to activate the
fineness of approximately 30 µm at a retaining cleaning process, certain makes of filter require
rate of 90%. a higher oil pressure at the inlet to the filter than
the pump pressure specified. Therefore, the
The flow capacity must be within a range from pump capacity should be adequate for this pur-
100 to 112% of the capacity stated. pose, too.
If a double filter (duplex) is installed, it should Before starting the engine for the first time, the lu-
have sufficient capacity to allow the specified full bricating oil system on board has to be cleaned in
amount of oil to flow through each side of the filter accordance with MAN Diesel’s recommendations:
at a given working temperature with a pressure ‘Flushing of Main Lubricating Oil System’, which is
drop across the filter of maximum 0.2 bar (clean available on request.
filter).
The cofferdam below the lubricating oil bottom An example of a lubricating oil outlet with shut-off
tank is not a demand by MAN Diesel, but can be a valve of the butterfly valve type is shown in Fig.
demand by class or owner. 8.05.01.
If the ship is not equipped with a cofferdam below A layout drawing for activation of the butterfly
the lubricating oil bottom tank, the lubricating oil valve is available on request.
outlet(s) from engine can be equipped with shut-
off valve(s), if required by the classification soci-
ety. Shut-off valves can also be fitted where emer-
gency suction from the engine oil pan is foreseen.
0OSæçæISæYARDSæSUPPLY
"UTTERFLYæVALVE
/ILæOUTLETæTOæLUBRICATINGæOILæBOTTOMæTANK
178 57 564.0
Fig. 8.05.01: Example of a lubricating oil outlet to bottom tank without cofferdam, S46MC-C or S42MC is shown
#,æCYLææ
#,æCYLææ
!æ "æ 3EENæFROMæ!ç!æ
/ILæLEVELæWITHæ
1MææOILæINæ
æ
,UBEæOILæ
BOTTOMæTANKæ PUMPæSUCTIONæ
ANDæWITHæPUMPSæ -INæHEIGHTæ
STOPPEDæ ACCæTOæCLASSæ
REQUIREMENTSæ
(æ
(æ (æ
,æ
!æ "æ
7æ $æ
/UTLETæFROMæENGINEæ #OFFERDAMæ
æMMæHAVINGæITSæ
BOTTOMæEDGEæBELOWæ
THEæOILæLEVELæTOæOBTAINæ
GASæSEALæBETWEENæ
CRANKCASEæANDæ
BOTTOMæTANK æ
3EENæFROMæ"ç"æ
æCYL
æ
æ
æMM
AIRæPIPE æCYL (æ
/ILæOUTLETæFROMæ
TURBOCHARGERæ
-!.æ$IESELæ æMM
ORæ-ITSUBISHIæ AIRæPIPE
TURBOCHARGER
æ #OFFERDAMæ
æCYL
æCYL
#YLæNO
178 54 66-4.0
Fig. 8.06.01a: Lubricating oil tank, with cofferdam
If space is limited other proposals are possible. Athwartships Fore and aft
Static Dynamic Static Dynamic
* Based on 50 mm thickness of supporting 15 22.2 5 7.5
chocks
** Minimum dimensions for man holes
Cylinder Drain at
D0 D1 H0 H1 H2 H3** W** L OL Qm3
No. cyl. No.
5 25 200 425 925 425 85 300 400 5,250 925 9.6
6 26 200 425 1,005 425 85 300 400 6,750 1,005 13.6
7 257 225 450 1,035 450 90 300 400 7,500 1,035 15.6
8 258 250 475 1,085 475 95 400 500 8,250 1,085 18.0
#,æCYLææ
!æ "æ 3EENæFROMæ!ç!æ
/ILæLEVELæ
æ
WITHæ1MææOILæ ,UBEæOILæ
INæBOTTOMæTANKæ PUMPæSUCTIONæ
ANDæWITHæPUMPSæ
STOPPEDæ
/,æ
(æ (æ
,æ
$æ
!æ "æ
/UTLETæFROMæENGINEææMMæ
HAVINGæITSæBOTTOMæEDGEæBELOWæ
THEæOILæLEVELæTOæOBTAINæGASæ
SEALæBETWEENæCRANKCASEæANDæ
BOTTOMæTANK æ
3EENæFROMæ"ç"æ
æCYL
æ
æMM
AIRæPIPE æCYL æ
(æ
/ILæOUTLETæFROMæTURBOç
(æ
CHARGERæ-!.æ$IESEL æMMæAIRæPIPE
ORæ-ITSUBISHIæTURBOCHARGER
7æ
æ
æCYL
æCYL
Cylinder
D0 D1 H0 H1 H2 H3** W** L OL Qm3
No.
5 200 425 985 425 85 300 400 8,250 885 16.2
6 200 425 1,045 425 85 300 400 9,000 945 18.9
7 225 450 1,080 450 90 300 400 9,750 980 21.2
8 250 475 1,125 475 95 400 500 10,500 1,025 23.9
Crankcase venting
The engine crankcase is vented through ‘AR’
through a pipe extending directly to the deck. This
pipe has a drain arrangement that permits oil con-
densed in the pipe to be led to a drain tank, see
fig. 8.01.01. $ECK
)NSIDEæDIAMæOFæPIPEææMMæ3-%ç"ææMM
4OæDRAINæTANK
4OæBEæLAIDæWITHæINCLINATION
6ENTINGæFROMæCRANKCASEæINSIDE
DIAMæOFæPIPEææMMæ3-%ç"ææMM
(OLEæDIAMææMM
3-%ç"ææMM !2
4OæBEæEQUIPPEDæWITHæFLAMEæSCREEN
IFæREQUIREDæBYæCLASSæRULES
4HISæPIPEæTOæBEæ
DELIVEREDæWITHæTHEæENGINE
$RAINæCOWL
)NSIDEæDIAMETERæOFæDRAINæPIPEææMM
198 97 101.3d
Drains
Drains from the engine bedplate ‘AE’ are fitted on For external pipe connections, we specify a maxi-
both sides of the engine, see fig. 8.08.01. mum oil velocity of 1.8 m/s.
From the engine the oil collects in the oil pan from
where it is drained off to the bottom tank.
Cyl. Drain turbocharger cleaning
AE
Drain from
exh. side
Hydraulic power
FORE.
supply unit
LS 235 AH
LS 234 AH Z
LS 42 AH AE
178 52 207.0
The special suction arrangement for purifier suc- This special arrangement for purifier suction will
tion in connection with the ME engine (Integrated ensure that a good cleaning effect on the lubrica-
system). tion oil is obtained.
The back-flushing oil from the self cleaning 10 µm If found profitable the back-flushed lubricating oil
hydraulic control oil filter unit built onto the engine from the main lubricating oil filter (normally a 50 or
is contaminated and it is therefore not expedient 40 µm filter) can also be returned into the special
to lead it directly into the lubricating oil sump tank. back-flushing oil drain tank.
8
oil sump tank is modified for the ME engines in
order not to have this contaminated lubricating
hydraulic control oil mixed up in the total amount /ILæLEVEL
of lubricating oil. The lubricating oil sump tank is
designed with a small ‘back-flushing hydraulic "RANCHæPIPEæTO
BACKçFLUSHING
control oil drain tank’ to which the back-flushed HYDRAULICæCONTROLæ
3UMP OILæDRAINæTANK
hydraulic control oil is led and from which the lu-
$
TANK
"ACKçFLUSHING
HYDRAULICæCONTROL
$
Cylinder Lubrication
9
MAN Diesel
MAN B&W 9.01
Page of 1
The cost of the cylinder lubricating oil is one of the Cylinder Oil Feed Rate (Dosage)
largest contributions to total operating costs, next
to the fuel oil cost. Another aspect is that the lu- The recommendations are valid for all plants,
brication rate has a great influence on the cylinder whether controllable pitch or fixed pitch propellers
condition, and thus on the overhauling schedules are used.
and maintenance costs.
In case of average sulphur content, the average
It is therefore of the utmost importance that the cylinder oil feed rate at nominal MCR for MAN
cylinder lubricating oil system as well as its opera- B&W Alpha Cylinder Lubricator is 0.7 g/kWh.
tion is optimised.
Adjustment of the cylinder oil dosage to the sul-
phur content in the fuel being burnt is further ex-
Cylinder Oils plained in section 9.02.
The MAN B&W Alpha cylinder lubrication system, Alpha Adaptive Cylinder oil
see Figs. 9.02.02a and 9.02.02b, is designed to Control (Alpha ACC)
supply cylinder oil intermittently, e.g. every four
engine revolutions with electronically controlled It is a wellknown fact that the actual need for
timing and dosage at a defined position. cylinder oil quantity varies with the operational
conditions such as load and fuel oil quality. Con-
The cylinder lubricating oil is pumped from the sequently, in order to perform the optimal lubrica-
cylinder oil storage tank to the service tank, the tion – costeffectively as well as technically – the
size of which depends on the owner’s and the cylinder lubricating oil dosage should follow such
yard’s requirements, it is normally dimensioned operational variations accordingly.
for minimum two days’ cylinder lubricating oil
consumption. The Alpha lubricating system offers the possibility
of saving a considerable amount of cylinder lubri-
Cylinder lubricating oil is fed to the Alpha cylinder cating oil per year and, at the same time, to obtain
lubrication system by gravity from the service a safer and more predictable cylinder condition.
tank.
The storage tank and the service tank may alter- Working Principle
natively be one and the same tank.
The basic feed rate control should be adjusted in
The oil fed to the injectors is pressurised by relation to the actual fuel quality and amount be-
means of the Alpha Lubricator which is placed ing burnt at any given time. The sulphur percent-
on the HCU and equipped with small multipiston age is a good indicator in relation to wear, and an
pumps. oil dosage proportional to the sulphur level will
give the best overall cylinder condition.
The oil pipes fitted on the engine is shown in Fig.
9.02.04. The following two criteria determine the control:
The whole system is controlled by the Cylinder • The cylinder oil dosage shall be proportional to
Control Unit (CCU) which controls the injection the sulphur percentage in the fuel
frequency on the basis of the enginespeed signal
given by the tacho signal and the fuel index. • The cylinder oil dosage shall be proportional to
the engine load (i.e. the amount of fuel entering
Prior to start-up, the cylinders can be prelubric the cylinders).
ated and, during the runningin period, the opera-
tor can choose to increase the lubricating oil feed The implementation of the above two criteria will
rate to a max. setting of 200%. lead to an optimal cylinder oil dosage, proportion-
al to the amount of sulphur entering the cylinders.
The MAN B&W Alpha Cylinder Lubricator is pref-
erably to be controlled in accordance with the Al- Safe and very lubricatingeconomical control after
pha ACC (Adaptive Cylinder oil Control) feed rate running-in is obtained with a basic setting accord-
system. ing to the formula:
The yard supply should be according to the items Basic lubricating oil setting = 0.26 g/kWh x S%
shown in Fig. 9.02.02a within the broken line. With
regard to the filter and the small box, plese see with a minimum setting of 0.60 g/kWh, i.e. the
Fig. 9.02.05. setting should be kept constant from about 2.3%
sulphur and downwards.
!BSOLUTE¬DOSAGE¬GK7H
2UNNINGçINæRANGE
3ULPHUR¬
178 59 494.0
Fig 9.02.01: Cylinder lubricating oil dosage with Alpha ACC at all loads (BN 70 cylinder oil)
In case of low engine room temperature, it can be The engine builder is to make the insulation and
difficult to keep the cylinder oil temperature at 45 heating on the main cylinder oil pipe on the en-
°C at the MAN B&W Alpha Lubricator, mounted on gine. Moreover, the engine builder is to mount the
the hydraulic cylinder. junction box and the thermostat on the engine.
See Fig. 9.02.03.
Therefore the cylinder oil pipe from the small tank,
see Figs. 9.02.02a and 9.02.02b, in the vessel and The ship yard is to make the insulation of the
of the main cylinder oil pipe on the engine is insu- cylinder oil pipe in the engine room. The heat-
lated and electrical heated. ing cable supplied by the engine builder is to be
mounted from the small tank to the juntion box on
the engine. See Figs. 9.02.02a and 9.02.02b.
$ECKæ
)NSULATIONæ
&ILLINGæPIPEæ 3ENSORæ
,UBRICATINGæ
OILæPIPEæ
#YLINDERæOILææ
STORAGEæORææ
SERVICEæTANKæ
!LUçTAPEæ
(EATINGæCABLEæ
,EVELæALARMæ
POINTæOFæª#æææ
4)æ
3MALLæBOXæFORæ
HEATERæELEMENTæ
3HIPæBUILDER
(EATINGæCABLE
æ æ
-INææMMæ
SHIPæBUILDER
SUPPLY
!#æ
4HERMINALæBOXæ
%LæCONNECTIONæ
178 49 834.7a
#YLINDERææ #YLINDERææ
LINERæ LINERæ
&LOWæSENSOR &LOWæSENSOR
,UBRICATORæ
&EEDBACKæSENSORæ ,UBRICATORæ &EEDBACKæSENSORæ
3OLENOIDæVALVEæ 3OLENOIDæVALVEæ
æBARæ 4OæOTHERæ
SYSTEMæOILæ æ CYLINDERSæ
(YDRAULICæ (YDRAULICæ
#YLINDERæ5NITæ #YLINDERæ5NITæ
#YLINDERææ
#ONTROLæ5NITæ
178 55 64-6.0
4EMPERATUREæSWITCH
!#ææææ#YLINDERæLUBRICATION
&ORWARDæCYLæ
Terminal box
!FTæCYLæ
æ
0OWERæ)NPUT
(EATINGæCABLE
SHIPæBUILDER
SUPPLY
0OWER
)NPUT
(EATINGæCABLE
SHIPæBUILDER
SUPPLY
4ERMINALæBOXæ
4EMPERATUREææ
SWITCHæ
178 53 716.0
-%ç" -%ç"
&LOWæSENSOR
:6 # 3OLONOIDæVALVE
,UBRICATOR
&EEDçBACKæSENSOR
:4 #
!# 4% # !(
$RAIN
4HEæLETTERSæREFERæTOæ@,ISTæOFæFLANGES
4HEæITEMæ.OæREFERæTOæ@'UIDANCEæVALUESæAUTOMATION
178 55 67-1.0
&ROMæCYLINDERæOILæSERVICE 4OæVENTINGæOFæCYLINDERæ
TANKSTORAGEæTANK OILæSERVICEæTANK
&LANGEæ &LANGEæ
Xæ0#$æ Xæ0#$æ
%.& %.&
X
FORæMOUNTING
#OUPLINGæBOXæFOR
HEATINGæELEMENT
« ANDæLEVELæSWITCH
MESHæFILTER
4EMPERATURE
,EVELæSWITCH INDICATOR
)3 !,
4OæENGINEæ
CONNECTIONæ!#
&LANGEæ
Xæ0#$æ
%.&
(EATINGæELEMENTææ7
3ETæPOINTææ#
"OXææL
$RAINæFROMæTRAYæ'æ
178 52 758.0
10
MAN Diesel
MAN B&W 10.01
Page of 1
The relatively small amount of drain oil is led to Oily waste drain tank
Drain
the general oily waste drain tank or is burnt in the tank
Central Cooling
Water System
11
MAN Diesel
MAN B&W 11.01
Page of 1
Advantages of the central cooling system: An arrangement common for the main engine
and MAN Diesel auxiliary engines is available on
• Only one heat exchanger cooled by seawater, request.
and thus, only one exchanger to be overhauled
For further information about common cooling
• All other heat exchangers are freshwater cooled water system for main engines and auxiliary en-
and can, therefore, be made of a less expensive gines please refer to our publication:
material
Uniconcept Auxiliary Systems for Twostroke Main
• Few noncorrosive pipes to be installed
The publication is available at www.mandiesel.com
• Reduced maintenance of coolers and compo- under ‘Quicklinks’ → ‘Technical Papers’
nents
%XPANSIONæTANK
CENTRALæCOOLINGæWATER
04ææææ!,
4HESEæVALVESæTOæBEæPROVIDED
4)ææ 4%ææææ)ææ!, WITHæGRADUATEDæSCALE
3EAWATER
OUTLET
2EGARDINGæTHEæLUBRICATINGæOILæCOOLERS 4)
THISæVALVEæSHOULDæBEæADJUSTEDæSOæTHAT
THEæINLETæTEMPERATUREæOFæTHEæCOOLING 4) 4)
,UBRICATINGæ
WATERæISæNOTæBELOWææª# .
OILæCOOLER
#ENTRAL !3
!IRæPOCKETSæIFæANYæINæTHEæPIPEæLINEæ 0
COOLER 4)
BETWEENæTHEæPUMPSæMUSTæBEæVENTEDæ
TOæTHEæEXPANSIONæTANK
0) 4) 0) 4)
0) 4)
#OOLINGæWATER
DRAINæAIRæCOOLER
3EAWATER
INLET
3EAWATER
INLET
*ACKETæCOOLINGæWATER
3EAæWATER
&UELæOIL
4HEæLETTERSæREFERæTOæLISTæOFæ@#OUNTERFLANGESæ&IGææ
178 52 771.1
The central cooling water system is characterised air cooler as low as possible also applies to the
by having only one heat exchanger cooled by central cooling system. This means that the tem-
seawater, and by the other coolers, including the perature control valve in the central cooling water
jacket water cooler, being cooled by central cool- circuit is to be set to minimum 10 °C, whereby the
ing water. temperature follows the outboard seawater tem-
perature when central cooling water temperature
In order to prevent too high a scavenge air tem- exceeds 10 °C.
perature, the cooling water design temperature
in the central cooling water system is normally 36 For external pipe connections, we prescribe the
°C, corresponding to a maximum seawater tem- following maximum water velocities:
perature of 32 °C.
Jacket water................................................. 3.0 m/s
Our recommendation of keeping the cooling water Central cooling water................................... 3.0 m/s
inlet temperature to the main engine scavenge Seawater...................................................... 3.0 m/s
The pumps are to be of the centrifugal type. The pumps are to be of the centrifugal type.
Seawater flow....................... see ‘List of capacities’ Central cooling water flow..... see ‘List of capacities’
Pump head....................................................2.5 bar Pump head....................................................2.5 bar
Test pressure..................... according to class rules Delivery pressure................depends on location of
Working temperature, normal......................032 °C expansion tank
Working temperature..................... maximum 50 °C Test pressure..................... according to class rules
Working temperature...................................... 80 °C
The capacity is to be within a tolerance of 0% to Design temperature...................................... 100 °C
+10%.
The flow capacity is to be within a tolerance of 0%
The differential pressure of the pumps is to be de- to +10%.
termined on the basis of the total actual pressure
drop across the cooling water system. The list of capacities covers the main engine only.
The differential pressure provided by the pumps
is to be determined on the basis of the total actual
Central cooler pressure drop across the cooling water system.
Due to the central cooler the cooling water inlet See chapter 8 ‘Lubricating Oil’.
temperature is about 4 °C higher for for this sys-
tem compared to the seawater cooling system.
The input data are therefore different for the scav- Jacket water cooler
enge air cooler, the lube oil cooler and the jacket
water cooler. The cooler is to be of the shell and tube or plate
heat exchanger type.
The heat dissipation and the central cooling water
flow figures are based on an MCR output at tropi- Heat dissipation................... see ‘List of capacities’
cal conditions, i.e. a maximum seawater tempera- Jacket water flow................. see ‘List of capacities’
ture of 32 °C and an ambient air temperature of Jacket water temperature, inlet...................... 80 °C
45 °C. Pressure drop on jacket water side ....max. 0.2 bar
Central cooling water flow..... see ‘List of capacities’
Central cooling water
Jacket water cooling pump temperature, inlet...............................approx. 42 °C
Pressure drop on Central
The pumps are to be of the centrifugal type. cooling water side.................................max. 0.2 bar
Jacket water flow................. see ‘List of capacities’
Pump head....................................................3.0 bar The other data for the jacket cooling water system
Delivery pressure................depends on location of can be found in chapter 12.
expansion tank
Test pressure..................... according to class rules For further information about a common cooling
Working temperature...................................... 80 °C water system for main engines and MAN Diesel
Design temperature...................................... 100 °C auxiliary engines, please refer to our publication:
The flow capacity is to be within a tolerance of 0% Uniconcept Auxiliary Systems for Twostroke Main
to +10%.
The publication is available at www.mandiesel.com
The stated of capacities cover the main engine under ‘Quicklinks’ → ‘Technical Papers’
only. The pump head of the pumps is to be de-
termined on the basis of the total actual pressure
drop across the cooling water system.
Seawater
Cooling System
12
MAN Diesel
MAN B&W 12.01
Page of 1
Seawater Systems
The water cooling can be arranged in several con-
figurations, the most simple system choices being
seawater and central cooling water system:
,UBRICATING
3EAWATER OILæCOOLER
PUMPS
4HERMOSTATIC
VALVE 0
3EAWATER
OUTLET
3CAVENGE
AIRæCOOLER
*ACKETæWATER
COOLER
3EAWATER
INLET
3EAWATER
INLET
198 98 132.5
The seawater cooling system is used for cooling, The interrelated positioning of the coolers in the
the main engine lubricating oil cooler, the jacket system serves to achieve:
water cooler and the scavenge air cooler, see Fig.
12.02.01. • The lowest possible cooling water inlet tem-
perature to the lubricating oil cooler in order to
The lubricating oil cooler for a PTO stepup gear obtain the cheapest cooler. On the other hand,
should be connected in parallel with the other in order to prevent the lubricating oil from stiff-
coolers. The capacity of the seawater pump is ening in cold services, the inlet cooling water
based on the outlet temperature of the seawater temperature should not be lower than 10 °C
being maximum 50 °C after passing through the
coolers – with an inlet temperature of maximum • The lowest possible cooling water inlet tempera-
32 °C (tropical conditions), i.e. a maximum tem- ture to the scavenge air cooler, in order to keep
perature increase of 18 °C. the fuel oil consumption as low as possible.
3CAVENGEæ
AIRæCOOLER
4%ææææ)
4)ææ
!3 !3
0
4)ææ 0)ææ
4%ææææ) 04ææææ)ææ!,
178 50 387.0
Fig. 12.03.01: Seawater cooling pipes for engines with one turbochargers
The pumps are to be of the centrifugal type. The scavenge air cooler is an integrated part of
the main engine.
Seawater flow....................... see ‘List of capacities’
Pump head....................................................2.5 bar Heat dissipation................... see ‘List of capacities’
Test pressure....................... according to class rule Seawater flow . .................... see ’List of capacities’
Working temperature..................... maximum 50 °C Seawater temperature,
for seawater cooling inlet, max....................... 32 °C
The capacity must be fulfilled with a tolerance of Pressure drop on
between 0% to +10% and covers the cooling of cooling water side............ between 0.1 and 0.5 bar
the main engine only.
The heat dissipation and the seawater flow are
based on an MCR output at tropical conditions,
Lubricating oil cooler i.e. seawater temperature of 32 °C and an ambient
air temperature of 45 °C.
See chapter 8 ‘Lubricating Oil’.
(IGHæLEVELæALARM
6ENTINGæPIPEæORæAUTOMATIC !LARMæMUSTæBEæGIVENæIFæEXCESSæAIR
VENTINGæVALVEæTOæBEæARRANGED ISæSEPARATEDæFROMæTHEæWATERæINæTHE %XPANSIONæTANK
INæONEæENDæOFæDISCHARGEæPIPE DEAERATINGæTANK
/PPOSITEæENDæOFæDISCHARGE
TOæPUMP ,OWæLEVELæALARM
,3ææææ!,
!% !% 0)
$EAERATINGæTANK æ
*ACKETæWATER &RESHWATER
*ACKETæWATERæPUMPS SEEæ&IGæ GENERATOR
COOLER
æBARæHEAD
-AIN
ENGINE
&ROMæTRACINGæOFæFUELæOILæDRAINæPIPEææ
7ATERæINLETæFOR
CLEANINGæTURBOCHARGER
$RAINæFROMæBEDPLATECLEANING
TURBOCHARGERæTOæWASTEæTANK &RESHæCOOLINGæWATERæDRAIN
*ACKETæCOOLINGæWATER
æ&LANGEæ"$æANDæTHEæTRACINGæLINEæAREæNOTæAPPLICABLEæONæ-#æENGINESæTYPEææANDæSMALLER
3EAæWATER
&UELæOIL
4HEæLETTERSæREFERæTOæLISTæOFæ@#OUNTERFLANGESæ&IGæ
178 50 172.3
The jacket cooling water system is used for cool- The venting pipe in the expansion tank should end
ing the cylinder liners, cylinder covers and ex- just below the lowest water level, and the expan-
haust valves of the main engine and heating of the sion tank must be located at least 5 m above the
fuel oil drain pipes, see Fig. 12.05.01. engine cooling water outlet pipe.
The jacket water pump) draws water from the The freshwater generator, if installed, may be con-
jacket water cooler outlet and delivers it to the nected to the seawater system if the generator
engine. does not have a separate cooling water pump.
The generator must be coupled in and out slowly
At the inlet to the jacket water cooler there is a over a period of at least 3 minutes.
thermostatically controlled regulating valve, with
a sensor at the engine cooling water outlet, which For external pipe connections, we prescribe the
keeps the main engine cooling water outlet at a following maximum water velocities:
temperature of 80 °C.
Jacket water................................................. 3.0 m/s
The engine jacket water must be carefully treated, Seawater...................................................... 3.0 m/s
maintained and monitored so as to avoid corro-
sion, corrosion fatigue, cavitation and scale for-
mation. It is recommended to install a preheater
if preheating is not available from the auxiliary
engines jacket cooling water system.
#YLæ
4)ææ
4%ææææ)ææ!(ææ9(
- "$
0$4ææææ!,
+
0)ææ 4)ææ !(
03ææææ: /NLYæ',
æ&RESHæCOOLINGæWATERæINLETæTOæTURBOCHARGER
æ&RESHæCOOLINGæWATERæOUTLETæFROMæTURBOCHARGER
#ONNECTIONææANDææONLYæFORæWATERæCOOLEDæTURBOCHARGER
178 57 94-6 .1
Fig. 12.06.01: Jacket cooling water pipes for engines with MAN Diesel turbochargers, type TCA,
and ABB turbochargers, type TPL
Jacket water cooling pump The sensor is to be located at the outlet from the
main engine, and the temperature level must be
The pumps are to be of the centrifugal type. adjustable in the range of 7090 °C.
Deaerating tank
*
Deaerating tank dimensions
Tank size 0.05 m3
"
(
B 125
!
%
'
C 5
D 150
$
E 300
+
F 910
)
G 250
øH 300
øI 320
øJ ND 50
øK ND 32
178 06 279.2 In order not to impede the rotation of water, the pipe connec-
Fig. 12.07.01: Deaerating tank, option: 4 46 640 tion must end flush with the tank, so that no internal edges are
protruding.
%XPANSIONæTANK
,3ææææææ!,
,EVELæSWITCHæFLOAT
!LARMæDEVICE
,EVELæSWITCH
,EVELæSWITCHæFLOAT ,EVELæSWITCHæFLOAT
INæPOSITIONæFORæALARM INæNORMALæPOSITIONæçæNOæALARM
&ROMæDEAERATINGæTANK
198 97 091.1
starting.
Normally, a minimum engine jacket water temper-
ature of 50 °C is recommended before the engine
is started and run up gradually to 90% of speci-
fied 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.
However, before exceeding 90% specified MCR Fig. 12.08.01: Jacket water preheater
speed, a minimum engine temperature of 50 °C
should be obtained and, increased slowly – i.e.
over a period of at least 30 minutes. Preheating of diesel engine
13
MAN Diesel
MAN B&W 13.01
Page of 1
2EDUCINGæVALVEæææ
4OæFUELæVALVEæ
TESTINGæUNIT 2EDUCINGæSTATIONæææ
3TARTINGæAIRæRECEIVERææBAR
æMM
ææ
æMM
0)
TOæBILGE
æMM !0
"
æMM !
/ILææWATER
SEPARATOR
3TARTINGæAIRæRECEIVERææBAR
ææ
4OæBILGE
0)
4OæBILGE
3TARTINGæAIRæCOMPRESSORS
ææ
æ4HEæSIZEæOFæTHEæPIPEæDEPENDSæONæTHEæLENGTHæOFæTHEæPIPING
178 50 52-9.0
The starting air of 30 bar is supplied by the start- (soft blast), and a minor volume used for the fuel
ing air compressores (4 50 602) to the starting air valve testing unit.
receivers (4 50 615) and from these to the main
engine inlet ‘A’, see Fig. 13.01.01. For information about a common starting air sys-
tem for main engines and MAN Diesel auxiliary
Through a reducing station (4 50 665), com- engines, please refer to our publication:
pressed air at 7 bar is supplied to the control air
for exhaust valve air springs, through ‘B’. Uniconcept Auxiliary Systems for Twostroke Main
Through a reducing valve compressed air is sup- The publication is available at www.mandiesel.com
plied at 10 bar to ‘AP’ for turbocharger cleaning under ‘Quicklinks’ → ‘Technical Papers’
The starting air compressors are to be of the Reduction . ........................ from 3010 bar to 7 bar
watercooled, twostage type with intercooling. (Tolerance ±10%)
More than two compressors may be installed to Flow rate, free air ............. 2,600 Normal liters/min
supply the total capacity stated. equal to 0.043 m3/s
Air intake quantity: The consumption of compressed air for control air,
Reversible engine, exhaust valve air springs and safety air as well as
for 12 starts ........................ see ‘List of capacities’ air for turbocharger cleaning and fuel valve testing
Nonreversible engine, is covered by the capacities stated for air receiv-
for 6 starts .......................... see ‘List of capacities’ ers and compressors in the list of capacities.
Delivery pressure ......................................... 30 bar
3TARTINGæAIRæDISTRIBUTOR %XHAUSTæVALVEæACTUATOR
0UNCTUREæVALVE
ONLYææCYLæENGINES
3TARTINGæVALVE
"URSTINGæCAP
$EAERATION -AINæSTARTINGæVALVE
3LOWæTURNING
ææ
æææ0NEUMATICæCOMPONENTæBOX !
0)æææ ææ3ERVICEææææ"LOCKED
The starting air pipes, Fig. 13.03.01, contain a For information about a common starting air
main starting valve (a ball valve with actuator), a system for main engines and auxiliary engines,
non-return valve, a solenoid valve and a starting please refer to the Engine Selection Guide or to
valve. The main starting valve is controlled by the our publication:
Engine Control System. Slow turning before start
of engine (4 50 140) is included in the basic design. Uniconcept Auxiliary Systems for Twostroke Main
The Engine Control System regulates the supply The publication is available at www.mandiesel.com
of control air to the starting valves in accordance under ‘Quicklinks’ → ‘Technical Papers’
with the correct firing sequence and the timing.
04æææç!æææ)æææ!,æææ9 04æææç"æææ)æææ!,æææ9
"
121 36 87-1.1.0c
Scavenge Air
14
MAN Diesel
MAN B&W 14.01
Page of 1
Scavenge air is supplied to the engine by one The scavenge air system (see Figs. 14.01.01 and
turbocharger located on either the aft end of the 14.02.01) is an integrated part of the main engine.
engine, option: 4 59 121, or on the exhaust side,
option: 4 59 123. The engine power figures and the data in the list
of capacities are based on MCR at tropical con-
The compressor of the turbocharger draws air ditions, i.e. a seawater temperature of 32 °C, or
from the engine room, through an air filter, and freshwater temperature of 36 °C, and an ambient
the compressed air is cooled by the scavenge air air inlet temperature of 45 °C.
cooler. The scavenge air cooler is provided with a
water mist catcher, which prevents condensated
water from being carried with the air into the scav-
enge air receiver and to the combustion chamber.
%XHAUSTæGAS
RECEIVER
%XHAUSTæVALVE
4URBOCHARGER
#YLINDERæLINER
3CAVENGEæAIR
RECEIVER
3CAVENGEæAIR
COOLER
7ATERæMIST
CATCHER
178 25 188.1
Auxiliary Blowers
2UNNINGæWITHæAUXILIARYæBLOWER
2UNNINGæWITHæTURBOCHARGER
178 44 70-5.1
The auxiliary blowers are fitted onto the main en- • The Auxiliary Blower Starter Panels control and
gine and controlled by a system comprising: protect the Auxiliary Blowers, one panel with
starter per blower. The physical layout and
1 pc Control Panel choice of components has to be decided by the
1 pc Starter Panel per Auxiliary Blower manufacturer.
2 pc Pressure Switches
• The pressure switch ‘P’ controls the run/stop
Referring to the diagram of the auxiliary blower signals, while pressure switch ‘B’ is part of the
control system, Fig. 14.02.02: auxiliary blower alarm circuit.
• The Control Panel controls the run/stop signals The control panel is yard’s supply. It can be or-
to all Auxiliary Blower Starter Panels. The Con- dered as an option: 4 55 650.
trol Panel consists of an operation panel and a
terminal row interconnected by a 1,200 mm long The starter panels with starters for the auxiliary
wire harness. blower motors are not included, they can be
ordered as an option: 4 55 653. Heaters for the
blower motors are available as an option: 4 55 155.
#ONTROLæPANEL /NæENGINE
!LARMæSYSTEM
3AFETYæSYSTEM
%NGINEæ#ONTROLæ2OOMænæ%#2
%NGINEæROOM
- - - - -
!UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR !UXILIARY -OTOR
BLOWER HEATER BLOWER HEATER BLOWER HEATER BLOWER HEATER BLOWER HEATER
513 53 301.0.0
On the operation panel, three control modes are The operation panel and terminal row have to be
available to run/stop the blowers: mounted in the Engine Control Room Manoeu-
vring Console, see section 16.01.
• AUTO – Run/stop is automatically controlled by
scavenge air pressure The control panel for the auxiliary blowers includ-
ing the operation panel, wiring harness and termi-
• MANUAL – Start of all blowers in sequence at nal row is shown in Fig. 14.02.03.
intervals of 6 sec
-!).¬%.').%
!58),)!29¬",/7%2¬#/.42/,
AUXILIARY AUXILIARY AUXILIARY
BLOWER 1 BLOWER 2 BLOWER 3
RUNNING RUNNING RUNNING
+ + +
4ERMINALæROWæTOæBEæMOUNTEDæINæ
THEæ-ANOEUVRINGæ#ONSOLE
512 36 604.0.0
Fig. 14.02.03: Control panel including operation panel, wiring harness and terminal row, option: 4 55 650
3CAVENGEæAIRæCOOLER
4)ææ 4%ææææ)
%ææ %ææ
!UXILIARYæBLOWER
4%ææææ)ææ!(ææ9( 03æææ!,
0)ææ 4%ææææ) 4)ææ
,OCALæCONTROLæ
PANEL
4)ææ 3CAVENGEæAIRæRECEIVER
03ææææ#
0)ææ
0)ææ
#YLæ
0)ææ
%XHæRECEIVER
178 50 542.0
Auxiliary blower
BV AV
178 49 535.0
The letters refer to ‘List of flanges’
The piping is delivered with and fitted onto the engine
The number of auxiliary blowers in a propulsion For typical engine configurations, the required
plant may vary depending on the actual amount of power of the auxiliary blowers as well as the in-
turbochargers as well as space requirements. stalled size of the electric motors are listed in Ta-
ble 14.04.01.
The installed power of the electric motors are based on a voltage supply of 3x440V at 60Hz.
The electric motors are delivered with and fitted onto the engine.
Table 14.04.01: Electric motor for auxiliary blower, engine with turbocharger located on aft end or exhaust side
178 59 17-1.0
Fig. 14.05.01: Air cooler cleaning pipes, shown on engine with turbocharger located on exhaust side
!+
0)
$.æMM
!IRæCOOLER
æ&RESHWATER
æFROMæHYDROPHOR !,
æ2ECIRCULATION
$.æMM
!-
$.æMM
4)
#IRCULATIONæ #HEMICAL
PUMP CLEANINGæTANK &ILTER $RAINæFROMæAIRæCOOLERæ
æMMæMESHæSIZE CLEANINGææWATERæMISTæ
CATCHERæINæAIRæCOOLER
(EATINGæCOIL
4OæFITæTHEæCHEMICAL æ3LUDGEæPUMPæSUCTION
MAKERSæREQUIREMENT No. of
cyl.
5-9
Chemical tank capacity 0.3 m3
Circulation pump capacity at 3 bar 1 m3/h
The letters refer to list of ‘Counterflanges‘
079 61 05-4.1.0c
The scavenge air box is continuously drained Drain from water mist catcher
through ‘AV’ to a small pressurised drain tank,
from where the sludge is led to the sludge tank. The drain line for the air cooler system is, during
Steam can be applied through ‘BV’, if required, to running, used as a permanent drain from the air
facilitate the draining. See Fig. 14.06.01. cooler water mist catcher. The water is led through
an orifice to prevent major losses of scavenge air.
The continuous drain from the scavenge air box The system is equipped with a drain box with a
must not be directly connected to the sludge tank level switch, indicating any excessive water level.
owing to the scavenge air pressure. The pres-
surised drain tank must be designed to withstand The system delivered with and fitted on the engine
full scavenge air pressure and, if steam is applied, is shown in Fig. 14.03.02 Scavenge air space,
to withstand the steam pressure available. drain pipes.
$ECK2OOF
$.ææMM
-INæª
$.ææMM
.ORMALLYæOPEN
"6 !6 4OæBEæCLOSEDæINæCASEæOFæFIRE
INæTHEæSCAVENGEæAIRæBOX
/RIFICEææMM
-INæDISTANCE
æMM
3TEAMæINLETæPRESSUREæçæBAR $.ææMM
)FæSTEAMæISæNOTæAVAILABLEææBARæ
COMPRESSEDæAIRæCANæBEæUSED
$.ææMM
$RAIN
TANK
.ORMALLYæCLOSED
3LUDGEæTANK 4ANKæTOæBEæEMPTIED
FORæFUELæOIL DURINGæSERVICEæWITHæ
CENTRIFUGES VALVEæOPEN
No. of cylinders
5-6 7-8
Drain tank capacity 0.4 m3 0.7 m3
The letters refer to list of ‘Counterflanges’
079 61 03-0.2.0
Fire in the scavenge air space can be extinguished The key specifications of the fire extinguishing
by steam, this being the basic solution, or, option- agents are:
ally, by water mist or CO2.
Steam fire extinguishing for scavenge air space
The external system, pipe and flange connections Steam pressure: 310 bar
are shown in Fig. 14.07.01 and the piping fitted Steam quantity, approx.: 0.8 kg/cyl.
onto the engine in Fig. 14.07.02.
Water mist fire extinguishing for scavenge air space
In the Extent of Delivery, the fire extinguishing Freshwater pressure: min. 3.5 bar
system for scavenge air space is selected by the Freshwater quantity, approx.: 0.6 kg/cyl.
fire extinguishing agent:
CO2 fire extinguishing for scavenge air space
• basic solution: 4 55 140 Steam CO2 test pressure: 150 bar
• option: 4 55 142 Water mist CO2 quantity, approx.: 1.5 kg/cyl.
• option: 4 55 143 CO2
!4 !4
$.æMM
.ORMALæPOSITION
OPENæTOæBILGE $.æMM
#/ æBOTTLES
/PTIONæ7ATERæMISTæEXTINGUISHING #/ æ
&RESHæWATERæPRESSSUREæMINææBAR
!TæLEASTæTWOæBOTTLESæOUGHTæTOæBEæINSTALLED
)NæMOSTæCASESæONEæBOTTLEæSHOULDæBEæSUFFICIENTæ
TOæEXTINGUISHæFIREæINæTHREEæCYLILNDERSæWHILEæTWOæ
ORæMOREæBOTTLESæWOULDæBEæREQUIREDæTOæEXTINGUISHæ
!4 FIREæINæALLæCYLINDERS
$.æMM 4OæPREVENTæTHEæFIREæFROMæSPREADINGæTOæTHEæNEXT
CYLINDERS æTHEæBALLçVALVEæOFæTHEæNEIGHBOURING
.ORMALæPOSITION CYLINDERS æSHOULDæBEæOPENEDæINæTHEæEVENTæOF
OPENæTOæBILGE FIREæINæONEæCYLINDER
079 61 029.0.0b
%XHAUSTæSIDE
#YLæ
-ANOEUVERINGæSIDE
4%ææææææ)æææ!(æææ9 %XTINGUISHINGæAGENT
#/æ3TEAMæORæ&RESHWATER
!4
$RAINæPIPEæBEDPLATE
/NLYæFORæSTEAMæORæFRESHWATER
126 40 81-0.6.0a
Exhaust Gas
15
MAN Diesel
MAN B&W 15.01
Page of 1
The exhaust gas is led from the cylinders to the Turbocharger arrangement and cleaning systems
exhaust gas receiver where the fluctuating pres-
sures from the cylinders are equalised and from The turbocharger can either be located on the aft
where the gas is led further on to the turbocharger end of the engine, option: 4 59 121, or on the ex-
at a constant pressure. See fig. 15.01.01. haust side of the engine, option: 4 59 123.
Compensators are fitted between the exhaust The engine is designed for the installation of the
valve housings and the exhaust gas receiver and MAN Diesel turbocharger types TCA (4 59 101),
between the receiver and the turbocharger. A pro- ABB turbocharger type TPL (4 59 102), or MHI tur-
tective grating is placed between the exhaust gas bocharger type MET (4 59 103).
receiver and the turbocharger. The turbocharger
is fitted with a pickup for monitoring and remote All makes of turbochargers are fitted with an ar-
indication of the turbocharger speed. rangement for water washing of the compressor
side, and soft blast cleaning of the turbine side,
The exhaust gas receiver and the exhaust pipes see Figs. 15.02.02, 15.02.03 and 15.02.04. Wash-
are provided with insulation, covered by steel ing of the turbine side is only applicable on MAN
plating. Diesel and ABB turbochargers.
%XHAUSTæGAS
RECEIVER
%XHAUSTæVALVE
4URBOCHARGER
#YLINDERæLINER
3CAVENGEæAIR
RECEIVER
3CAVENGEæ
AIRæCOOLER
7ATERæMIST
CATCHER
178 07 274.1
4)æææ 4)æææ
4#ææææææ)æææ!(æææ!,æææ9(æææ9,
&LANGEæCONNECTIONæ$
%XHAUSTæGASæRECEIVER
4URBOCHARGER
0)æææ 4)æææ
0)æææ 4#ææææææ)æææ!(æææ9(
æ !,æ$EVIATIONæALARM#YLINDERæ¢#
4OæSCAVENGEæAIRæRECEIVER æ 9,æ$EVIATIONæALARM#YLINDERæ¢#
Fig.15.02.01a: Exhaust gas pipes, with turbocharger located on aft end of engine, option 4 59 121
4#ææææææ)æææ!(æææ!,æææ9(æææ9, #YLæ
4OæSCAVENGEæAIRæRECEIVER
4)æææ 0)æææ
0)æææ
%XHAUSTæGASæRECEIVER
4URBOCHARGER
4)æææ
4#ææææææ)æææ!(æææ9( 34ææææææ)
&LANGEæCONNECTIONæ$
æ !,æ$EVIATIONæALARM#YLINDERæ¢#
4)æææ æ 9,æ$EVIATIONæALARM#YLINDERæ¢#
Fig. 15.02.01b: Exhaust gas pipes, with turbocharger located on exhaust side of engine, option 4 59 123
Cleaning Systems
0)æææ
!.
#OMPRESSORæCLEANING
-!.æ$IESELæ4#!æTURBOCHARGER
4OæBEDPLATEæDRAINæ!%
121 15 21-8.0.0
Fig. 15.02.02: MAN Diesel TCA turbocharger, water washing of turbine side
Cleaning Systems
0)ææææ
!.
7ATERæINLET
)NLETæVALVE
!""æ40,æ4URBOCHARGER
$RAINæCOCK
#OMPRESSORæCLEANING
7ATERæCLEANINGæNOZZLE
4OæBEDPLATEæDRAINæ!%
121 36 75-1.0.0
Fig. 15.02.03: Water washing of turbine and compressor sides for ABB, TPL turbochargers
0)ææææ
!0
$RAIN
$RYæCLEANINGæTURBINEæSIDE
126 40 93-0.2.0
At the specified MCR of the engine, the total The exhaust system for the main engine com-
backpressure in the exhaust gas system after the prises:
turbocharger (as indicated by the static pressure
measured in the piping after the turbocharger) • Exhaust gas pipes
must not exceed 350 mm WC (0.035 bar). • Exhaust gas boiler
• Silencer
In order to have a backpressure margin for the • Spark arrester (if needed)
final system, it is recommended at the design • Expansion joints (compensators)
stage to initially use a value of about 300 mm WC • Pipe bracings.
(0.030 bar).
In connection with dimensioning the exhaust gas
The actual backpressure in the exhaust gas piping system, the following parameters must be
system at specified MCR depends on the gas observed:
velocity, i.e. it is proportional to the square of the
exhaust gas velocity, and hence inversely propor- • Exhaust gas flow rate
tional to the pipe diameter to the 4th power. It has • Exhaust gas temperature at turbocharger outlet
by now become normal practice in order to avoid • Maximum pressure drop through exhaust gas
too much pressure loss in the pipings to have an system
exhaust gas velocity at specified MCR of about • Maximum noise level at gas outlet to atmos-
35 m/sec, but not higher than 50 m/sec. phere
• Maximum force from exhaust piping on
For dimensioning of the external exhaust pipe turbocharger(s)
connections, see the exhaust pipe diameters for • Sufficient axial and lateral elongation ability of
35 m/sec, 40 m/sec, 45 m/sec and 50 m/sec re- expansion joints
spectively, shown in Table 15.07.02. • Utilisation of the heat energy of the exhaust gas.
As long as the total backpressure of the exhaust Items that are to be calculated or read from tables
gas system (incorporating all resistance losses are:
from pipes and components) complies with the
abovementioned requirements, the pressure • Exhaust gas mass flow rate, temperature and max-
losses across each component may be chosen in- imum back pressure at turbocharger gas outlet
dependently, see proposed measuring points (M) • Diameter of exhaust gas pipes
in Fig. 15.05.01. The general design guidelines for • Utilisation of the exhaust gas energy
each component, described below, can be used • Attenuation of noise from the exhaust pipe outlet
for guidance purposes at the initial project stage. • Pressure drop across the exhaust gas system
• Expansion joints.
$
%XHAUSTæGASæOUTLET $ %XHAUSTæGASæOUTLET
TOæTHEæATMOSPHERE TOæTHEæATMOSPHERE
%XHAUSTæGASæ
%XHAUSTæGASæ
SILENCER
SILENCER
$
$
3LIDEæSUPPORT %XHAUSTæGASæ
%XHAUSTæGASæ BOILER
3LIDEæSUPPORT BOILER
&IXEDæSUPPORT
&IXEDæSUPPORT $
$ %XHAUSTæGASæCOMPENSATOR
$
%XHAUSTæGASæCOMPENSATOR
4RANSITIONæPIECE
4URBOCHARGERæGAS
OUTLETæFLANGE $
-AINæENGINEæWITH
TURBOCHARGERæONæAFTæEND -AINæENGINEæWITHæTURBOCHARGERS
ONæEXHAUSTæSIDE
Fig. 15.04.01a: Exhaust gas system, one turbocharger Fig. 15.04.01b: Exhaust gas system, two or more TCs
When dimensioning the compensator (option: Engine plants are usually designed for utilisation of
4 60 610) for the expansion joint on the turbochar- the heat energy of the exhaust gas for steam pro-
ger gas outlet transition piece (option: 4 60 601) duction or for heating the thermal oil system. The
the exhaust gas piece and components, are to be exhaust gas passes an exhaust gas boiler which is
so arranged that the thermal expansions are ab- usually placed near the engine top or in the funnel.
sorbed by expansion joints. The heat expansion of
the pipes and the components is to be calculated It should be noted that the exhaust gas tempera-
based on a temperature increase from 20 °C to ture and flow rate are influenced by the ambient
250 °C. The max. expected vertical, transversal conditions, for which reason this should be con-
and longitudinal heat expansion of the engine sidered when the exhaust gas boiler is planned. At
measured at the top of the exhaust gas transition specified MCR, the maximum recommended pres-
piece of the turbocharger outlet are indicated in sure loss across the exhaust gas boiler is normally
Fig. 15.06.01 and Table 15.06.02 as DA, DB and DC. 150 mm WC.
The movements stated are related to the engine This pressure loss depends on the pressure losses
seating, for DC, however, to the engine centre. The in the rest of the system as mentioned above.
figures indicate the axial and the lateral movements Therefore, if an exhaust gas silencer/spark ar-
related to the orientation of the expansion joints. rester is not installed, the acceptable pressure loss
across the boiler may be somewhat higher than the
The expansion joints are to be chosen with an elas- max. of 150 mm WC, whereas, if an exhaust gas
ticity that limits the forces and the moments of the silencer/spark arrester is installed, it may be neces-
exhaust gas outlet flange of the turbocharger as sary to reduce the maximum pressure loss.
stated for each of the turbocharger makers in Table
15.06.04. The orientation of the maximum permis- The above mentioned pressure loss across the
sible forces and moments on the gas outlet flange exhaust gas boiler must include the pressure
of the turbocharger is shown in Fig. 15.06.03. losses from the inlet and outlet transition pieces.
The exhaust gas noise data is valid for an exhaust
.2
For each doubling of the distance, the noise level æK
#ENTREæFREQUENCIESæOFæOCTAVEæBAND
æK æK æK(Z
The exhaust gas back pressure after the turbo Exhaust gas velocity (v)
charger(s) depends on the total pressure drop in
the exhaust gas piping system. In a pipe with diameter D the exhaust gas velocity is:
Mass density of exhaust gas (ρ) where ∆p incorporates all pipe elements and
components etc. as described:
ρ ≅ 1.293 x ______
273
273
+T
x 1.015 in kg/m3
∆pM has to be lower than 350 mm WC.
The factor 1.015 refers to the average backpres-
sure of 150 mm WC (0.015 bar) in the exhaust gas (At design stage it is recommended to use max.
system. 300 mm WC in order to have some margin for
fouling).
a a
60 b
Changeover valves 90 R = D ζ = 0.28
90 R = 1.5D ζ = 0.20
c Changeover valve D
R = 2D ζ = 0.17
of type with con- R
stant cross section
ζa = 0.6 to 1.2
60
20 ζb = 1.0 to 1.5 R = D ζ = 0.16
a b
ζc = 1.5 to 2.0 R = 1.5D ζ = 0.12
D
R
R = 2D ζ = 0.11
Changeover valve
of type with volume
ζa = ζb = about 2.0 30
ζ = 0.05
D
M
90
p Spark
arrester D
M
R = D ζ = 0.45
R
R = 1.5D ζ = 0.35
R = 2D ζ = 0.30
p2 Silencer
45
ptc
M
D
M ζ = 0.14
Exhaust
p3 gas boiler
M
Outlet from ζ = 1.00
top of exhaust
gas uptake
Mtc Mtc
Inlet (from
T/C turbocharger) ζ = – 1.00
M: Measuring points
178 32 091.0 178 06 853.0
$!
!FT #YLæ
$#
078 87 11-1.0.0a
DA: Max. movement of the turbocharger flange in the vertical direction
DC: Max. movement of the turbocharger flange in the longitudinal direction
Fig. 15.06.01a: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on aft end
Table 15.06.02a: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on aft end
$!
$"
$"
$#
Fig. 15.06.01b: Vectors of thermal expansion at the turbocharger exhaust gas outlet flange, TC on exhaust side
Table 15.06.02b: Max. expected movements of the exhaust gas flange resulting from thermal expansion, TC on exhaust side
-!.æ$IESEL !""æ40,
& &
- - - -
-ITSUBISHI
& - -
& &
078 38 48-6.2.0
Fig. 15.06.03: Forces and moments on the turbochargers’ exhaust gas outlet flange
Turbocharger M1 M3 F1 F2 F3
Make Type Nm Nm N N N
TCR22 7,700 3,800 10,200 10,200 5,000
MAN Diesel
TCA55 3,400 6,900 9,100 9,100 4,500
TPL69 3,700 3,700 7,500 7,000 7,000
ABB
TPL73 5,500 5,500 9,500 9,000 9,000
MET42 3,400 1,700 5,800 2,000 1,800
MHI
MET53 4,900 2,500 7,300 2,600 2,300
Table 15.06.04: The max. permissible forces and moments on the turbocharger’s gas outlet flanges
The exhaust gas pipe diameters listed in Table The exhaust gas velocities and mass flow listed
15.07.02 are based on the exhaust gas flow ca- apply to collector pipe D4. The table also lists the
pacity according to ISO ambient conditions and diameters of the corresponding exhaust gas pipes
an exhaust gas temperature of 250 ºC. D0 for various numbers of turbochargers installed.
%XPANSIONæJOINT
OPTIONæææ
$ $
$ $
$
&IXEDæPOINT
$
%XPANSIONæJOINT
OPTIONæææ
4RANSITIONæPIECE 4RANSITIONæPIECE
OPTIONæææ OPTIONæææ
#ENTREæLINEæTURBOCHARGER #ENTREæLINEæTURBOCHARGER
Fig. 15.07.01a: Exhaust pipe system, with turbocharger Fig. 15.07.01b: Exhaust pipe system, with single turbo-
located on exhaust side of engine, option: 4 59 123 charger located on aft end of engine, option: 4 59 121
Table 15.07.02: Exhaust gas pipe diameters and exhaust gas mass flow at various velocities
16
MAN Diesel
MAN B&W 16.01
Page of 6
The Engine Control System for the ME-B engine is Engine Side Console (ESC)
prepared for conventional remote control, having In normal operating the engine can be controlled
an interface to the Bridge Control system and the from either the bridge or from the engine control
Engine Side Console (ESC). room.
The layout of the Engine Control System is shown Alternatively, the Engine Side Console can be ac-
in Fig. 16.01.01, the mechanicalhydraulic system tivated.
is shown in Fig. 16.01.02, and the pneumatic sys-
tem, shown in Fig. 16.01.03. The layout of the Engine Side Console includes
the components indicated in the manoeuvring
diagram, shown in Fig. 16.01.04. The console and
Main Operating Panel (MOP) an electronic speed setting device is located on
In the engine control room a MOP screen is lo- the camshaft side of the engine.
cated, which is a Personal Computer with a touch
screen as well as a trackball from where the engi-
neer can carry out engine commands, adjust the Hydraulic Power Supply (HPS)
engine parameters, select the running modes, and The purpose of the HPS unit is to deliver the
observe the status of the control system. necessary high pressure hydraulic oil flow to the
hydraulic cylinder units (HCU) on the engine at
A conventional marine approved PC is also lo- the required pressure (approx. 300 bar) during
cated in the engine control room serving as a startup as well as in normal service.
backup unit for the MOP.
As hydraulic medium, normal lubricating oil is
used, and it is in the standard execution taken
Engine Interface Control Unit (EICU) from the main lubricating oil system of the engine.
The EICU installed in the engine control room per-
form such tasks as interface with the surrounding Hydraulic power is supplied by two electrically
control systems, See Fig. 16.01.01. driven pumps. The pumps are of the variable dis-
placement type and are the same size. The dis-
placement of the pumps is hydraulically controlled
Cylinder Control Unit (CCU) to meet the pressure set point from the ECS.
The control system includes one CCU per one or
two cylinders. The CCU controls the electronic The sizes and capacities of the HPS unit depend
fuel Valve Activitation (ELFI), in accordance with on the engine type. Further details about the lu-
the commands received from the ECS. bricating oil/hydraulic oil system can be found in
Chapter 8.
All the CCUs are identical, and in the event of a
failure of a CCU for two cylinders only these cylin-
ders will automatically be put out of operation.
/Næ"RIDGE
"RIDGEæ0ANEL
)Næ%NGINEæ#ONTROLæ2OOM
%)#5
)Næ%NGINEæ2OOM/Næ%NGINE
%3#
##5æ ##5æN
0RESSURE
0RESSURE
"OOSTER
"OOSTER
0RESSURE
0RESSURE
"OOSTER
"OOSTER
(#5æCYLæ (#5æCYLæMN
- 05-0æ
- 05-0æ
(03
-0#æçæ-ULTIæ0URPOSEæ#ONTROLLER
%)#5æçæ%NGINEæ)NTERFACEæ#ONTROLæ5NITæ-0#
##5æçæ#YLINDERæ#ONTROLæ5NITæ-0#
-/0æçæ-AINæ/PERATINGæ0ANEL
#2!.+3(!&4
(03æçæ(YDRAULICæ0OWERæ3UPPLY
0/3)4)/.
#03æçæ#RANKSHAFTæ0OSITIONæ3ENSORS
3%.3/23æ çæ#03
%3#æçæ%NGINEæ3IDEæ#ONSOLE
!,3æçæ!LPHAæ,UBRICATORæ3YSTEM
ææææææææçæ!CTUATOR
178 55 62-2.0
&UELæVALVES
(IGHæPRESSUREæPIPES
&UELæPUMPæ
&UELæINJECTION
&UELæOILæINLET PLUNGERæ
8
&UELæOILæOUTLET
&
) :4ææææææææææ#
0OS
&UELæOILæDRAIN
!$
5MBRELLAæSEALING
(YDRAULICæPISTONæ
$ISTRIBUTORæBLOCK
ææ-%æLUBRICATOR ,3ææææææææææ#
:6ææææææææææ#
:4ææææææææææ#
(YDRAULICæ0OWERæ3UPPLYæUNIT
3AFETYæBLOCK 04ææææææææææææ#
04ææææææææææææ#
- -
04ææææææææææ:, 04ææææææææææ:,
&ILTERæUNITæ
8#ææææææææ!,ææ
"ACKçFLUSHINGæOIL
27
-AINæFILTER
%NGINEæLUBRæOIL
,UBEæOILæINLETæTOæENGINE
25
3CHEMATICæMECHANICALçHYDRAULICæSYSTEM 178 55 63-4.0
Fig. 16.01.02: Mechanicalhydraulic System with Hydraulic Power Supply Unit on Engine
Instrumentation
Chapter 18 in the Project Guide for the specific
engine type includes lists of instrumentation for:
Starting air
Ahead position
Astern position
26 ZS 1117 C
1 3 12
2 1 57
1 2 2
Ø16x2
Ø16x2
4 117 31
12 2
55 50 56
4 2 27
Starting air 14
distributor
51 3
Starting
valve
Ø16x2
MAN Diesel
R A PS 1130 C 4 Stop 4 1
Turning gear
5 Start
178 55 68-3.0
198 51 84-2.0
Page of 6
16.01
MAN B&W
Vibration Aspects
17
MAN Diesel
MAN B&W 17.01
Page of 1
C C
Vibration Aspects
The vibration characteristics of the twostroke low A
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 sour
ces can be minimised or fully compensated. B
300
50MC
250
60MC 5n
od
70MC
200 e
80MC
90MC 150
4 no
de
100
3 nod
e
50
2 node
dwt
178 06 924.1
Fig. 17.02.01: Statistics of vertical hull vibrations in tankers and bulk carriers
The 2nd order moment acts only in the vertical 1) No compensators, if considered unnecessary
direction. Precautions need only to be considered on the basis of natural frequency, nodal point
for 5 and 6-cylinder engines in general. and size of the 2nd order moment.
Resonance with the 2nd order moment may oc- 2) A compensator mounted on the aft end of the
cur in the event of hull vibrations with more than engine, driven by chain, option: 4 4 31 233
3 nodes. Contrary to the calculation of natural (ME/ME-C/ME-GI except type 50 as well as
frequency with 2 and 3 nodes, the calculation of type 60 with TC on aft end) while not applica-
the 4 and 5-node natural frequencies for the hull ble for ME-B.
is a rather comprehensive procedure and often
not very accurate, despite advanced calculation 3) A compensator mounted on the fore end,
methods. driven from the crankshaft through a separate
chain drive, option: 4 31 243 (ME/ME-C/ME-GI
A 2nd order moment compensator comprises two except type 50) while not applicable for ME-B.
counterrotating masses running at twice the en-
gine speed. 2nd order moment compensators are As standard, the compensators reduce the exter-
not included in the basic extent of delivery. nal 2nd order moment to a level as for a 7-cylinder
engine or less.
Several solutions are available to cope with the
2nd order moment, as shown in Fig. 17.03.02, out Briefly speaking, solution 1) is applicable if the
of which the most cost efficient one can be cho- node is located far from the engine, or the engine
sen in the individual case, e.g.: is positioned more or less between nodes. Solu-
tion 2) or 3) should be considered where one of
the engine ends is positioned in a node or close
to it, since a compensator is inefficient in a node
or close to it and therefore superfluous.
If it is decided not to use chain driven moment • The decision whether or not to install compen-
compensators and, furthermore, not to prepare sators can be taken at a much later stage of a
the main engine for compensators to be fitted project, since no special version of the engine
later, another solution can be used, if annoying structure has to be ordered for the installation.
vibrations should occur: An electrically driven
moment compensator synchronised to the cor- • No preparation for a later installation nor an ex-
rect phase relative to the external force or mo- tra chain drive for the compensator on the fore
ment can neutralise the excitation. end of the engine is required. This saves the
cost of such preparation, often left unused.
This type of compensator needs an extra seating
fitted, preferably, in the steering gear room where • Compensators could be retrofit, even on ships
vibratory deflections are largest and the effect of in service, and also be applied to engines with a
the compensator will therefore be greatest. higher number of cylinders than is normally con-
sidered relevant, if found necessary.
The electrically driven compensator will not give
rise to distorting stresses in the hull, but it is more • The compensator only needs to be active at
expensive than the engine-mounted compensa- speeds critical for the hull girder vibration. Thus,
tors. It does, however, offer several advantages it may be activated or deactivated at specified
over the engine mounted solutions: speeds automatically or manually.
• When placed in the steering gear room, the • Combinations with and without moment com-
compensator is not as sensitive to the position- pensators are not required in torsional and axial
ing of the node as the compensators 2) and 3) vibration calculations, since the electrically
mentioned in Section 17.02. driven moment compensator is not part of the
mass-elastic system of the crankshaft.
178 57 45-6.0
Fig. 17.03.01: MAN Diesel 1st or 2nd order electrically driven moment compensator, separately mounted,
option: 4 31 605.
-OMENTæCOMPENSATOR #OMPENSATINGæMOMENT
!FTæENDæOPTIONæææ &#æXæ,NODE
OUTBALANCESæ-6
-6
.ODEæ!&4
&#
,NODE
-OMENTæFROMæCOMPENSATOR
-#æREDUCESæ-6
-OMENTæCOMPENSATOR
&OREæENDæOPTIONæææ -6
-#
%LECTRICæDRIVENæMOMENTæCOMPENSATOR
#OMPENSATINGæMOMENT
&$æXæ,NODE
OUTBALANCESæ-6
#ENTREæLINE
CRANKSHAFT -6
&$
.ODEæ!FT
æANDæçNODEæVERTICALæHULLæGIRDERæMODE
, N
$ OD
æ.ODE E
æ.ODE
178 27 104.1
Fig. 17.03.02: Compensation of 2nd order vertical external moments
To evaluate if there is a risk that 1st and 2nd or- Based on service experience from a great number
der external moments will excite disturbing hull of large ships with engines of different types and
vibrations, the concept Power Related Unbal- cylinder numbers, the PRUvalues have been
ance (PRU) can be used as a guidance, see Table classified in four groups as follows:
17.04.01 below.
PRU Nm/kW Need for compensator
___________
PRU = External moment
Nm/kW 0 - 60 Not relevant
Engine power
60 - 120 Unlikely
With the PRUvalue, stating the external moment 120 - 220 Likely
relative to the engine power, it is possible to give 220 - Most likely
an estimate of the risk of hull vibrations for a spe-
cific engine.
{ }
nA 2
MA = M1 x __
n kNm
1
4OPæBRACINGæLEVEL
-IDDLEæPOSITIONæOFæGUIDEæPLANE
,Z ,Z $IST8
-(
, , #YL8 -X
#RANKSHAFTæCENTREæLINE
,X ,X %NGINEæSEATINGæLEVEL
: 8
178 06 816.3
The socalled guide force moments are caused We recommend using the hydraulic top bracing
by the transverse reaction forces acting on the which allow adjustment to the loading conditions
crossheads due to the connecting rod/cranskahft of the ship. Mechanical top bracings with stiff
mechanism. These moments may excite engine connections are available on request.
vibrations, moving the engine top athwartships
and causing a rocking (excited by Hmoment) or With both types of top bracing abovementioned
twisting (excited by Xmoment) movement of the natural frequency will increase to a level where res-
engine as illustrated in the above figure. onance will occur above the normal engine speed.
Details of the top bracings are shown in Chapter 05.
The guide force moments corresponding to the
MCR rating (L1) are stated in Table 17.07.01. Definition of Guide Force Moments
Top bracing Over the years it has been discussed how to de-
fine the guide force moments. Especially now that
The guide force moments are harmless except complete FEMmodels are made to predict hull/
when resonance vibrations occur in the engine/ engine interaction, the propeller definition of these
double bottom system. moments has become increasingly important.
As this system is very difficult to calculate with the Htype Guide Force Moment (MH)
necessary accuracy MAN Diesel strongly recom-
mend, as standard, that top bracing is installed Each cylinder unit produces a force couple con-
between the engine’s upper platform brackets sisting of:
and the casing side.
1. A force at crankshaft level.
The vibration level on the engine when installed in
the vessel must comply with MAN Diesel vibration 2. Another force at crosshead guide level. The
units as stated in Fig. 17.05.02. position of the force changes over one revo-
lution as the guide shoe reciprocates on the
guide.
,IMITS¬VALID¬FOR¬SINGLE¬ORDER¬HARMONICS
M
æM
M
æ
XææMMS
)))
æ æ
M
M
S
ææææMMS
M
æM
æ ç
¢MMS
T
EN
EM
))
¢
AC
M
PL
S
IS
M
$
M
¢
¢MMS
M
M
¢
6ELOCITY ) æ æ
M
M
S
æMMS
M
æM
æ ç
!C
CE
LE
RA
TIO
N¬
æ æ
M
M
S
æMMS
M
æM
æç
XæçæMMS
æCMIN
æM æ æ
M M
S M
S
:ONEææ !CCEPTABLE
:ONEææ 6IBRATIONæWILLæNOTæDAMAGEæTHEæMAINæENGINEæHOWEVER
æ UNDERæADVERSEæCONDITIONSæANNOYINGHARMFULæVIBRATION
æ RESPONSESæMAYæAPPEARæINæTHEæCONNECTEDæSTRUCTURES
:ONEææ .OTæACCEPTABLE
078 81 27-6.0
As the deflection shape for the Htype is equal The Xtype guide force moment is then defined
for each cylinder the Nth order Htype guide force as:
moment for an Ncylinder engine with regular fir-
ing order is: MX = ‘BiMoment’/L kNm
N x MH(one cylinder) For modelling purpose the size of the four (4) forc-
es can be calculated:
For modelling purposes the size of the forces in
the force couple is: Force = MX /L X [kN]
where L is the distance between crankshaft level L X is the horizontal length between ‘force points’
and the middle position of the crosshead guide
(i.e. the length of the connecting rod.) Similar to the situation for the Htype guide force
moment, the forces may be applied in positions
As the interaction between engine and hull is at suitable for the FEM model of the hull. Thus the
the engine seating and the top bracing positions, forces may be referred to another vertical level L Z
this force couple may alternatively be applied in above crankshaft centre line. These forces can be
those positions with a vertical distance of (L Z). calculated as follows:
Then the force can be calculated as:
M xL
ForceZ = MH/L Z [kN] ForceZ, one point = _____
Lxx L
[kN]
Axial Vibrations
When the crank throw is loaded by the gas pres- The socalled QPT (Quick Passage of a barred
sure through the connecting rod mechanism, the speed range Technique), is an alternative to a
arms of the crank throw deflect in the axial direction torsional vibration damper, on a plant equipped
of the crankshaft, exciting axial vibrations. Through with a controllable pitch propeller. The QPT could
the thrust bearing, the system is connected to the be implemented in the governor in order to limit
ship’s hull. the vibratory stresses during the passage of the
barred speed range.
Generally, only zeronode axial vibrations are of
interest. Thus the effect of the additional bending The application of the QPT, option: 4 31 108, has to
stresses in the crankshaft and possible vibrations be decided by the engine maker and MAN Diesel
of the ship`s structure due to the reaction force in based on final torsional vibration calculations.
the thrust bearing are to be considered.
Sixcylinder engines, require special attention.
An axial damper is fitted as standard on all engines, On account of the heavy excitation, the natural
minimising the effects of the axial vibrations (4 31 111). frequency of the system with one-node vibration
should be situated away from the normal operat-
ing speed range, to avoid its effect. This can be
Torsional Vibrations achieved by changing the masses and/or the stiff-
ness of the system so as to give a much higher, or
The reciprocating and rotating masses of the en- much lower, natural frequency, called undercritical
gine including the crankshaft, the thrust shaft, the or overcritical running, respectively.
intermediate shaft(s), the propeller shaft and the
propeller are for calculation purposes considered Owing to the very large variety of possible shaft-
as a system of rotating masses (inertias) intercon- ing arrangements that may be used in combina-
nected by torsional springs. The gas pressure of tion with a specific engine, only detailed torsional
the engine acts through the connecting rod mech- vibration calculations of the specific plant can
anism with a varying torque on each crank throw, determine whether or not a torsional vibration
exciting torsional vibration in the system with dif- damper is necessary.
ferent frequencies.
Undercritical running
In general, only torsional vibrations with one and
two nodes need to be considered. The main The natural frequency of the one-node vibration
critical order, causing the largest extra stresses is so adjusted that resonance with the main criti-
in the shaft line, is normally the vibration with cal order occurs about 3545% above the engine
order equal to the number of cylinders, i.e., six speed at specified MCR.
cycles per revolution on a six cylinder engine.
This resonance is positioned at the engine speed Such undercritical conditions can be realised by
corresponding to the natural torsional frequency choosing a rigid shaft system, leading to a rela-
divided by the number of cylinders. tively high natural frequency.
The torsional vibration conditions may, for certain The characteristics of an undercritical system are
installations require a torsional vibration damper, normally:
option: 4 31 105. • Relatively short shafting system
• Probably no tuning wheel
Based on our statistics, this need may arise for • Turning wheel with relatively low inertia
the following types of installation: • Large diameters of shafting, enabling the use of
• Plants with controllable pitch propeller shafting material with a moderate ultimate ten-
• Plants with unusual shafting layout and for spe- sile strength, but requiring careful shaft align-
cial owner/yard requirements ment, (due to relatively high bending stiffness)
• Plants with 8cylinder engines. • Without barred speed range
Critical Running
When running undercritical, significant varying Torsional vibrations in overcritical conditions may,
torque at MCR conditions of about 100150% of in special cases, have to be eliminated by the use
the mean torque is to be expected. of a torsional vibration damper.
This torque (propeller torsional amplitude) induces Overcritical layout is normally applied for engines
a significant varying propeller thrust which, under with more than four cylinders.
adverse conditions, might excite annoying longi-
tudinal vibrations on engine/double bottom and/or Please note:
deck house. We do not include any tuning wheel or torsional
vibration damper in the standard scope of supply,
The yard should be aware of this and ensure that as the proper countermeasure has to be found af-
the complete aft body structure of the ship, in- ter torsional vibration calculations for the specific
cluding the double bottom in the engine room, is plant, and after the decision has been taken if and
designed to be able to cope with the described where a barred speed range might be acceptable.
phenomena.
For further information about vibration aspects,
please refer to our publications:
Overcritical running
An Introduction to Vibration Aspects
The natural frequency of the onenode vibration
is so adjusted that resonance with the main criti- Vibration Characteristics of Two-stroke Engines
cal order occurs about 3070% below the engine
speed at specified MCR. Such overcritical con- The publications are available at
ditions can be realised by choosing an elastic www.mandiesel.com under
shaft system, leading to a relatively low natural ‘Quicklinks’ → ‘Technical Papers’
frequency.
No of cylinder : 5 6 7 8
a) 1st order moments are, as standard, balanced so as to obtain equal values for horizontal and vertical moments for all
cylinder numbers.
Table 17.07.01
18
MAN Diesel
MAN B&W 18.01
Page of 1
• CoCoS system
type EDS online, option: 4 09 660
On the MEengines, the mechanical indicator sys- mounted on the indicator valve. The transducer
tem is replaced by a Pressure Analyser System is moved from one cylinder to another in order to
for measurement of the cylinder combustion pres- complete measurements on all cylinders.
sure.
The crankshaft position is determined by means
The PMI pressure analyser systems measures the of the same trigger system as for the engine con-
engine’s main parameters, such as cylinder pres- trol system.
sure, scavenge air pressure, engine speed etc.
enabling the engineer to run the diesel engine at The PMI system compensates automatically for
its optimum performance. the twisting experienced by each section of the
crankshaft due to the torque generated at differ-
This system gets its data from a high performance ent loads.
piezoelectric pressure transducer which is to be
0RESSUREæTRANSDUCER
0-)æCONTOLLERæBOX
*UNCTIONæBOX
)NDICATORæCOCK
#YLINDERæCOVER
æ3UPPLY
æ6æ$#æM!
0RINTER
)NTERMEDIATEæBOX
0#
/THERæEQUIPMENT
23 23 &ORE
"RACKETæMOUNTINGæOFæENCODER
!NGLEæENCODER
#ONVERTERæBOX
#/.42/,æ2//- %.').%æ2//-
æ#ABLEæDELIVEREDæBYæ9ARD
178 59 577.0
PMI PMI
MasterUnit Slave Unit
Scavenge Air 24V DC
Pressure Sensor Power Supply
Trigger Pulses
SC1 from Crank Angle
Pickup, Angle
Calibration Box Encoder, etc.
CJB
with 8m cable
CA7 Abbreviations:
CA: Charge Amplifier
SC: Signal Conditioner
Cyl.7 Cyl: Engine Cylinder Sensor
CJB: Calibration Junction Box
178 51 477.0
CoCoS Systems
CoCoSEDS
Sensors required for the CoCoS-EDS online engine performance analysis, option: 4 75 129, see Table
18.03.01. All pressure gauges are measuring relative pressure, except for ‘PT 8802 Ambient pressure’.
General data
ZT 8801 Turbocharger speed T/C rpm 1 rpm
PT 8802 Ambient pressure 1 900 1,100 mbar 1 mbar Absolute!
ZT 4020 Engine speed 1 rpm 0.1 rpm 1)
XC 8810 Governor index (relative) 1 % 0.1 % 1)
– Power take off/in from main engine shaft 1 kW 1 kW With option
(PTO/PTI) installed
Pressure measurement
XC1401 Mean Indicated Pressure, MIP Cyl. bar 0.01 bar 2)
XC1402 Maximum Pressure, Pmax Cyl. bar 0.1 bar 2)
XC1403 Compression Pressure, Pcomp Cyl. bar 0.1 bar 2)
– PMI online engine speed Cyl. rpm 0.1 rpm 2)
The shut down system must be electrically sepa- Alarm, slow down and remote indication sensors
rated from other systems by using independent
sensors, or sensors common for the alarm system The International Association of Classification So-
but with galvanically separated electrical circuits, cieties (IACS) indicates that a common sensor can
i.e. one sensor with two sets of electrically inde- be used for alarm, slow down and remote indica-
pendent terminals. The list of sensors are shown tion.
in Table 18.04.04.
A general view of the alarm, slow down and shut
down systems is shown in Fig. 18.04.01.
Attended Machinery Space (AMS)
Tables 18.04.02 and 18.04.03 show the require-
The basic safety system for a MAN Diesel engine ments by MAN Diesel for alarm and slow down
is designed for Attended Machinery Space and and for UMS by the classification societies (Class),
comprises the temperature sensors and pressure as well as IACS’ recommendations.
sensors that are specified in the ‘MAN Diesel’ col-
umn for shut down in Table 18.04.04. The number of sensors to be applied to a specific
plant for UMS is the sum of requirements of the
These sensors are included in the basic scope of classification society, the Buyer and MAN Diesel.
supply (option: 4 75 124) and are also included for
UMS. If further analogue sensors are required, they can
be ordered as option: 4 75 128.
Unattended Machinery Space (UMS) The slow down functions are designed to safe-
guard the engine components against overloading
In the ‘Extent of Delivery’ an asterisk (*) marks during normal service conditions and to keep the
items normally required for plants designed for ship manoeuvrable if fault conditions occur.
UMS including the sensors for alarm and slow
down, option: 4 75 127, but not those for shut The slow down sequence must be adapted to the
down. actual plant parameters, such as for FPP or CPP,
engine with or without shaft generator, and to the
The shut down and slow down panels can be or- required operating mode.
dered as options: 4 75 610, 4 75 614 or 4 75 615
whereas the alarm panel is yard’s supply, as it
normally includes several other alarms than those
for the main engine.
The figure shows the concept approved by all One common power supply might be used, in-
classification societies. stead of the three indicated, provided that the
systems are equipped with separate fuses.
The shut down panel and slow down panel can be
combined for some makers.
2EQUIREDæBY
2EMOTE "INARYæSENSOR CLASSIFICATIONæ
INDICATION SOCIETYæAND
-!.æ$IESEL
!NALOGæSENSOR
OPTIONæææ
!DDITIONALæSENSORS
"INARYæSENSOR OPTION
ææ
!NALOGæSENSOR OR
ææ
/UTPUTæSIGNALS
3HUTæDOWN
0OWERæSUPPLYæ PANEL
"INARYæSENSORS
)NCLUDEDæIN
OPTIONæææ
!NALOGæSENSORS
0OWERæSUPPLYæ
178 30 100.5
Fig. 18.04.01: Panels and sensors for alarm and safety systems
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Lubricating oil
1 1 1 1 1 1 1 1 1 1 1 PT 8103 AL Lubricating oil inlet to turbocharger/turbocharger
1 1 1 1 1 1 1 1 1 1 1 1 TE 8106 AH Thrust bearing segment
1 1 1 1 1 1 1 1 1 1 1 1 PT 8108 AL Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 1 TE 8112 AH Lubricating oil inlet to main engine
1 1 1 1 1 1 1 1 1 1 1 TE 8113 AH Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 1 FS 8114 AL Piston cooling oil outlet/cylinder
1 1 1 1 1 1 1 1 1 1 TE 8117 AH Turbocharger lubricating oil outlet from
turbocharger/turbocharger 2)
1 TE 8123 AH Main bearing oil outlet temperature/main bearing
(S40/35ME-B9 only)
1 XC 8126 AH Bearing wear (All types except S40/35ME-B9)
1 XS 8127 A Bearing wear detector failure (All types except S50-
35ME-B)
1 1 1 1 1 PDS 8140 AH Lubricating oil differential pressure – cross filter
1 XS 8150 AH Water in lubricating oil
1 XS 8151 AH Water in lubricating oil – too high
1 XS 8152 A Water in lubricating oil sensor not ready
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Cooling water
1 1 1 1 1 1 1 1 1 1 1 1 PT 8401 AL Jacket cooling water inlet
1 PDS/PDT Jacket cooling water across engine; to be calculated
8403 AL in alarm system from sensor no. 8402 and 8413
1 1 TE 8407 AL Jacket cooling water inlet
1 1 1 1 1 1 1 1 1 1 1 1 TE 8408 AH Jacket cooling water outlet, cylinder
1 PT 8413 I Jacket cooling water outlet, common pipe
1 1 1 1 1 1 1 1 1 1 1 PT 8421 AL Cooling water inlet air cooler
1 1 TE 8422 AH Cooling water inlet air cooler/air cooler
Compressed air
1 1 1 1 1 1 1 1 1 1 1 PT 8501 AL Starting air inlet to main starting valve
1 1 1 1 1 1 1 1 1+ 1 1 1 PT 8503 AL Control air inlet and finished with engine
1 1 PT 8505 AL Air inlet to air cylinder for exhaust valve
Scavenge air
1 1 1 PS 8604 AL Scavenge air, auxiliary blower, failure (Only ME-B)
1 1 1 1÷ 1 TE 8609 AH Scavenge air receiver
1 1 1 1 1 1 1 1 1 1 1 1 TE 8610 AH Scavenge air box – fire alarm, cylinder/cylinder
1 1 1 1 1 1 1 1 1 1 1 LS 8611 AH Water mist catcher – water level
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Miscellaneous
1 ZT 8801 AH Turbocharger overspeed
1 WT 8805 AH Vibration of turbocharger
1 WT 8812 AH Axial vibration monitor 2)
1 1 1 1 1 1 1 1 1 1 1 XS 8813 AH Oil mist in crankcase/cylinder
1 1 XS 8814 AL Oil mist detector failure
1 XC 8816 I Shaftline earthing device
(1) May be combined with TC 8702 AH where turbocharger is mounted directly on the exhaust manifold.
Alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.04: Shut down functions for AMS and UMS
Shut down for AMS and UMS – Class and MAN Diesel requirements
MAN Diesel
RINA
IACS
Sensor and
CCS
DNV
ABS
NK
KR
RS
GL
BV
LR
Or alarm for overheating of main, crank and crosshead bearings, option: 4 75 134.
See also Table 18.04.03: Slow down functions for UMS
* Or slow down
The members of the International Association of Classification Societies, IACS, have agreed that the stated sensors are
their common recommendation, apart from each class’ requirements.
Table 18.04.04: Shut down functions for AMS and UMS, option: 4 75 124
Local Instruments
The basic local instrumentation on the engine, options: 4 70 119 comprises thermometers, pressure gaug-
es and other indicators located on the piping or mounted on panels on the engine. The tables 18.05.01a, b
and c list those as well as sensors for slow down, alarm and remote indication, option: 4 75 127.
Fuel oil
TI 8005 TE 8005 Fuel oil, inlet engine
Lubricating oil
TI 8106 TE 8106 Thrust bearing segment
TE/TS 8107 Thrust bearing segment
TI 8112 TE 8112 Lubricating oil inlet to main engine
TI 8113 TE 8113 Piston cooling oil outlet/cylinder
TI 8117 TE 8117 Lubricating oil outlet from turbocharger/turbocharger
(depends on turbocharger design)
TE 8123 Main bearing oil outlet temperature/main bearing (S40/35ME-B9 only)
Scavenge air
TI 8605 TE 8605 Scavenge air before air cooler/air cooler
TI 8608 TE 8608 Scavenge air after air cooler/air cooler
TI 8609 TE 8609 Scavenge air receiver
TE 8610 Scavenge air box – fire alarm, cylinder/cylinder
Lubricating oil
PI 8103 PT 8103 Lubricating oil inlet to turbocharger/turbocharger
PI 8108 PT 8108 Lubricating oil inlet to main engine
PS/PT 8109 Lubricating oil inlet to main engine and thrust bearing
PDS 8140 Lubricating oil differential pressure – cross filter
Compressed air
PI 8501 PT 8501 Starting air inlet to main starting valve
PI 8503 PT 8503 Control air inlet
PT 8505 Air inlet to air cylinder for exhaust valve
Scavenge air
PI 8601 PT 8601 Scavenge air receiver (PI 8601 instrument same as PI 8706)
PDI 8606 PDT 8606 Pressure drop of air across cooler/air cooler
PDT 8607 Pressure drop across blower filter of turbocharger (ABB turbochargers only)
PI 8613 Pressure compressor spiral housing/turbocharger
PDI 8614 Pressure drop across compressor spiral housing
Exhaust gas
PI 8706 Exhaust gas receiver/Exhaust gas outlet turbocharger
Miscellaneous functions
PI 8803 Air inlet for dry cleaning of turbocharger
PI 8804 Water inlet for cleaning of turbocharger
Table 18.05.01b: Local pressure gauges on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Fuel oil
LS 8006 Leakage from high pressure pipes
Lubricating oil
FS 8114 Piston cooling oil outlet/cylinder
XC 8126 Bearing wear (All types except S40/35ME-B9)
XS 8127 Bearing wear detector failure (All types except S50-35ME-B)
XS 8150 Water in lubricating oil
XS 8151 Water in lubricating oil – too high
XS 8152 Water in lubricating oil sensor not ready
Scavenge air
LS 8611 Water mist catcher – water level
Miscellaneous functions
ZT 8801 I Turbocharger speed/turbocharger
WI 8812 WT 8812 Axial vibration monitor (For certain engines only, see note in Table 18.04.04)
(WI 8812 instrument is part of the transmitter WT 8812)
XS 8813 Oil mist in crankcase/cylinder
XS 8814 Oil mist detector failure
XC 8816 Shaftline earthing device
Table 18.05.01c: Other indicators on engine, options: 4 70 119, and remote indication sensors, option: 4 75 127
Drain Box for Fuel Oil Leakage Alarm Oil Mist Detector
Any leakage from the fuel oil high pressure pipes The oil mist detector system constantly measures
of any cylinder is drained to a common drain box samples of the atmosphere in the crankcase com-
fitted with a level alarm. This is included for both partments and registers the results on an opti-
AMS and UMS. cal measuring track, where the opacity (degree
of haziness) is compared with the opacity of the
atmospheric air. If an increased difference is re-
Bearing Condition Monitoring corded, a slow down is activated (a shut down in
case of Germanischer Lloyd).
Based on our experience we decided in 1990
that all plants, whether constructed for Attended Furthermore, for shop trials only MAN Diesel re-
Machinery Space (AMS) or for Unattended Ma- quires that the oil mist detector is connected to
chinery Space (UMS), must include an oil mist de- the shut down system.
tector specified by MAN Diesel. Since then an Oil
Mist Detector (OMD) and optionally some extent Four alternative oil mist detectors are available:
of Bearing Temperature Monitoring (BTM) equip-
ment have made up the warning arrangements for 4 75 161 Oil mist detector Graviner MK6.
prevention of crankcase explosions on two-stroke Make: Kidde Fire Protection
engines. Both warning systems are approved by 4 75 163 Oil mist detector Visatron VN 215/93.
the classification societies. Make: Schaller Automation
4 75 165 Oil mist detector QMI.
In order to achieve a response to damage faster Make: Quality Monitoring Instruments Ltd
than possible with Oil Mist Detection and Bearing
Temperature Monitoring alone we introduce Bear- 4 75 166 Oil mist detector MD-SX.
Make: Daihatsu Diesel Mfg. Co., Ltd
ing Wear Monitoring (BWM) systems. By monitor-
ing the actual bearing wear continuously, mechani-
cal damage to the crank-train bearings (main-, Diagrams of the two of them are shown for refer-
crank- and crosshead bearings) can be predicted ence in Figs. 18.06.01a and 18.06.01b.
in time to react and avoid damaging the journal
and bearing housing.
83ææææ!(ææ#ææ9,
æ#ABLES *UNCTIONæBOX
$ETECTORæHEAD
178 49 809.2
Fig. 18.06.01a: Oil mist detector pipes on engine, type Graviner MK6 from Kidde Fire Protection (4 75 161)
83ææææ!(ææ#ææ9,
$RIVINGæAIRæCONNECTION
3IPHONçBLOCK
%XHAUSTæAIRæCONNECTIONæTOæCRANKæSPACE
178 49 810.2
Fig. 18.06.01b: Oil mist detector pipes on engine, type Visatron VN215/93 from Schaller Automation (4 75 163)
The Bearing Wear Monitoring (BWM) system mon- In case the lubricating oil becomes contaminated
itors all three principal crank-train bearings using with an amount of water exceeding our limit of
two proximity sensors forward/aft per cylinder 0.2% (0.5% for short periods), acute corrosive
unit and placed inside the frame box. wear of the crosshead bearing overlayer may oc-
cur. The higher the water content, the faster the
Targeting the guide shoe bottom ends continu- wear rate.
ously, the sensors measure the distance to the
crosshead in Bottom Dead Center (BDC). Signals To prevent water from accumulating in the lube
are computed and digitally presented to computer oil and, thereby, causing damage to the bearings,
hardware, from which a useable and easily inter- the oil should be monitored manually or automati-
pretable interface is presented to the user. cally by means of a Water In Oil (WIO) monitoring
system connected to the engine alarm and moni-
The measuring precision is more than adequate to toring system. In case of water contamination
obtain an alarm well before steel-to-steel contact the source should be found and the equipment
in the bearings occur. Also the long-term stability inspected and repaired accordingly.
of the measurements has shown to be excellent.
The WIO system should trigger an alarm when
In fact, BWM is expected to provide long-term the water content exceeds 0.3%, and preferably
wear data at better precision and reliability than again when exceeding 0.5% measured as abso-
the manual vertical clearance measurements nor- lute water content.
mally performed by the crew during regular serv-
ice checks. Some WIO systems measure water activity, ie
the relative availability of water in a substance
For the above reasons, we consider unscheduled expressed in aw on a scale from 0 to 1. Here, ‘0’
open-up inspections of the crank-train bearings to indicates oil totally free of water and ‘1’ oil fully
be superfluous, given BWM has been installed. saturated by water. The correlation to absolute
water content in normal running as well as alarm
Two BWM ‘high wear’ alarm levels including devi- condition is as follows:
ation alarm apply. The first level of the high wear /
deviation alarm is indicated in the alarm panel only Engine condition Abs. water Water
while the second level also activates a slow down. content, % activity, wa
Normal running 0 - 0.2 0 - 0.7
The Extent of Delivery lists four Bearing Wear Low alarm level 0.3 0.8
Monitoring options of which the two systems from High alarm level 0.5 1.0
Dr. E. Horn and Kongsberg could also include
Bearing Temperature Monitoring: ME-B engines are as standard specified with Wa-
ter In Oil monitoring system.
4 75 142 Bearing Wear Monitoring System XTSW.
Make: AMOT Please note: Corrosion of the overlayer is a poten-
tial problem only for crosshead bearings, because
4 75 143 Bearing Wear Monitoring System BDMS.
only crosshead bearings are designed with an
Make: Dr. E. Horn
overlayer. Main and crankpin bearings may also
4 75 144 Bearing Wear Monitoring System PS-10. suffer irreparable damage from water contamina-
Make: Kongsberg tion, but the damage mechanism would be differ-
4 75 147 Bearing Wear Monitoring System OPEN- ent and not as acute.
predictor. Make: Rovsing
Control Devices
The control devices mainly include a position switch (ZS) or a position transmitter (ZT) and solenoid valves
(ZV) which are listed in Table 18.06.02 below. The sensor identification codes are listed in Table 18.07.01.
Tacho/crankshaft position
ZT 4020 Tacho for safety
Fuel oil
ZV 8020 Z Fuel oil cut-off at engine inlet (shut down), Germanischer Lloyd only
Scavenge air
PS 8603 C Scavenge air receiver, auxiliary blower control
Identification of Instruments
The instruments and sensors are identified by a 54xx VOC, engine related components
position number which is made up of a combina- 80xx Fuel oil system
tion of letters and an identification number: 81xx Lubricating oil system
82xx Cylinder lube oil system
Measured variables 83xx Stuffing box drain system
First letters: 84xx Cooling water systems
DS Density switch 85xx Compressed air systems
DT Density transmitter 86xx Scavenge air system
FT Flow transmitter 87xx Exhaust gas system
FS Flow switch 88xx Miscellaneous functions
GT Gauging transmitter (Index, load) 90xx Project specific functions
LI Level indication, local
LS Level switch xxxxA Alternative redundant sensors
LT Level transmitter xxxx1 Cylinder/turbocharger numbers
PDI Pressure difference indication, local
PDS Pressure difference switch ECS: Engine Control System
PDT Pressure difference transmitter VOC: Volatile Organic Compound
PI Pressure indication, local
PS Pressure switch Functions
PT Pressure transmitter Secondary letters:
ST Speed transmitter A Alarm
TC Thermo couple (NiCrNi) AH Alarm, high
TE Temperature element (Pt 100) AL Alarm, low
TI Temperature indication, local C Control
TS Temperature switch H High
VS Viscosity switch I Indication
VT Viscosity transmitter L Low
WI Vibration indication, local R Recording
WS Vibration switch S Switching
WT Vibration transmitter X Unclassified function
XC Unclassified control Y Slow down
XS Unclassified switch Z Shut down
XT Unclassified transmitter
Repeated signals
ZS Position switch
Signals which are repeated for example for each cylin-
ZT Position transmitter (proximity switch)
ZV Position valve (solenoid valve) der or turbocharger are provided with a suffix number
indicating the location, ‘1’ for cylinder 1, etc.
Location of measuring point
Ident. number: If redundant sensors are applied for the same measur-
11xx Manoeuvring system ing point, the suffix is a letter: A, B, C, etc.
12xx Hydraulic power supply system
14xx Combustion pressure supervision Examples:
20xx ECS to/from safety system TI 8005 indicates a local temperature indication (ther-
21xx ECS to/from remote control system mometer) in the fuel oil system.
22xx ECS to/from alarm system
30xx ECS miscellaneous input/output
ZS 1112A C and ZS 1112B C indicate that there are
40xx Tacho/crankshaft position system
41xx Engine cylinder components two position switches in the manoeuvring system, A
50xx VOC, supply system and B for control of the main starting air valve position.
51xx VOC, sealing oil system
52xx VOC, control oil system PT 8501 I AL Y indicates a pressure transmitter locat-
53xx VOC, other related systems ed in the control air supply for remote indication, alarm
for low pressure and slow down for low pressure.
Table 18.07.01: Identification of instruments
19
MAN Diesel
MAN B&W 19.01
Page 1 of 2
The dispatch patterns are divided into two class- The approximate masses of the sections appear
es, see Section 19.03: in Section 19.04. The masses can vary up to 10%
depending on the design and options chosen.
A: Short distance transportation and short term
storage Lifting tools and lifting instructions are required for all
B: Overseas or long distance transportation or levels of dispatch pattern. The lifting tools (4 12 110
long term storage. or 4 12 111), are to be specified when ordering and it
should be agreed whether the tools are to be returned
Short distance transportation (A) is limited by a to the engine maker (4 12 120) or not (4 12 121).
duration of a few days from delivery ex works until
installation, or a distance of approximately 1,000 MAN Diesel’s recommendations for preservation
km and short term storage. of disassembled/ assembled engines are avail-
able on request.
The duration from engine delivery until installation
must not exceed 8 weeks. Furthermore, it must be considered whether a
drying machine, option 4 12 601, is to be installed
Dismantling of the engine is limited as much as during the transportation and/or storage period.
possible.
MAN Diesel’s recommendations for shop trial, Large spare parts, dimensions and masses
quay trial and sea trial are available on request.
The approximate dimensions and masses of the
An additional test is required for measuring the NOx larger spare parts are indicated in Section 19.09.
emissions, for plants with FPP or CPP, EoD 4 06 A complete list will be delivered by the engine
060a or 4 06 060b respectively. maker.
Spare Parts
Tools
List of spares, unrestricted service
List of standard tools
The tendency today is for the classification societ-
ies to change their rules such that required spare The engine is delivered with the necessary special
parts are changed into recommended spare tools for overhauling purposes. The extent, di-
parts. mensions and masses of the main tools is stated
in Section 19.10. A complete list will be delivered
MAN Diesel, however, has decided to keep a by the engine maker.
set of spare parts included in the basic extent
of delivery (4 87 601 and 4 87 602) covering the Tool Panels
requirements and recommendations of the major
classification societies, see Section 19.06. Most of the tools are arranged on steel plate pan-
els (EoD 4 88 660) see Section 19.11 ‘Tool Panels’.
This amount is to be considered as minimum
safety stock for emergency situations. It is recommended to place the panels close to the
location where the overhaul is to be carried out.
Additional spare parts recommended by
MAN Diesel
Wearing parts
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.
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 30 207.4
Dispatch Pattern A1 + B1
Bottom section
Fig. 19.03.01: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123) 178 52 016.1
Top section
Bottom section
178 52 028.1
Fig. 19.03.02: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Turbocharger
Bedplate section
Crankshaft section
178 52 041.1
Fig. 19.03.03: Dispatch pattern, engine with turbocharger on exhaust side (4 59 123)
Shop test
• Starting and manoeuvring test at no load An additional test may be required for obtaining
• Load test the ‘Engine Prevention’ Certificate, which states
Engine to be started and run up to 50% of that the engine complies with IMO NOx emission
Specified MCR (M) in 1 hour limitations 4 06 060.
• Governor test
• Minimum speed test
• Overspeed test
• Shut down test
• Starting and reversing test
• Turning gear blocking device test
• Start, stop and reversing from the Local
Operating Panel (LOP)
Spare parts are requested by the following Classes HPS Hydraulic Power Supply, plate 906 1 and 2)
only: GL, KR, NK and RS, while just recommended by: 1 Proportional valve for hydraulic pumps
ABS, DNV and LR, but neither requested nor recom- 1 Claw coupling
mended by: BV, CCS and RINA.
1 Accumulator
Cylinder cover, plate 901 and others 6 Chain links. Only for ABS, LR, and NK
1 Cylinder cover with fuel, exhaust and starting 1 High-pressure pipe kit
valves, indicator valve and sealing rings (disas- 1 set Flex pipes, one of each size
sembled). 1 Electric motor
½ set Studs for 1 cylinder cover
Engine control system, plate 906 1 and 2)
Piston, plate 902 1 Multi Purpose Controller
1 Piston complete (with cooling pipe), piston rod, 1 Trigger sensor for tacho system, only if
piston rings and stuffing box, studs and nuts trigger ring
1 set Piston rings for 1 cylinder 1 Marker sensor for tacho system
1 Tacho signal amplifier
Cylinder liner, plate 903
1 IDkey
1 Cylinder liner inclusive of sealing rings and 1 Encoder
gaskets. For all except GL
1 Fuse kit
1
) MD required spare parts
2
) All spare parts are requested by all Classes.
Additional Spares
For easier maintenance and increased security in operation
Cylinder cover, section 90101 Cylinder Lubricating Oil System, section 90306
4 Studs for exhaust valve 1 set Spares for MAN B&W Alpha lubricating oil
4 Nuts for exhaust valve system for 1cyl.
½ set Orings for cooling jacket 1 Lubricator
1 Cooling jacket 2 Feed back sensor, complete
½ set Sealing between cyl.cover and liner 1 Complete sets of Orings for lubricator
4 Spring housings for fuel valv (depending on No. of lubricating nozzles per.
cylinder)
Hydraulic tool for cylinder cover, section 90161
1 set Hydraulic hoses with protection hose Connecting rod and crosshead, section 90401
complete with couplings 1 Telescopic pipe
8 pcs Orings with backup rings, upper 2 Thrust piece
8 pcs Orings with backup rings, lower
HPS Hydaulic Power Supply, section 906
Piston and piston rod, section 90201 1 Delivery pump including El-motor
1 box Locking wire, L=63 m 1 Pressure relief valve
5 Piston rings of each kind
2 Drings for piston skirt Engine Control System, section 906
2 Drings for piston rod 1 set Fuses for MPC, TSA, CNR
1 Segment for triggerring
Piston rod stuffing box, section 90205
15 Self locking nuts HCU Hydraulic Cylinder Unit, section 906
5 Orings 1 set Packings
5 Top scraper rings
15 Pack sealing rings Main starting valve, section 90702
10 Cover sealing rings 1 Repair kit for main actuator
120 Lamellas for scraper rings 1 Repair kit for main ball valve
30 Springs for top scraper and sealing rings 1 *) Repair kit for actuator, slow turning
20 Springs for scraper rings 1 *) Repair kit for ball valve, slow turning
Fig. 19.07.01a: Additional spare parts beyond class requirements or recommendation, for easier maintenance and
increased availability, option: 4 87 603
Exhaust valve, section 90801 Fuel oil high pressure pipes, section 90913
1 Exhaust valve spindle 1 High pressure pipe, from fuel oil pressure
1 Exhaust valve seat booster to fuel valve
½ set Oring exhaust valve/cylinder cover 1 High pressure pipe from actuator to exhaust
4 Piston rings valve
½ set Guide rings 1 set Orings for high pressure pipes
½ set Sealing rings
½ set Safety valves Overflow valve, section 90915
1 set Gaskets and Orings for safety valve 1 Overflow valve, complete
1 Piston complete 1 Orings of each kind
1 Damper piston
1 set Orings and sealings between air piston and Turbocharger, section 91000
exhaust valve housing/spindle 1 Spare rotor, complete with bearings
1 Liner for spindle guide 1 Spare part set for turbocharger
1 set Gaskets and Orings for cool.w.conn.
1 Conical ring in 2/2 Scavenge air receiver, section 91001
1 set Orings for spindle/air piston 2 Nonreturn valves complete
1 set Nonreturn valve 1 Compensator
Exhaust valve actuator, section 90805 Exhaust pipes and receiver, section 91003
1 Hydraulic exhaust valve actuator complete for 1 Compensator between TC and receiver
1 cylinder 2 Compensator between exhaust valve and re-
ceiver
Cooling water outlet, section 90810 1 set Gaskets for each compensator
2 Ball valve
1 Butterfly valve Air cooler, section 91005
1 Compensator 16 Iron blocks (Corrosion blocks)
1 set Gaskets for butterfly valve and compensator
Arrangement of safety cap, section 91104
Fuel injection system, section 90901 1 set Bursting disc
1 Fuel oil pressure booster complete, for 1 cyl.
1 Hydraulic cylinder unit Engine Lubricating System, section 912
1 set Gaskets and sealings 1 set 10 µ filter
1 Electronic fuel injection cotrol valve
Note:
Section numbers refers to Instruction Book, Vol. III containing plates with spareparts
Fig. 19.07.01b: Additional spare parts beyond class requirements or recommendation, for easier maintenance and
increased availability, option: 4 87 603
Wearing parts
The wearing parts are divided into 20 groups, each in- In order to find the expected consumption of spare
cluding the components stated in Table A. parts:
The average expected consumption of spare parts is Multiply the quantity stated in Table A with the factor in
stated in Table B for 1, 2, 3... 10 years’ service of a new Table B for a given number of service hours.
engine, a service year being assumed to be of 6000
hours.
Table A:
Group No. Section Quantity Descriptions
1 90101 ½ set Orings and gaskets for 1 cylinder
2 ¼ set Spring housing, complete for 1 cylinder
90103 ¼ set Indicator valves, Orings and gaskets for 1 cylinder
3 90161 ½ set Oring W / Backup ring for 1 cylinder
4 ½ set Hose with union for 1 cylinder
5 90201 1 box Locking wire 1,0MM L=63
1 set Piston rings for 1 cylinder
1 set Orings for 1 cylinder
6 90205 1 set Orings for 1 cylinder
1 set Lamella rings 3/3 for 1 cylinder
½ set Top scraper rings 4/4 for 1 cylinder
½ set Pack Sealing rings 4/4 for 1 cylinder
½ set Cover Sealing rings 4/4 for 1 cylinder
½ set Springs of each kind for 1 cylinder
7 90302 ½ set Orings / Sealing rings for Cylinder liner
1 set Orings, Packings and Gaskets for cooling water connections
8 1 pcs Cylinder liner
1 pcs Piston cleaning ring (if Mounted)
10 9063545 1 set Packings and Gaskets for 1 Engine
12 90702 ½ set Repair Kit for each type of valve for 1 Engine
13 90704 1 set Orings, Packings and Gaskets for 1 Engine
14 90801 ¼ set Exhaust valve spindle for 1 Engine
¼ set Exhaust valve Wbottom piece for 1 Engine
15 1 set Piston rings for exhaust valve air piston and oil piston for 1 Engine
1 set Orings for water connections for 1 Engine
1 set Gasket for cooling for water connections for 1 Engine
1 set Orings for oil connections for 1 Engine
1 pcs Spindle guide
2 pcs Air sealing ring
½ set Guide sealing rings
1 set Orings for bottom piece for 1 Engine
17 90910 ½ set Fuel valve nozzle for 1 cylinder
¼ set Spindle guide complete and nonreturn valve for 1 cylinder
2 set Orings for 1 cylinder
18 90917 ¼ set Plunger and housing for fuel oil booster for 1 Engine
½ set Suction valve complete for 1 Cylinder
1 set Sealing rings, Orings and Gaskets for 1 cylinder
19 91000 1 Slide bearing for turbocharger for 1 engine (roller bearings)
1 Guide bearing for turbocharger for 1 engine (roller bearings)
20 91000 1 Slide bearing for turbocharger for 1 engine (slide bearings)
1 Guide bearing for turbocharger for 1 engine (slide bearings)
Note: Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
Fig. 19.08.01: Table A
Table B:
Service hours: 0 0 0 0 0 0 0 0 0 0
6000 12000 18000 24000 3000 36000 42000 48000 54000 60000
Group. Section
No. No. Description Factor for number of cylinders
1 90101 Orings and gaskets 1 2 3 4 5 6 7 8 9 10
2 Spring housing 0 1 1 1 2 1 1 1 1 1
90103 Packing and Gaskets 1 2 3 4 5 6 7 8 9 10
3 90161 Oring W / Backup ring 1 2 3 4 5 6 7 8 9 10
4 Hose with union 0 0 1 1 1 2 1 2 1 2
5 90201 Set of piston rings 0 1 1 2 3 4 3 4 4 4
6 90205 St. box, lamella / sealing rings 0 1 1 2 2 3 3 4 3 4
7 90302 Orings / Sealing rings Cyl. liner 0 1 1 2 1 2 2 4 1 2
8 Cylinder liners 0 0 0 0 0 0 0 0 0 0
9 90610 Bearing Shells and Guide Disc 0 0 0 1 1 2 1 2 1 2
10 9063545 Packings and Gaskets 1 2 3 4 5 6 7 8 7 8
12 90702 Repair Kit for each type of valve 0 1 1 2 3 4 3 4 3 4
13 90704 Orings, Packings and Gaskets 1 2 3 4 5 6 7 8 9 10
Exhaust valve spindles /
14 90801 0 0 1 1 1 2 1 2 1 2
bottom pieces
15 Exhaust valve guide bushings 0 1 1 2 2 4 2 4 2 4
Orings for exhaust valve 1 2 3 4 5 6 7 8 9 10
17 90910 Fuel valve guides and nozzles 0 1 1 2 4 4 5 5 3 3
Plunger and housing for fuel
18 90917 0 0 0 0 0 1 1 1 1 1
oil booster
Suction/puncture valves,
Sealing rings
and Gaskets 0 1 1 2 2 3 3 4 3 3
Set bearings per TC
19 91000 0 0 1 set 2 set 2 set 3 set 3 set 4 set 4 set 5 set
(roller bearings) *)
Set bearings per TC
20 91000 0 0 0 1 set 1 set 1 set 1 set 2 set 2 set 2 set
(slide bearings) *)
Note:
Section numbers refers to Instruction Book, Vol. III containing plates with spare parts
C
C A D
D C E
B
4 5
A
B A C
178 51 597.0
Mass of the complete set of tools: Control gear, tools, Section 906
Approximately 2,900 kg 1 Panel with various hand tools for overhaul
of main engine
The engine is delivered with all necessary special 1 Pin gauge for camshaft
tools for overhaul. The extent of the tools is stated 1 Pin gauge for crankshaft
below. Most of the tools can be arranged on steel 1 Adjusting tool for camshaft
plate panels. Where such panels are delivered, it 2 Chain assembling tool
is recommended to place them close to the loca- 2 Chain disassembling tool
tion where the overhaul is to be carried out.
Exhaust valve and valve gear, Section 908
Cylinder cover, Section 901 1 set Hydraulic jack for exhaust valve stud
1 Panel with various hand tools for overhaul 1 Claw for exhaust valve spindle
of main engine 1 Exhaust valve spindle and seat pneumatic
1 set Hydraulic jack for cylinder cover grinding machine
1 set Exhaust valve spindle and seat checking
Piston with rod and stuffing box, Section 902 template
1 Guide ring for pneumatic piston
1 Panel with various hand tools for overhaul 1 set Overhaul tool for high pressure connections
of main engine 1 set Lifting device for roller guide and hydraulic
1 Guide ring for piston actuator
1 Support for piston 1 set Roller guide dismantling tool
1 Measuring tool for cylinder liner 1 Tightening gauge for actuator housing
1 Lifting tool for piston 1 Bridge gauge, exhaust valve
1 Cross bar for cylinder liner 1 Tool for hydraulic piston
1 Test equipment for Alpha lubricator
1 Cable Fuel valve and fuel pump, Section 909
1 Panel with various hand tools for overhaul
Crosshead and connecting rod, Section 904 of main engine
1 Panel with various hand tools for overhaul 1 set Test fixture – fuel valve
of main engine 1 set Tools mount – sealsfuel pump
1 set Hydraulic jack for crosshead 1 Probelight
1 set Hydraulic jack for connecting rod 1 set Cleaning tool, fuel nozzle
Crankshaft and main bearing, Section 905 Turbocharger and air cooler system,
1 Panel with various hand tools for overhaul Section 910
of main engine 1 Tools for cooler cleaning
1 set Hydraulic jack for main bearing 1 Traveling trolley
1 Lifting tool for crankshaft 1 set Exhaust gas system blankingoff tool
1 Lifting tool, thrust shaft (Only when two or more TC‘s are fitted
2 set Feeler gauge set 1 set Tools for turbocharger overhaul
1 set Measuring instrument for AVD
1 Extractor for guide pin Main part assembling, Section 912
1 Crossbar, lifting segment stops 1 set Hydraulic jack for staybolt
1 2
#
!
$
!
%
"
178 51 178.0
"
3
#
!
"
178 54 74-7.0
178 54 73-5.0
#
# %
!
"
!
"
1 2
!
#
"
#
178 51 298.0
" 178 51 286.0
3 4
B "
%
C
$ !
#
A
"
178 54 72-3.0
1 2
!
.ECESSARYæ(EADROOMæ"
-INæ#ææFREEæSPACE
178 51 357.0
178 51 345.0
"
178 51 369.0
1 2
#
"
" #
Tool Panels
90
902 909
907
903 908
9
2 3 4
904 905
5 6
800
350
900
450
900 900 900 900
Main
Pos. Description Mass of tools in kg
Section
1 901 Cylinder cover
907 Starting air system 94
911 Safety equipment
2 902 Piston, piston rod and stuffing box
903 Cylinder liner and cylinder frame 100
3 908 Exhaust valve and valve gear 61
4 909 Fuel valve and fuel pump 81
5 904 Crosshead and connecting rod 109
6 905 Crankshaft and main bearing 55
20
MAN Diesel
MAN B&W 20.01
Page of 1
Extent of Delivery
The ‘Extent of Delivery’ (EoD) sheets have been Diesel engine
compiled in order to facilitate communication be- 4 30 xxx Diesel engine
tween owner, consultants, yard and engine maker 4 31 xxx Vibrations and balancing
during the project stage, regarding the scope of 4 35 xxx Fuel oil piping
supply and the alternatives (options) available for 4 40 xxx Lubricating oil and control oil piping
MAN B&W twostroke engines. 4 42 xxx Cylinder lubricating oil piping
4 43 xxx Piston rod stuffing box drain piping
We provide four different EoDs: 4 45 xxx Low temperature cooling water piping
4 46 xxx Jacket cooling water piping
EoD 98 50 MC Type Engine 4 50 xxx Starting and control air piping
EoD 46 26 MC Type Engines 4 54 xxx Scavenge air cooler
EoD 108 50 ME Type Engines 4 55 xxx Scavenge air piping
EoD 50 35 ME-B Type Engines 4 59 xxx Turbocharger
4 60 xxx Exhaust gas piping
These publications are available at: 4 65 xxx Engine control system
www.mandiesel.com 4 70 xxx Local instrumentation
under ‘Marine’ → ‘Low speed’ → 4 75 xxx Monitoring, safety, alarm and
‘Project Guides and Extent of Delivery (EOD)’ remote indication
4 78 xxx Electrical wiring on engine
This includes:
When a final contract is signed, a complete set of Main Section 901 Engine data
documentation, in the following called ‘Installation External forces and moments
Documentation’, will be supplied to the buyer by Guide force moments
the engine maker. Water and oil in engine
Centre of gravity
The ‘Installation Documentation’ is normally di- Basic symbols for piping
vided into the ‘A’ and ‘B’ volumes mentioned in Instrument symbols for piping
the ‘Extent of Delivery’ under items: Balancing
Main Section 917 Engine room crane Main Section 931 Top bracing of engine
Engine room crane capacity, overhauling space Top bracing outline
Top bracing arrangement
Main Section 918 Torsiograph arrangement Frictionmaterials
Torsiograph arrangement Top bracing instructions
Top bracing forces
Main Section 919 Shaft earthing device Top bracing tension data
Earthing device
Main Section 932 Shaft line
Main Section 920 Fire extinguishing in Static thrust shaft load
scavenge air space Fitted bolt
Fire extinguishing in scavenge air space
Main Section 933 Power TakeOff
Main Section 921 Instrumentation List of capacities
Axial vibration monitor PTO/RCF arrangement, if fitted
Main Section 926 Engine seating Main Section 936 Spare parts dimensions
Profile of engine seating Connecting rod studs
Epoxy chocks Cooling jacket
Alignment screws Crankpin bearing shell
Crosshead bearing
Main Section 927 Holdingdown bolts Cylinder cover stud
Holdingdown bolt Cylinder cover
Round nut Cylinder liner
Distance pipe Exhaust valve
Spherical washer Exhaust valve bottom piece
Spherical nut Exhaust valve spindle
Assembly of holdingdown bolt Exhaust valve studs
Protecting cap Fuel valve
Arrangement of holdingdown bolts Main bearing shell
Main bearing studs
Main Section 928 Supporting chocks Piston complete
Supporting chocks Starting valve
Securing of supporting chocks Telescope pipe
Thrust block segment
Main Section 929 Side chocks Turbocharger rotor
Side chocks
Liner for side chocks, starboard Main Section 940 Gaskets, sealings, Orings
Liner for side chocks, port side Gaskets, sealings, Orings
Main Section 930 End chocks Main Section 949 Material sheets
Stud for end chock bolt MAN B&W Standard Sheets Nos:
End chock
Round nut • S19R
Spherical washer, concave • S45R
Spherical washer, convex • S25Cr1
Assembly of end chock bolt • S34Cr1R
Liner for end chock • C4
Protecting cap
Appendix
A
MAN Diesel
MAN B&W Appendix A
Page of 3
1.2 Pipe with indication of direction of flow 2.16 Bulkhead crossing, nonwatertight
1.3 Valves, gate valves, cocks and flaps 2.17 Pipe going upwards
2 Pipes and pipe joints 3 Valves, gate valves, cocks and flaps
2.5 Expansion pipe (corrugated) general 3.5 Nonreturn valve (flap), angle
The symbols used are in accordance with ISO/R 5381967, except symbol No. 2.19
178 30 614.1