Click here to load reader

MAN marine diesel

  • View
    3.649

  • Download
    12

Embed Size (px)

Text of MAN marine diesel

Marine EngineIMO Tier I Programme 2nd edition 2008

MAN Diesel

MAN Diesel MAN B&W Two-stroke Low Speed Propulsion Engines MAN Diesel Four-stroke Medium Speed Propulsion Engines MAN Diesel Four-stroke Medium Speed Offshore and Marine GenSets MAN B&W Two-stroke Low Speed Propulsion Systems MAN Diesel Four-stroke Medium Speed Propulsion Systems

Contents 5 - 34

35 - 60

61 - 74

75 - 80

81 - 90

MAN Diesel Exhaust Gas Turbochargers

91 - 100

Licensees

101 - 105

Contacts MAN Diesel

106

MAN B&W Two-stroke Low Speed Propulsion Engines

MAN B&WThe ME/ME-B/ME-C/ME-GI programme

General Information

The new generation of electronically controlled diesel engines serves to reduce operating costs, reduce emissions, increase reliability and provide a high degree of flexibility in terms of operating modes and programmes. The electronic control of the ME engines includes the combustion process i.e. timing of the fuel injection, activation of exhaust valves and starting valves as well as the cylinder lubrication. On the ME-B engines, the combustion process is also controlled electronically while the activation of the exhaust valves and starting valve is controlled mechanically. The benefits of the ME engines are: fuel optimised over a wide power range improved cylinder lube oil consumption emission mode available improved low load running adaptation to different fuel oil qualities

Dual Fuel Engines

In principle, all ME engines are available for using natural gas as dual fuel engines with high pressure gas injection, designated ME-GI (Gas Injection). This engine programme includes the S70ME-GI, S65ME-GI and S60ME-GI. Power, speed and gross efficiency are the same as for the corresponding ME engines.

The MC-C/MC Programme

The MAN Diesel two-stroke MC-C/MC engines are characterised by having mechanically driven camshaft controlled timing of fuel injection, exhaust valves, starting air valves and cylinder lubrication, of which only the fuel injection timing can be adjusted while the engine is running, if VIT fuel pumps are applied.

Engine Power

The engine brake power is stated in kW. For conversion between kW and metric horsepower, please note that 1 bhp = 75 kpm/s = 0.7355 kW. The powers in the tables are available up to tropical conditions at sea level, i.e.: Blower inlet temperature 45 C Blower inlet pressure 1,000 mbar Seawater temperature 32 C

General InformationSpecific Fuel Oil Consumption (SFOC)

MAN B&W

The figures given in this folder represent the values obtained when the engine and turbocharger are matched with a view to obtaining the lowest possible SFOC values while also fulfilling the IMO NOX emission limitations, in Annex VI and MARPOL 73/78 as per the ISO 8178 test cycles E2/E3 for Heavy Duty Diesel Engines. Stricter emission limits can be met on request, using proven technologies. The SFOC figures are given in g/kWh with a tolerance of 5% and are based on the use of fuel with a lower calorific value of 42,700 kJ/kg (~10,200 kcal/kg) at ISO conditions: Ambient air pressure 1,000 mbar Ambient air temperature 25 C Cooling water temperature 25 C

Layout Diagram

The layout diagram applicable for the engines is dePower fined by the power and speed combinations L1 - L 2 - L3 and L4, with L1 indicating the Nominal Maximum L3 Continuous Rating. Any combination of speed and power within the layout diagram may be used for selecting the Specified MCR and the matching/optimising point.

L1 L2 Speed

L4

MAN B&WTurbocharging System

General Information

Two-stroke low speed engines can be delivered with MAN Diesel, ABB or MHI turbochargers as standard. The stated SFOC figures given in this folder for two-stroke engines are based on turbocharging with the best possible generally available turbocharging efficiency (i.e. 68% for all engines with 50 cm bore and above and 64% for engine bores smaller than 50 cm). The two-stroke engines with 50 cm bore and above can, however, be turbocharged with lower turbocharging efficiencies than the best available turbocharging efficiency. This possibility can be used for cost optimisation of turbocharger application and/or for enhancing waste heat recovery systems. Utilizing this possibility will result in increased exhaust gas temperatures, reduced exhaust gas amounts and a slight change in SFOC. For more information see: www.mandiesel.com Quicklinks Low Speed Marine Programme Turbocharger Selection.

Waste heat recovery

Waste heat can be economically recovered from all MAN B&W two stroke engines from 50 cm bore and up, by installing equipment for TES, Thermo Efficiency System, and by matching the engine for TES. A standard TES-matched MAN B&W engine will have a higher exhaust gas temperature compared with an engine without TES, and can produce an extra electric power output corresponding to approx. 10% of the engine shaft power. Total system efficiency will therefore be better than that of the engine itself.

General InformationLubricating and Cylinder Oil Consumption

MAN B&W

The system oil consumption varies for the different engine sizes and operational pattern. Typical consumptions are in the range from negligible to 0.1 g/kwh.

Specific Cylinder Oil Consumption

Alpha ACC (Adaptive Cylinder-oil Control) is the lubrication mode for MAN B&W two-stroke engines, i.e. lube oil dosing proportional to the engine load and proportional to the sulphur content in the fuel oil being burnt. The specific minimum dosage at lower-sulphur fuels is set at 0.6 g/kWh. After a running-in period of 2,500 hours, the feed rate sulphur proportional factor is 0.26 g/kWh x S%.

Latest ACC dosage according to SL1.70 1.60 1.50 1.40 1.30 1.20 1.10 1.00 0.90 0.80 0.70 0.60 0.50 0.40 0.30 0.20 0.10 0.00

Absolute dosage (g/kWh)

Running-in range

Sulphur % Due to the sulphur dependency, the average cylinder oil dosages rely on the sulphur distribution in worldwide fuel bunkers. According to DNV, worldwide deliveries in 2006 have been as shown in the following graph:

10

MAN B&WSulphur 200, source DNV Petroleum Services25% 20%

General Information

World deliveries

15% 10% 5% 0%

Sulphur content % About 40% of all fuel bunkers have a sulphur content below 2.3% and, consequently, call for the minimum dosages 0.6 g/kWh. About 60% of all fuel bunkers call for the sulphur dependent lube control, i.e. in principle 0.26 g/kWh x S%. On average, this results in a yearly Specific Cylinder Oil dosage of 0.7 g/kWh.

Dimensions

The minimum lengths Lmin are stated from the aft end of the crankshaft to the fore end of the engine footprint. H1: Normal lifting procedure H2: Reduced height lifting procedure H3: With electrical double jib crane H4: With manual double jib crane

Dry masses

The masses are stated for engines with MAN Diesel turbocharger(s), and a standard turning wheel and can vary up to 10% depending on the design and options chosen, such as moment compensators, tuning wheel, etc. For further information, please contact MAN Diesel, Copenhagen, Denmark.

11

12

MAN B&WCyl. 6 7 8 9 10 11 12 14 L1 kW 41,700 48,650 55,600 62,550 69,500 76,450 83,400 97,300kW/cyl.L1 L3 L2 L490 94 r/min 14.6 mep bar 162 SFOC g/kWh 18.2 171

K108

6,950 6,650 5,570 5,340

ME-C6Stroke: 2,0 mm

Lmin: Mark 6 Dry mass: ME-C6 Dimensions: ME-C6

mm t

6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl. 14,360 17,430 19,370 21,310 23,370 25,310 27,250 32,650 1,326 A 1,940 1,536 B 4,640 1,769 1,945 C 1,800 2,150 H1 13,800 2,320 2,489 2,828

mm

H2 13,525

H3 13,475

H1

H2

A L min

B

C

H3

1

K98Cyl. 6 7 8 9 10 11 12 14 6 7 8 9 10 11 12 14 L1 kW 36,120 42,140 48,160 54,180 60,200 66,220 72,240 84,280 34,260 39,970 45,680 51,390 57,100 62,810 68,520 79,940kW/cyl.6,020 5,620 4,830 4,510

MAN B&WL1 L3 L2 L497 104 r/min 15.4 mep bar 162 SFOC g/kWh 19.2 171

ME-C7 MC-C7Stroke: 2,00 mm

kW/cyl.5,710 5,160 4,580 4,140

ME-C6 MC-C6Stroke: 2,00 mm

L1 L3 L2 L494

18.2

171

14.6 mep bar

162 SFOC g/kWh

104 r/min

Lmin: Mark 6/7 Dry mass: ME-C6/7 MC-C6/7 Dimensions: ME-C6/7 MC-C6/7

6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl. mm 12,835 14,585 17,342 19,092 20,842 22,592 24,342 26,092 t t 1,036 1,102 A 1,750 1,750 1,200 1,277 1,382 1,470 1,521 1,618 C 1,700 1,700 1,682 1,789 H1 12,750 12,825 1,816 1,932 1,951 2,075 2,219 2,361 H3 12,825 12,825

mm mm

B 4,370 4,370

H2 12,425 12,875

1

MAN B&WCyl. 6 7 8 9 10 11 12 14 6 7 8 9 10 11 12 14 L1 kW 37,380 43,610 49,840 56,070 62,300 68,530 74,760 87,220 34,320 40,040 45,760 51,480 57,200 62,920 68,640 80,080kW/cyl.L3 L2 L484 94 r/min 14.6 mep bar 162 SFOC g/kWh

K98kW/cyl.L3 L2 L490 97 r/min 15.4 mep bar 162 SFOC g/kWh

ME7 MC7Stroke: 2,0 mm

6,230 5,780 5,000 4,630

L1

19.2

171

ME6 MC6Stroke: 2,0 mm

5,720 5,110 4,5904,100

L1

18.2

171

Lmin: Mark 6/7 Dry mass: ME6/7 MC6/7 Dimensions: ME6/7 MC6/7

6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl. 14 cyl. mm 12,835 14,585 17,342 19,092 20,842 22,592 24,342 26,092 t t 1,074 1,143 A 1,750 1,750 1,236 1,315 1,423 1,514 1,566 1,666 C 1,700 1,700 1,743 1,854 H1 13,375 13,400 1,876 1,996 2,017 2,146 2,299 2,446

mm mm

B 4,640 4,640

H2 13,075 13,125

H3 13,450 13,275

H1

H2

A L