Two Stroke Engines

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

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

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

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

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

This Project Guide and the ‘Extent of Delivery’ forms are available on a CD-ROMand can also be found at the Internet address www.manbw.com under ‘Quicklinks’→ Two-stroke, from where they can be downloaded’.

Two-stroke Engines

December 2005

L42MC Mk 6 Project Guide

6th Edition

Contents:

Engine Design 1

Engine Layout and Load Diageams, SFOC 2

Turbocharger Choice 3

Electricity Production 4

Installation Aspects 5

Auxiliary Systems 6

Vibration Aspects 7

Instrumentation 8

Dispatch Pattern, Testing, Spares and Tools 9

Documentation 10

Scaled Engine Outline 11

MAN B&W Diesel A/S L42MC Project Guide

400 000 050 178 61 64

1

Contents

Subject Page

1 Engine Design

Description of designation 1.01Power, speed and SFOC 1.02Engine power range and fuel consumption 1.03Performance curves for S50MC-C without VIT fuel pumps 1.04Description of engine 1.05-1.11Engine cross section 1.12

2 Engine Layout and Load Diagrams, SFOC

Engine layout and load diagrams 2.01-2.11Specific fuel oil consumption 2.12-2.15Fuel consumption at an arbitrary load 2.16Emission control 2.17

3 Turbocharger Choice

Turbocharger types 3.01-3.07Total by-pass for emergency running 3.08

4 Electricity Production

Power Take Off (PTO) 4.01-4.03Power Take Off/Renk Constant Frequency (PTO/RCF) 4.04-4.11Power Take Off/Gear Constant Ratio BW IV/GCR 4.12Power Take Off/Gear Constant Ratio BW II/GCR 4.13Holeby GenSets 4.14-4.17

5 Installation Aspects

Installation aspects 5.01-5.03Space requirement for the engine 5.04-5.05Crane beams for overhaul of turbocharger 5.06Engine room crane 5.07Overhaul with double-jib crane 5.08-5.09Engine outline 5.10-5.11Centre of gravity 5.12Water and oil in engine 5.13Gallery outline 5.14-5.15Engine pipe connections 5.16-5.18List of counterflanges 5.19-5.20Arrangement of holding down bolts 5.21Profile of engine seating 5.22-5.25Top bracing 5.26-5.27Earthing device 5.28


Contents

Subject Page

6 Auxiliary Systems

6.01 List of capacities 6.01.01-6.01.186.02 Fuel oil system 6.02.01-6.02.106.03 Lubricating and cooling oil system 6.03.01-6.03.096.04 Cylinder lubricating oil system 6.04.01-6.04.046.05 Cleaning system, stuffing box drain oil 6.05.01-6.05.036.06 Cooling water systems 6.06.01-6.06.086.07 Central cooling water system 6.07.01-6.07.036.08 Starting and control air systems 6.08.01-6.08.056.09 Scavenge air system 6.09.01-6.09.086.10 Exhaust gas system 6.10.01-6.10.106.11 Manoeuvring system 6.11.01-6.11.11

7 Vibration Aspects

Vibration aspects 7.01-7.08

8 Instrumentation

Instrumentation 8.01-8.02PMI and CoCoS 8.03Identification of instruments 8.04Local instruments on engine 8.05-8.06List og sensor for CoCoS 8.07-8.09Location of basic measuring points on engine 8.10-8.12Control devices on engine 8.13Pipes on engine for basic pressure gauges and pressure switches 8.14Panels and sensors for alarm and safety systems 8.15Alarm sensors for UMS 8.16-8.18Slow down functions for UMS 8.19Shut down functions for AMS and UMS 8.20Drain box with fuel oil leakage 8.21Oil mist detector pipes on engine 8.22Example of terminal box 8.23Example of wiring diagram 8.24

9 Dispatch Pattern, Testing, Spares and Tools

Dispatch pattern, testing, spares and tools 9.01-9.02Specification for painting of main engine 9.03Dispatch patterns 9.04-9.07Shop trial running/delivery test 9.08List of spares, unrestricted service 9.09Additional spare parts recommended by MAN B&W 9.10-9.12Wearing parts 9.13-9.16Large spare parts, dimensions and masses 9.17List of tools 9.18-9.19Dimensions and masses of tools 9.20-9.24Tool panels 9.25

2

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Contents

Subject Page

10 Documentation

Documentation 10.01-10.07

11 Scaled Engine Outline

Scaled engine outline 11.01-11.04

3


Index

Subject Page

ABB turbocharger (BBC) 3.01, 3.04-3.05Additional spare parts recommended by MAN B&W 9.10-9.12Air cooler 1.10Air spring pipes, exhaust valves 6.08.03Alarm sensors for UMS 8.16-8.18Alarm, slow down and shut down sensors 8.01AMS 8.02Arrangement of holding down bolts 5.02, 5.21Attended machinery spaces 8.02Auxiliary blowers 1.10, 6.09.02Auxiliary system capacities for derated engines 6.01.04Axial vibration damper 1.07Axial vibrations 7.06

Basic symbols for piping 6.01.16-6.01.18BBC turbocharger 3.01, 3.04-3.05BBC turbocharger, water washing, turbine side 6.10.03Bearing monitoring systems 8.02Bedplate drain pipes 6.03.08By-pass flange on exhaust gas receiver 3.08BW II/GCR 4.13BW IV/GCR 4.12

Capacities for derated engines 6.01.04-6.01.07Capacities for PTO/RCF 4.10Central cooling water system 6.01.01, 6.01.03, 6.07.01Central cooling water system, capacities 6.01.03Centre of gravity 5.12Centrifuges, fuel oil 6.02.07Centrifuges, lubricating oil 6.03.03Chain drive 1.08Cleaning system, stuffing box drain oil 6.05.01Coefficients of resistance in exhaust pipes 6.10.09Components for control room manoeuvring console 6.11.09Components for remote control 6.11.08Constant ship speed lines 2.03Control devices 8.01, 8.13Control system for plants with CPP 6.11.05Conventional seawater cooling system 6.06.01-6.06.03Conventional seawater system, capacities 6.01.01, 6.01.02Cooling water systems 6.06.01Crankcase venting 6.03.08Cross section of engine 1.12Cylinder lubricating oil system 6.04.01Cylinder lubricators 1.09, 6.04.02Cylinder oil feed rate 6.04.04Cylinder oils 6.04.01

4

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Index

Subject Page

Delivery test, shop trial running 9.08Derated engines, capacities 6.01.04-6.01.07Description of engine 1.05Designation of PTO 4.03Dimensions and masses of tools 9.20-9.24Dispatch patterns 9.04-9.07Documentation 10.01Double-jib crane 5.08-5.09

Earthing device 5.03, 5.28El. diagram, cylinder lubricator 6.04.03Electric motor for auxiliary blower 6.09.05Electric motor for turning gear 6.08.05Electrical panel for auxiliary blowers 6.09.03-6.09.04Emergency control console (engine side control console) 6.11.07Emission control 2.17Emergency running, turbocharger by-pass 3.08Engine cross section 1.12Engine description 1.05Engine layout diagram 2.01, 2.03Engine margin 2.02Engine outline 5.01, 5.10-5.11Engine pipe connections 5.01, 5.16-5.18Engine power 1.03Engine production and installation-relevant documentation 10.07Engine relevant documentation 10.04Engine room-relevant documentation 10.05-10.06Engine seating 5.02, 5.22Engine selection guide 10.01Engine side control console 6.11.03, 6.11.07Engine type designation 1.01Exhaust gas amount and temperatures 6.01.10Exhaust gas back-pressure, calculation 6.10.07Exhaust gas boiler 6.10.05Exhaust gas compensator 6.10.05Exhaust gas pipes 6.10.02Exhaust gas silencer 6.10.06Exhaust gas system 1.10, 6.10.01Exhaust gas system after turbocharger 6.10.05Exhaust pipe system 6.10.04Exhaust turbocharger 1.10Extent of delivery 10.02External forces and moments 7.08External unbalanced moments 7.01

5


Index

Subject Page

Fire extinguishing pipes in scavenge air space 6.09.08Fire extinguishing system for scavenge air space 6.09.08First order moments 7.02Fixed pitch propeller, sequence diagram 6.11.09Flanges, list 5.19, 5.20Freshwater cooling pipes 6.06.05Freshwater generator 6.01.08Fuel oil 6.02.01Fuel oil centrifuges 6.02.07Fuel oil consumption 1.02-1.03Fuel oil drain pipes 6.02.02Fuel oil leakage detection 8.02, 8.21Fuel oil pipes 6.02.02Fuel oil pipes, insulation 6.02.05Fuel oil pipes, heat tracing 6.02.04Fuel oil heating chart 6.02.08Fuel oil supply unit 6.02.10Fuel oil system 6.02.01Fuel oil venting box 6.02.09

Gallery arrangement 1.09Gallery outline 5.01, 5.14-5.15GCR 4.12Gear Constant Ratio 4.12Governors 1.08, 6.11.02Guide force moments 7.05

Heated drain box with fuel oil leakage alarm 8.21Heavy fuel oil 6.02.06Holding down bolts 5.02, 5.21

Indicator drive 1.07Installation aspects 5.01Installation documentation 10.03Instrumentation 8.01Instruments for manoeuvring console 6.11.09Instruments, list of 8.09-8.10Insulation of fuel oil pipes 6.02.05

Jacket water cooling system 6.06.04Jacket water preheater 6.06.07

Kongsberg Norcontrol electronic governor 6.11.02

6

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Index

Subject Page

Large spare parts, dimensions and masses 9.17Layout diagram 2.03Light running propeller 2.02List of capacities 6.01.02-6.01.03List of counterflanges 5.19-5.20List of instruments 8.05-8.06List of lubricating oils 6.03.03List of spare parts, unrestricted service 9.09List of tools 9.18-9.19List of weights and dimensions for dispatch pattern 9.06, 9.07Load change dependent lubricator 6.04.02Load diagram 2.03Local instruments 8.01, 8.05-8.06Location of basic measuring points on engine 8.10-8.12Lubricating and cooling oil pipes 6.03.02Lubricating and cooling oil system 6.03.01Lubricating oil booster unit 6.03.06Lubricating oil centrifuges 6.03.03Lubricating oil consumption 1.02, 1.03Lubricating oil outlet 6.03.06, 6.03.07Lubricating oil system for RCF gear 4.11Lubricating oil tank 6.03.07Lubricating oils 6.03.03Lyngsø Marine electronic governor 6.11.02

MAN B&W turbocharger 3.01,3.02MAN B&W turbocharger, water washing, turbine side 6.10.03Manoeuvring console, instruments 6.11.09Manoeuvring system 1.09, 6.11.01Manoeuvring system, reversible engine with CPP 6.11.05Manoeuvring system, reversible engine with FPP with bridge control 6.11.04Masses and centre of gravity 5.12, 9.08Measuring of back-pressure 6.10.08Mechanical top bracing 5.02, 5.26-5.27MIP calculating systems 8.03Mitsubishi turbocharger 3.01,3.06

Necessary capacities of auxiliary machinery 6.01.03-6.01.04Norcontrol electronic governor 6.11.02

Oil mist detector pipes on engine 8.22Optimising point 2.03Overcritical running 7.08Overhaul of engine 5.01

7


Index

Subject Page

Painting of main engine 9.03Panels and sensors for alarm and safety systems 8.15Performance curves 1.04Pipes on engine for basic pressure gauges and switches 8.14Piping arrangements 1.11Piston rod unit 6.05.02Power take off, (PTO) 4.01Power,speed and SFOC 1.02Profile of engine seating 5.22-5.25Project guides 10.01Project support 10.02Propeller curve 2.01PTO 4.01PTO/RCF 4.04Pump capacities for derated engines 6.01.05Pump pressures 6.01.05

Renk constant frequency, (RCF) 4.04Reversing 1.08

Safety system (shut down) 6.11.03, 8.01Scaled engine outline 11.01-11.03Scavenge air cooler 1.10Scavenge air pipes 6.09.03Scavenge air space, drain pipes 6.09.07Scavenge air system 1.09, 6.09.01Scavenge box drain system 6.09.07Sea margin 2.02Seawater cooling pipes 6.06.03Seawater cooling system 6.06.01-6.06.03Second order moment compensator 7.03Second order moments 7.03Sensors for remote indication instruments 8.01Sequence diagram 6.11.10-6.11.11SFOC guarantee 1.03, 2.12Shop trial running, delivery test 9.08Shut down functions for AMS and UMS 8.20Shut down, safety system 6.11.01Side chocks 5.23, 5.25Slow down functions for UMS 8.19Slow down system 8.01Slow turning 6.08.02, 6.11.01Space requirements for the engine 5.01, 5.04-5.05Space requirements for PTO/RCF 4.07Spare parts, dimensions and masses 9.17Spare parts for unrestricted service 9.09

8

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Index

Subject Page

Specific fuel oil consumption 1.02, 1.03, 2.13Specification for painting 9.03Specified MCR 2.03Standard extent of delivery 10.03Starting air pipes 6.08.02Starting air system 1.11Starting air system, with slow turning 6.11.06Starting and control air systems 6.08.01Steam tracing of fuel oil pipes 6.02.04Symbolic representation of instruments 8.04

Tools, dimensions and masses 9.20-9.24Tools, list 9.18-9.19Top bracing 5.02, 5.26-5.27Torsional vibration damper 1.08Torsional vibrations 7.06Total by-pass for emergency running 3.08Tuning wheel 1.08Turbocharger 1.09, 3.01Turbocharger cleaning 6.10.03Turbocharger counterflanges 5.20Turbocharger lubricating oil pipes 6.03.02-6.03.03Turning gear 1.05, 6.08.04

Unattended machinery spaces, (UMS) 8.02Undercritical running 7.08

Vibration aspects 7.01

Water and oil in engine 5.13Wearing parts 9.13-9.16Weights and dimensions, dispatch pattern 5.01, 9.06-9.07

9

Engine Design 1


430 100 100 178 61 65

6 L 42 Mk 6MC

Fig.1.01: Engine type designation

1.01

Diameter of piston in cm

Engine programme

Stroke/bore ratio

Number of cylinders

Mark: engine version

178 40 56-1.0

S Super long stroke approximately 3.8

L Long stroke approximately 3.2

K Short stroke approximately 2.8

The engine types of the MC programme are identified by the fol-lowing letters and figures:


402 00 100 178 61 66

Power and speed

Layoutpoint

Engine speedMean

effectivepressure

Power kWBHP

Number of cylinders

r/min bar 4 5 6 7 8 9 10 11 12

L1 176 18.0 39805420

49756675

59708130

69659485

796010480

895512195

995013550

1094514905

1194016260

L2 176 11.5 25403460

31754325

38105190

44456055

50806920

57157805

63508690

69859535

762010380

L3 132 18.0 29804060

37255075

44706090

52157105

59608120

67059135

745010150

819511165

894012180

L4 132 11.5 19202600

24003250

28803900

33604550

38405200

43205850

48006500

52907150

57607800

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh Lubricating oil consumption

At loadLayout point 100% 80%

System oil Cylinder oil

Approximatekg/cyl. 24 hours

L1177130

174128

3 0.9-1.4 g/kWh0.65-1.0 g/BHPh

L2165121

163120

L3177130

174128

L4165121

163120

Fig. 1.02: Power, speed and SFOC

L42MCBore: 420 mmStroke: 1360 mm

1.02

Power

Speed

L1

L2

L3

L4

178 40 52-4.0

Engine Power Range and Fuel Consumption

Engine Power

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

Engine power is specified in BHP and kW, inrounded figures, for each cylinder number and lay-out points L1, L2, L3 and L4:

L1 designates nominal maximum continuous rating(nominal MCR), at 100% engine power and 100%engine speed.

L2, L3 and L4 designate layout points at the otherthree corners of the layout area, chosen for easy ref-erence. The mean effective pressure is:

L1 - L3 L2 - L4

barkp/cm2

18.018.3

11.511.7

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

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

Tropical conditions:Blower inlet temperature . . . . . . . . . . . . . . . . 45 °CBlower inlet pressure . . . . . . . . . . . . . . . 1000 mbarSeawater temperature . . . . . . . . . . . . . . . . . . 32 °C

Specific fuel oil consumption (SFOC)

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

ISO 3046/1-1986:Blower inlet temperature . . . . . . . . . . . . . . . . 25 °CBlower inlet pressure . . . . . . . . . . . . . . 1000 mbarCharge air coolant temperature. . . . . . . . . . . 25 °CFuel oil lower calorific value . . . . . . . . 42,700 kJ/kg

(10,200 kcal/kg)

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

SFOC guarantee

The Specific Fuel Oil Consumption (SFOC) is guar-anteed for one engine load (power-speed combina-tion), this being the one in which the engine is opti-mised. The guarantee is given with a margin of 3%.

If the IMO NOx limitations are to be fulfilled the tol-erance will be 5%.

Lubricating oil data

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


402 00 100 178 61 66

1.03


430 100 500 178 61 68

1.04

Fig. 1.03: Performance curves

178 43 05-4.0

1 Description of Engine

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

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

Bedplate and Main Bearing

The bedplate is made in one part with the chain driveplaced at the thrust bearing in the aft end on 4 to 9cylinder engines and in the centre of the engine for10-12 cylinder engines. The bedplate consists ofhigh, welded, longitudinal girders and welded crossgirders with cast steel bearing supports.

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

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

The oil pan, which is made of steel plate and iswelded to the bedplate, collects the return oil fromthe forced lubricating and cooling oil system. The oiloutlets from the oil pan are normally vertical (4 40101) and are provided with gratings.

Horizontal outlets at both ends can be arranged asan option: 4 40 102, to be confirmed by the enginemaker.

The main bearings consist of thin walled steel shellslined with bearing metal. The bottom shell can, bymeans of special tools, and hydraulic tools for liftingthe crankshaft, be rotated out and in. The shells arekept in position by a bearing cap.

Thrust Bearing

The chain drive and the thrust bearing are located inthe aft end. The thrust bearing is of the B&W-Michelltype, and consists, primarily, of a thrust collar on thecrankshaft, a bearing support, and segments ofsteel with white metal. The thrust shaft is thus an in-tegrated part of the crankshaft.

The propeller thrust is transferred through the thrustcollar, the segments, and the bedplate, to the en-gine seating and end chocks. The thrust bearing islubricated by the engine’s main lubricating oil sys-tem.

Turning Gear and Turning Wheel

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

The turning gear is driven by an electric motor withbuilt-in gear and chain drive with brake. The electricmotor is provided with insulation class B and enclo-sure IP44. The turning gear is equipped with ablocking device that prevents the main engine fromstarting when the turning gear is engaged. Engage-ment and disengagement of the turning gear is ef-fected manually by an axial movement of the pinion.

A control device for turning gear, consisting ofstarter and manual remote control box, with 15 me-ters of cable, can be ordered as an option: 4 80 601.

Frame Box

The frame box can be of welded or cast design inone or more parts depending on the productionfacilities. On the exhaust side, it is provided with re-lief valves for each cylinder while, on the camhaftside, it is provided with a large door for each cylin-der.

The crosshead guides are integrated in the framebox.


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1.05

The frame box is attached to the bedplate withscrews. The frame box, bedplate and cylinder frameare tightened together by stay bolts.

Cylinder Frame, Cylinder Liner andStuffing Box

The cylinder frame is cast in one piece with chaindrive at the aft end for 4-9 cylinder engines and intwo parts for 10-12 cylinder engines. It is made ofcast iron and is attached to the frame box withscrews. The cylinder frame is provided with accesscovers for cleaning the scavenge air space and forinspection of scavenge ports and piston rings fromthe camshaft side. Together with the cylinder liner itforms the scavenge air space.

The cylinder frame has ducts for piston cooling oilinlet. The scavenge air receiver, chain drive,turbocharger, air cooler box and gallery bracketsare located at the cylinder frame. Furthermore, thesupply pipe for the piston cooling oil and lubricatingoil is attached to the cylinder frame. At the bottom ofthe cylinder frame there is a piston rod stuffing box,which is provided with sealing rings for scavengeair, and with oil scraper rings which prevent oil fromcoming up into the scavenge air space.

Drains from the scavenge air space and the pistonrod stuffing box are located at the bottom of the cyl-inder frame.

The cylinder liner is made of alloyed cast iron and issuspended in the cylinder frame by means of a lowsituated flange. The uppermost part of the liner issurrounded by a cast iron cooling jacket. The cylin-der liner has scavenge ports and drilled holes forcylinder lubrication.

The camshaft frame and the lubricators are at-tached to the cylinder frame.

The camshaft is embedded in bearing shells linedwith bearing metal in the camshaft frame.

Cylinder Cover

The cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has a cen-

tral bore for the exhaust valve and bores for two fuelvalves, safety valve, starting valve and indicatorvalve.

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

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and avalve spindle. The valve housing is of cast iron andarranged for water cooling. The housing is providedwith a bottom piece of steel with hard facing on theseat. The bottom piece is water cooled. The spindleis made of heat resistant steel with hardfacing metalwelded onto the seat. The housing is provided with aspindle guide.

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

Air sealing of the exhaust valve spindle guide isprovided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

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

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


430 100 042 178 61 69

1.06

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

The safety valve is spring-loaded.

Indicator Drive

In its basic execution, the engine is fitted with an in-dicator drive.

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

Crankshaft

The crankshaft is of the semi-built type. Thesemi-built type can be made from cast steel throwswith cold rolled fillets for 4 to 6 cylinders and fromforged steel throws for 4 to 12 cylinders. The crank-shaft incorporates the thrust shaft.

At the aft end, the crankshaft is provided with aflange for the turning wheel and for coupling to theintermediate shaft.

At the front end, the crankshaft is fitted with a flangefor the fitting of a tuning wheel and/or counter-weights for balancing purposes, if needed. Theflange can also be used for a power take-off, if sodesired. The power take-off can be supplied at extracost,option: 4 85 000.

Coupling bolts and nuts for joining the crankshafttogether with the intermediate shaft are not normallysupplied. These can be ordered as an option: 4 30602.

Axial Vibration Damper

The engine is fitted with an axial vibration damper,which is mounted on the fore end of the crankshaft.The damper consists of a piston and a split-type

housing located forward of the foremost main bear-ing. The piston is made as an integrated collar on themain journal, and the housing is fixed to the mainbearing support. A mechanical device for check ofthe functioning of the vibration damper is fitted.

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

Connecting Rod

The connecting rod is made of forged or cast steeland provided with bearing caps for the crossheadand crankpin bearings.

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

The crosshead bearing consists of a set ofthin-walled steel shells, lined with bearing metal.The crosshead bearing cap is in one piece, with anangular cut-out for the piston rod.

The crankpin bearing is provided with thin-walledsteel shells, lined with bearing metal. Lub. oil is sup-plied through ducts in the crosshead and connect-ing rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistantsteel and has four ring grooves which arehard-chrome plated on both the upper and lowersurfaces of the grooves.

The upper piston ring is a CPR type (ControlledPressure Releif) whereas the other three piston ringsare with an oblique cut, the two uppermost pistonrings are higher than the lower ones.

The piston skirt is of cast iron.

The piston rod is of forged steel and is sur-face-hardened on the running surface for the stuff-ing box. The piston rod is connected to thecrosshead with four screws. The piston rod has a


430 100 042 178 61 69

1.07

central bore which, in conjunction with a cooling oilpipe, forms the inlet and outlet for cooling oil.

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

The telescopic pipe for oil inlet and the pipe for oiloutlet are mounted on the top of the guide shoes.

Fuel Pump and Fuel OilHigh-Pressure Pipes

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

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

In the basic design the adjustment of the pump leadis effected by inserting shims between the top coverand the pump housing.

The fuel oil pumps are provided with a puncturevalve, which prevents high pressure from buildingup during normal stopping and shut down.

The fuel oil high-pressure pipes are equipped withprotective hoses or pipes and are kept heated bythe circulating fuel oil.

Camshaft and Cams

The camshaft is made in one or two pieces depend-ing on the number of cylinders, with fuel cams, ex-haust cams, indicator cams, thrust disc and chainwheel shrunk onto the shaft.

The exhaust cams and fuel cams are of steel, with ahardened roller race. They can be adjusted and dis-mantled hydraulically.

Chain Drive

The camshaft is driven from the crankshaft by onechain. The chain wheel is bolted on to the side of thethrust collar. The chain drive is provided with a chaintightener and guide bars to support the long chainlengths.

Reversing

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

The exhaust valve gear is not reversible.

Tuning Wheel/Torsional VibrationDamper

A tuning wheel (option: 4 31 101) or torsional vibra-tion damper (option: 4 31 105) is to be orderedseperately based upon the final torsional vibrationcalculations. All shaft and propeller data are to beforwarded by the yard to the engine builder, seechapter 7.

Governor

For conventional installations the engine speed iscontrolled by a mechanical/hydraulic Woodwardgovernor type PGA580.

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

Lyngsø Marine A/Stype EGS 2000. . . . . . . . . . . . . . . option: 4 65 172Kongsborg Norcontrol Automation A/Stype DGS 8800e . . . . . . . . . . . . . option: 4 65 174Siemenstype SIMOS SPC 55 . . . . . . . . . . option: 4 65 177

The speed setting is determined by the governorbased on the position of the main engine regulatinghandle.


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1.08

Cylinder Lubricators

The engine is equipped with cylinder lubricatorsmounted on the fore end of the cylinder frame.

The lubricators have a “built-in” capability to adjustthe oil quantity. They are of the “Sight Feed Lubrica-tor” type and are provided with a sight glass for eachlubricating point. The oil is led to the lubricatorthrough a pipe system from an elevated tank (Yard’ssupply).

Once adjusted, the lubricators will basically have acylinder oil feed rate proportional to the engine revo-lutions. No-flow and level alarm devices are in-cluded.

The Load Change Dependent system, option: 4 42120 will automatically increase the oil feed rate incase of a sudden change in engine load, for instanceduring manoeuvring or rough sea conditions.

The lubricators are equipped with electric heating.

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

Manoeuvring System (prepared forBridge Control)

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

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

Reversing is effected by moving the speed controlhandle from “Stop” to “Start astern” position. Con-trol air then moves the starting air distributor and,through an air cylinder, the displaceable roller in thedriving mechanism for the fuel pump, to the“Astern” position.

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

Gallery Arrangement

The engine is provided with gallery brackets, stan-chions, railings and platforms (exclusive of ladders).The brackets are placed at such a height that thebest possible overhauling and inspection condi-tions are achieved. Some main pipes of the engineare suspended from the gallery brackets, and theupper gallery platform on the camshaft side is pro-vided with overhauling holes for piston. The numberof holes depends on the number of cylinders.

The engine is prepared for top bracings on the ex-haust side (4 83 110), or on the camshaft side (op-tion: 4 83 111).

Scavenge Air System

The air intake to the turbocharger takes place di-rectly from the engine room through the intake si-lencer of the turbocharger. From the turbocharger,the air is led via the charging air pipe, air cooler andscavenge air receiver to the scavenge ports of thecylinder liners. The charging air pipe between theturbocharger and the air cooler is provided with acompensator and is heat insulated on the outside.See chapter 6.09.


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1.09

Exhaust Turbocharger

The engine can be fitted with MAN B&W (4 59 101),ABB VTR-type (4 59 102), AAB TPL-type (4 59 102a)or Mitsubishi (4 59 103) turbochargers arranged onthe aft end of the engine for 4-9 cylinder engines andon the exhaust side for 10-12 cylinder engines.

The turbocharger is provided with:

a) Equipment for water washing of thecompressor side

b) Equipment for dry cleaning of the turbine side

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

The gas outlet can be 15°/30°/45°/60°/75°/90° fromvertical, away from the engine. See either of options4 59 301-309. The turbocharger is equipped with anelectronic tacho system with pick-ups, converterand indicator for mounting in the engine controlroom.

Scavenge Air Cooler

The engine is fitted with an air cooler of the amono-block design for a seawater cooling systemof 2.0-2.5 bar working pressure (4 54 130) or centralcooling with freshwater of maximum 4.5 bar work-ing pressure, option: 4 54 132.

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

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

Exhaust Gas System

From the exhaust valves, the gas is led to the ex-haust gas receiver where the fluctuating pressurefrom the individual cylinders is equalised, and thetotal volume of gas led further on to theturbocharger at a constant pressure.

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

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

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

After the turbocharger, the gas is led via the exhaustgas outlet transition piece, option: 4 60 601 and acompensator, option: 4 60 610 to the external ex-haust pipe system, which is yard’s supply. See alsochapter 6.10.

Auxiliary Blower

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

Between the air cooler and the scavenge air re-ceiver, non-return valves are fitted which automati-cally close when the auxiliary blowers supply theair.

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

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

In cases where one of the auxiliary blowers is out ofservice, the other auxiliary blower will automaticallycompensate without any manual readjustment ofthe valves, thus avoiding any engine load reduction.This is achieved by the automatically workingnon-return valves in the suction pipe of the blowers.

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


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1.10

The electrical control panel and starters for twoauxiliary blowers can be delivered as an option:4 55 650.

Piping Arrangements

The engine is delivered with piping arrangements for:

Fuel oil

Heating of fuel oil pipes

Lubricating and piston cooling oil pipes

Cylinder lubricating oil

Lubricating of turbocharger

Sea cooling water

Jacket cooling water

Cleaning of turbocharger

Fire extinguishing for scavenge air space

Starting air

Control air

Safety air

Oil mist detector.

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

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

Galvanised steel 4 45 130, or

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

Aluminium brass option 4 45 132, or

Copper nickel option 4 45 133.

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

The pipes are provided with sockets for standard in-struments, alarm and safety equipment and, fur-

thermore, with a number of sockets for supplemen-tary signal equipment and supplementary remoteinstruments.

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

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

The drain pipe is heated by fresh cooling water.

The above heating pipes are normally deliveredwithout insulation, (4 35 120). If the engine is to betransported as one unit, insulation can be mountedas an option: 4 35 121.

The engine’s external pipe connections are in ac-cordance with DIN and ISO standards.


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1.11


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1.12

178 43 10-1.0

Engine Layout and Load Diagrams, SFOC 2

2 Engine Layout and Load Diagrams

Introduction

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

Pb = c x pe x n

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

Pb = c x n1 (for constant mep)

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

Pb = c x n3 (propeller law)

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

Pb = c x ni

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

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

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

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

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

Propulsion and Engine Running Points

Propeller curve

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

Pb = c x n3 , in which:

Pb = engine power for propulsionn = propeller speedc = constant

Propeller design point

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


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2.01

Fig. 2.01b: Power function curves in logarithmic scales

178 05 40-3.0

Fig. 2.01a: Straight lines in linear scales

178 05 40-3.0

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

Fouled hull, sea margin and heavy propeller

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

As modern vessels with a relatively high servicespeed are prepared with very smooth propeller andhull surfaces, the fouling after sea trial will involve arelatively high resistance and thereby a heavier run-ning propeller.

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

When determining the necessary engine power, it isnormal practice to add an extra power margin, theso-called sea margin, which is traditionally about15% of the propeller design (PD) power.

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

Compared to the heavy engine layout curve, no. 2,we recommend to use a light running of 3.0-7.0%for design of the propeller.

Continuous service rating (S)

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

Engine margin

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

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, – sea margin i.e. extra powerto the propeller, refers to the influence of the windand the sea. However, the degree of light runningmust be decided upon experience from the actualtrade and hull design.


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2.02

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

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

MP Specified MCR for propulsion

SP Continuous service rating for propulsion

PD Propeller design point

HR Heavy running

LR Light running

Fig. 2.02: Ship propulsion running points and engine layout

178 05 41-5.3

Engine Layout Diagram

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

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

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

Specified maximum continuous rating (M)

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

Optimising point (O) = specified MCR (M)

This engine type is not fitted with VIT fuel pumps, sothe specified MCR power is the power for which theengine is optimised - point M coincides normallywith point O.

The optimising point O is the rating at which theturbocharger is matched, and at which the enginetiming and compression ratio are adjusted.

Load Diagram

Definitions

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

The optimising point O is placed on line 1 and equalto point A of the load diagram with point M’s power,i.e. the power of points O and M must be identical,but the engine speeds can be different.

The optimising point O is to be placed inside the lay-out diagram. In fact, the specified MCR point M can,in special cases, be placed outside the layout dia-gram, but only by exceeding line L1-L2, and ofcourse, only provided that the optimising point O islocated inside the layout diagram.

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


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2.03

Constant ship speed lines

The constant ship speed lines α, are shown at thevery top of Fig. 2.02, indicating the power requiredat various propeller speeds in order to keep thesame ship speed, provided that, for each shipspeed, the optimum propeller diameter is used, tak-ing into consideration the total propulsion effi-ciency.

Limits for continuous operation

The continuous service range is limited by four lines:

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

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

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

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

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

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

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

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

Line 7:Represents the maximum power for continuousoperation.


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A 100% reference pointM Specified MCRO Optimising point

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

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

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

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

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

Fig. 2.03: Engine load diagram

178 39 18-4.1

2.04

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

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

Recommendation

Continuous operation without limitations is allowedonly within the area limited by lines 4, 5, 7 and 3 ofthe load diagram, except for CP propeller plantsmentioned in the previous section.

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

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

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

Once the specified MCR has been chosen, the ca-pacities of the auxiliary equipment will be adaptedto the specified MCR, and the turbocharger etc. willbe matched to this power.

If the specified MCR is to be increased later on, thismay involve a change of the pump and cooler ca-pacities, retiming of the engine, change of the fuelvalve nozzles, adjusting of the cylinder liner cooling,as well as rematching of the turbocharger or even achange to a larger size of turbocharger. In somecases it can also require larger dimensions of thepiping systems.

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

Examples of the use of the LoadDiagram

In the following, four different examples based onfixed pitch propeller (FPP) and one example basedon controllable pitch propeller (CPP) are given in or-der to illustrate the flexibility of the layout and loaddiagrams, and the significant influence of the choiceof the optimising point O.

For a project, the layout diagram shown in Fig. 2.09may be used for construction of the actual load dia-gram.


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2.05

The specified MCR (M) and its propeller curve 1will normally be selected on the engine servicecurve 2 (for fouled hull and heavy weather), asshown in Fig. 2.04a. Point A is then found at theintersection between propeller curve 1 (2) and theconstant power curve through M, line 7. In thiscase point A will be equal to point M.

Once point A has been found in the layout diagram,the load diagram can be drawn, as shown in Fig.2.04b, and hence the actual load limitation lines ofthe diesel engine may be found by using the inclina-tions from the construction lines and the %-figuresstated.


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2.06

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

equal to line 2O Optimising point of engine

A Reference point of load diagram Line 7 Constant power line through specified MCR (M)

MP Specified MCR for propulsion Point A Intersection between line 1 and 7

SP Continuous service rating of propulsion

SP Continuous service rating of prpulsion

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

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

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

178 39 20-6.0


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2.07

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

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

equal to line 2O Optimising point of engine

A Reference point of load diagram Line 7 Constant power line through specified MCR (M)

MP Specified MCR for propulsion Point A Intersection between line 1 and 7




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

178 39 23-1.0

In this example a shaft generator (SG) is installed,and therefore the service power of the engine alsohas to incorporate the extra shaft power required forthe shaft generator’s electrical power production.

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

The optimising point O = A = M will be chosen on thiscurve as shown.

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


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2.08

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

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

O Optimising point of engine Line 7 Constant power line through specified MCR (M)

A=O Reference point of load diagram Point A Intersection between line 1 and 7

MP Specified MCR for propulsion



SG Shaft generator power


178 39 25-5.0

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

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

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

One solution could be to choose a diesel enginewith an extra cylinder, but another and cheapersolution is to reduce the electrical power produc-tion of the shaft generator when running in the up-per propulsion power range.

In choosing the latter solution, the required speci-fied MCR power can be reduced from point M’ to

point M as shown in Fig. 2.07a. Therefore, when run-ning in the upper propulsion power range, a dieselgenerator has to take over all or part of the electricalpower production.

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

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


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

2.09

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

O Optimising point of engine Point A Intersection between line 1 and 7

A Reference point of load diagram Point M Located on constant power line 7 throughpoint AMP Specified MCR for propulsion




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

178 39 28-0.0

When a controllable pitch propeller (CPP) is in-stalled, the relevant combinator curves of the pro-peller may also be a combination of constant enginespeeds and/or propeller curves, and it is not possi-ble to distinguish between running points for lightand heavy running conditions.

Therefore, when the engine’s specified MCR point(M) has been chosen, including the power for a shaftgenerator, if installed,

point M may be used as point A

of the load diagram, which may then be drawn.

Fig. 2.08 shows two examples of running curves thatare both contained within the same load diagram.

For specific cases with a shaft generator, and wherethe propeller’s running curve in the high powerrange is a propeller curve, i.e. based on a main-tained constant propeller pitch (similar to the FPPpropulsion curve 2 for heavy running), please alsosee the fixed pitch propeller examples 3 and 4.


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2.10

Example 5:Engine coupled to controllable pitch propeller (CPP) with or without shaft generator

M Specified MCR of engine

S Continuous service rating of engine

O Optimising point of engine

A Reference point of load diagram

Fig. 2.08: Example 5: Engine with Controllable Pitch Propeller (CPP), with or wihtout shaft generator

178 39 31-4.0

1


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2.11

Fig. 2.09: Diagram for actual project

Fig. 2.09 contains a layout diagram that can be used for con-struction of the load diagram for an actual project, using the%-figures stated and the inclinations of the lines.

178 06 37-5.1

Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means ofFig. 2.10 for fixed pitch propeller and 2.11 for con-trollable pitch propeller, constant speed. Through-out the whole load area the SFOC of the engine de-pends on where the optimising point O = specifiedMCR (M) is chosen.

SFOC at reference conditions

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

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

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

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

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

Scav. air coolanttemperature per 10 °C rise + 0.60% + 0.40%

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

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

Fuel oil lowercalorific value

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

With for instance 1 °C increase of the scavenge aircoolant temperature, a corresponding 1 °C in-crease of the scavenge air temperature will occurand involves an SFOC increase of 0.60% if Pmax isadjusted.

SFOC guarantee

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

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

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

Examples of graphic calculation ofSFOC

Diagram 1 in figs. 2.10 and 2.11 valid for fixed pitchpropeller and constant speed, respectively showsthe reduction in SFOC, relative to the SFOC at nomi-nal rated MCR L1.

The solid lines are valid at 100, 80 and 50% of theoptimised power (O) identical to the specified MCR(M).

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

In Fig. 2.12 an example of the calculated SFOCcurves are shown on Diagram 2, valid for two al-ternative engine ratings: M1 = O1 and M2 = O2.


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2.12


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2.13

Data at nominal MCR (L1): L42MC Data of optimising point (O)

Power: 100% (L1) BHP Power: 100% of (O) BHP

Speed: 100% (L1) 176 r/min Speed: 100% of (O) r/min

Nominal SFOC (L1) 130 g/BHPh SFOC found: g/BHPh

178 15 92-3.0

Specified MCR (M) = optimised point (O)

Fig. 2.10: SFOC for engine with fixed pitch propeller

178 40 66-8.0

178 40 68-1.0


402 000 004 178 61 72

2.14

Specified MCR (M) = optimised point (O)

178 15 91-1.0

Data at nominal MCR (L1): L42MC Data of optimising point (O)

Power: 100% (L1) BHP Power: 100% of (O) BHP

Speed: 100% (L1) 176 r/min Speed: 100% of (O) r/min

Nominal SFOC (L1) 130 g/BHPh SFOC found: g/BHPh

Fig. 2.11: SFOC for engine with constant speed

178 40 66-8.0

178 40 68-1.0


402 000 004 178 61 72

2.15

Engine type: 6L42MC

Data at nominal MCR (L1):100% Norminal power:100% Norminal seed:Nominal SFOC:

8130176130

BHPr/ming/BHPh

Data at M1 = O1100% optimised power:100% optimised speed:SFOC found:

6748158.4128.1

BHPr/ming/BHPh

Data at M2 = O2100% optimised power:100% optimised speed:SFOC found:

5740149.6125.7

BHPr/ming/BHPh

Fig. 2.12: Examples of SFOC for 6L42MC with fixed pitchpropeller with two alternative derating points

178 40 76-4.0

178 13 16-9.1

178 40 81-1.0O1: Optimised in M1O2: Optimised in M1, in this case 85% power of M1Point 3: is 80% of M2 = 0.80 x 0.85 of M1 = 68% MPoint 4: is 50% of M2 = 0.50 x 0.85 of M1 = 42.5% M

Fuel Consumption at an Arbitrary Load

Once the engine has been optimised in point O,shown on this Fig., the specific fuel oil consumptionin an arbitrary point S1, S2 or S3 can be estimatedbased on the SFOC in point “1" and ”2".

These SFOC values can be calculated by using thegraphs in Fig. 2.11 for the propeller curve I and Fig.2.12 for the constant speed curve II, obtaining theSFOC in points 1 and 2, respectively.

Then the SFOC for point S1 can be calculated as aninterpolation between the SFOC in points “1" and”2", and for point S3 as an extrapolation.

The SFOC curve through points S2, to the left ofpoint 1, is symmetrical about point 1, i.e. at speedslower than that of point 1, the SFOC will also in-crease.

The above-mentioned method provides only an ap-proximate figure. A more precise indication of theexpected SFOC at any load can be calculated byusing our computer program. This is a service whichis available to our customers on request.


7

402 000 004 178 61 72

Fig. 2.13: SFOC at an arbitrary load

178 05 32-0.1

2.16

Emission Control

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

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

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

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

30-50% NOx reduction

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

Up to 95-98% NOx reduction

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

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

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

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

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

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

P. 333 How to deal with Emission Control.


402 000 004 178 61 72

2.17

Turbocharger Choice 3

3. Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application ofeither MAN B&W, ABB or Mitsubishi (MHI)turbochargers.

The engine is equipped with one turbocharger lo-cated on aft end on 4 to 9 cylinder engines, and withtwo turbochargers on exhaust side for 10 to 12 cyl-inder engines.

In order to clean the turbine blades and the nozzlering assembly during operation, the exhaust gas in-let to the turbocharger(s) is provided with a drycleaning system using nut shells and a water wash-ing system.

The engine power, the SFOC, and the data stated inthe list of capacities, etc. are valid for theturbochargers stated in Fig. 3.01.

For other layout points than L1, the size of turbo-charger may be different, depending on the point atwhich the engine is to to be optimimised.

Figs. 3.02 shows the approximate limits for applica-tion of the MAN B&W turbochargers, Fig. 3.03 forthe ABB turbochargers and Fig. 3.04 the MHIturbochargers.


459 100 250 178 61 73

3.01

Cyl. MAN B&W ABB MHI

4 1 x NA40/S 1 x VTR354 1 x MET42SD





9 1 x NA57/T9 1 x VTR564 1 x MET66SD

10 2 x NA40/S 2 x VTR454 2 x MET53SD

11 2 x NA40/S 2 x VTR454 2 x MET53SD

12 2 x NA48/S 2 x VTR454 2 x MET53SD

Fig. 3.01: Turbocharger types178 43 19-8.0


459 100 250 178 61 73

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

3.02

178 43 23-3.0


459 100 250 178 61 73

3.03

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

178 43 23-3.0


459 100 250 178 61 73

3.04

Fig. 3.03a: Choice of turbochargers, make ABB

178 43 26-9.0


459 100 250 178 61 73

3.05

Fig. 3.03b: Choice of turbochargers, make ABB

178 43 26-9.0


459 100 250 178 61 73

3.06

Fig. 3.04a: Choice of turbochargers, make MHI

178 43 29-4.0


459 100 250 178 61 73

3.07

Fig. 3.04b: Choice of turbochargers, make MHI178 43 29-4.0

Total by-pass for emergency runningOption: 4 60 119

By-pas round the turbocharger of the total amountof exhaust gas is only used for emergency runningin case of turbocharger failure.

This enables the engine to run at a higher loadthan with a locked rotor under emergency condi-tions. The engine’s exhaust gas receiver will inthis case be fitted with a by-pass flange of thesame diameter as the inlet pipe to theturbocharger. The emergency pipe is the yard’sdelivery.


459 100 250 178 61 73

Fig. 3.06: Position of turbocharger cut-out valves

178 06 72-1.1

3.08

Electricity Production 4

4 Electricity Production

Introduction

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

• Auxiliary diesel generating sets

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets.

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

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

Power Take Off (PTO)

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

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

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

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

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

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

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

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

BW III:A crankshaft gear mounted onto the fore end ofthe diesel engine, with a side-mounted generatorwithout any connections to the ship structure.

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

The most popular of the gear based alternatives isthe type designated BW III/RCF for plants with afixed pitch propeller (FPP) and the BW IV/GCR forplants with a controllable pitch propeller (CPP). TheBW III/RCF requires no separate seating in the shipand only little attention from the shipyard with re-spect to alignment.


485 600 100 178 61 74

4.01


485 600 100 178 61 74

4.02

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

PTO

/RC

F

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

88-91

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

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

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

PTO

/CFE

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

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

PTO

/GC

R

7 BW I/GCR On engine(vertical generator)

92

8 BW II/GCR On tank top 92

9 BW III/GCR On engine 92

10 BW IV/GCR On tank top 92

Fig. 4.01: Types of PTO178 19 66-3.1

Fig. 4.02: Designation of PTO


485 600 100 178 61 74

4.03

Power take off:BW III L42/RCF 700-60

50: 50 Hz60: 60 Hz

kW on generator terminals

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

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W178 06 49-5.0

PTO/RCF

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

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

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

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

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


485 600 100 178 61 74

4.04

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

178 00 45-5.0

By means of a simple arrangement, the shaft in thecrankshaft gear carrying the first gear wheel and thefemale part of the toothed coupling can be movedforward, thus disconnecting the two parts of thetoothed coupling.

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

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

The input power to the gear is divided into two paths– one mechanical and the other hydrostatic – andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gearis equipped with a hydrostatic motor driven by apump, and controlled by an electronic control unit.This keeps the generator speed constant during sin-gle running as well as when running in parallel withother generators.

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

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

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BWIII/RCF unit. If any monitored value ex-ceeds the normal operation limits, a warning or an

alarm is given depending upon the origin, severityand the extent of deviation from the permissible val-ues. The cause of a warning or an alarm is shown ona digital display.

Extent of delivery for BW III/RCF units

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

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

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

The PTO/RCF can be operated as a motor (PTI) aswell as a generator by adding some minor modifica-tions.


485 600 100 178 61 74

4.05

Standard sizes of the crankshaft gears and theRCF units are designed for 700 and 1200 kW,while the generator sizes of make A. van Kaickare:

Type

DSG

440 V1800kVA

60 Hzr/minkW

380 V1500kVA

50 Hzr/minkW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-4

707855

1056127114321651

566684845

101711461321

627761940

113712801468

501609752909

10241174

178 34 32-9.0

Yard deliveries are:

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

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

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

4. An external permanent lubricating oil filling-upconnection can be established in connectionwith the RCF unit. The system is shown in Fig.4.07 “Lubricating oil system for RCF gear”. Thedosage tank and the pertaining piping are to bedelivered by the yard. The size of the dosage tankis stated in the table for RCF gear in “Necessarycapacities for PTO/RCF” (Fig. 4.06).

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

Additional capacities required for BW III/RCF

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


485 600 100 178 61 74

4.06


485 600 100 178 61 74

4.07

kW Generator

6,7,8,L42MC

700-60 1200-60

A 2167 2167

B 785 785

C 2827 2827

D 3225 3225

F 1835 1955

G 1844 1844

H 2614 3116

S 570 640

System weight (kg) with generator:

20750 24500

System weight (kg) without generator:

18750 21850

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

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BW lll L42/RCF

178 40 46-5.0

178 11 99-4.0


485 600 100 178 61 74

4.08

Fig. 4.05a: Engine preparations for PTO

178 40 42-8.0


485 600 100 178 61 74

4.09

Pos. 1 Special face on bedplate and frame box

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

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

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

Pos. 5 Intermediate flange

Pos. 6 Studs and nuts for mounting the intermediate flange at the crankshaft flange

Pos. 7 Distance tubes and long bolts

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

Pos. 9 Studs and nuts for crankshaft flange

Pos. 10 Free flange end at lubricating oil inlet pipe

Pos. 11 Oil outlet flange welded to bedplate

Pos. 12 Face for brackets

Pos. 13 Brackets

Pos. 14 Studs for mounting the brackets

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

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

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

Pos. 18 Intermediate shaft between crankshaft and PTO

Pos. 19 Oil sealing for intermediate shaft

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

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

Pos. 22 Face on engine frame for supporting stays on engine frame

Pos. 23 Supporting stays

Pos. 24 Studs, nuts and shims for mounting the stays on engine frame

Pos. 25 Studs, nuts and shims for mounting the stays on the engine brackets

Engine preparations for PTO type:Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

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

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

BWII/RCF A A A A A A

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

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

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

A: Preparations to be carried out by engine builderB: Parts supplied by PTO maker

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

178 40 44-1.0


485 600 100 178 61 74

4.10

Crankshaft gear lubricated from the main engine lubricating oil system

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

Nominal output of generator kW 700 1200

Lubricating oil flow m3/h 4.1 4.1

Heat dissipation kW 12.1 20.8

RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1200

Cooling water quantity m3/h 14.1 22.1

Heat dissipation kW 55 92

El. power for oil pump kW 11.0 15.0

Dosage tank capacity m3 0.40 0.51

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

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

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

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

178 40 45-3.0


485 600 100 178 61 74

4.11

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

Fig. 4.07: Lubricating oil system for RCF gear

178 07 69-3.0

PTO BW IV/GCRPower Take Off/Gear Constant Ratio

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

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

The main engine needs no special preparation formounting these types of PTO systems as they areconnected to the intermediate shaft.

The PTO-system installed in the shaft line can alsobe installed on ships equipped with a fixed pitchpropeller or controllable pitch propeller running incombinator mode. This will, however, also requirean additional Renk Constant Frequency gear (Fig.4.01 alternative 4) or additional electrical equipment

for maintaining the constant frequency of the gener-ated electric power.

Tunnel gear with hollow flexible coupling

This PTO-system is normally installed on ships witha minor electrical power take off load compared tothe propulsion power, up to approximately 25% ofthe engine power.

The hollow flexible coupling is only to be dimensionedfor the maximum electrical load of the power take offsystem and this gives an economic advantage for mi-nor power take off loads compared to the system withan ordinary flexible coupling integrated in the shaftline.

The hollow flexible coupling consists of flexible seg-ments and connecting pieces, which allow replace-ment of the coupling segments without dismountingthe shaft line, see Fig. 4.08.


485 600 100 178 61 74

4.12

Fig. 4.08: BW IV/GCR, tunnel gear

178 18 25-0.0

Generator step-up gear and flexible couplingintegrated in the shaft line

For higher power take off loads, a generator step-upgear and flexible coupling integrated in the shaft linemay be chosen due to first costs of gear and cou-pling.

The flexible coupling integrated in the shaft line willtransfer the total engine load for both propulsionand electricity and must be dimensioned accord-ingly.

The flexible coupling cannot transfer the thrust fromthe propeller and it is, therefore, necessary to makethe ger-box with an integrated thrust bearing.

This type of PTO-system is typically installed onships with large electrical power consumption, e.g.shuttle tankers.


485 600 100 178 61 74

4.13

Fig. 4.09: Power Take-off (PTO) for BW II/GCR

Power Take Off/Gear Constant Ratio,PTO BW II/GCR

The system Fig. 4.01 alternative 8 can generateelectrical power on board ships equipped with acontrollable pitch propeller, running at constantspeed.

The PTO unit is mounted on the tank top at the foreend of the engine and, by virtue of its short and com-pact design, it requires a minimum of installationspace, see Fig. 4.09. The PTO generator is activatedat sea , taking over the electrical power productionon board when the main engine speed has stabi-lised at a level corresponding to the generator fre-quency required on board.

The BW II/GCR cannot, as standard, be mechani-cally disconnected from the main engine, but a hy-draulically activated clutch, including hydraulicpump, control valve and control panel, can be fittedas an option.

178 18 22-5.0

485 600 100 178 61 74


4.14

* Depends on alternator make (the above is based on Leroy Somer alternator)** Engine and engine base frame

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

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

Fig. 4.10a: Power and outline of L16/24

L16/24 GenSet Data

178 33 87-4.1

** Dry massEngine/frame

t

6.5

7.6

8.2

8.6

9.4

9.4

***Alternator

t

8.4

9.7

10.6

11.3

12.1

12.1

Cyl. No.

5 (1200 r/min)

6 (1000/1200 r/min)

7 (1000/1200 r/min)

8 (1000/1200 r/min)

9 (1000 r/min)

9 (1200 r/min)

Amm

2745

3020

3295

3570

3845

3845

Bmm

1399

1489

1584

1679

1679

1679

* Cmm

4145

4509

4880

5250

5525

5525

Dmm

1365

1365

1405

1405

1405

1505

Emm

810

810

810

810

810

810

Fmm

2175

2175

2215

2215

2215

2315

Gmm

1000

1000

1000

1000

1000

1000

Hmm

738

738

843

843

843

903

Bore: 160 mm Stroke: 240 mm

Power lay-out

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

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

5L16/24 500 475 450 425

6L16/24 600 570 540 515

7L16/24 700 665 630 600

8L16/24 800 760 720 680

9L16/24 900 855 810 770


485 600 100 178 61 74

4.15

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

1000/1200 r/min kW 450/500 540/600 630/700 720/800 810/900

ENGINE DRIVEN PUMPS

HT cooling water pump (2.0/3.2 bar) m3/h 13.1 12.7/15.2 14.5/17.4 16.3/19.5 18.1/21.6LT cooling water pump (1.7/3.0 bar) m3/h 17.3 18.9/20.7 22.0/24.2 25.1/27.7 28.3/31.1Lubricating oil (3-4.5 bar) m3/h 25 23/27 24/29 26/31 28/33

EXTERNAL PUMPS

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

COOLING CAPACITIES

Lubricating oil kW 115 127/138 148/161 169/184 190/207Charge air LT kW 45 48/54 56/63 64/72 72/81*Flow LT at 36°C inlet and 44°C outlet m3/h 17.3 18.9/20.7 22.0/24.2 25.2/27.6 28.3/31.1

Jacket cooling kW 109 113/130 132/152 151/174 170/195Charge air HT kW 104 116/125 135/146 154/167 174/188*Flow HT at 36°C inlet and 80°C outlet m3/h 4.2 4.5/5.0 5.2/5.8 6.0/6.7 6.7/7.5

GAS DATA

Exhaust gas flow kg/h 3358 3627/4029 4232/4701 4837/5373 5441/6044Exhaust gas temp. °C 345 345 345 345 345Max. allowable back press. bar 0.025 0.025 0.025 0.025 0.025Air consumption kg/h 3258 3519/3909 4106/4561 4693/5213 5279/5864

STARTING AIR SYSTEM

Air consumption per start Nm3 0.18 0.21 0.25 0.28 0.32

HEAT RADIATION

Engine kW 24 27/28 31/33 35/38 40/42Alternator kW (see separate data from the alternator maker)

The stated heat balances are based on tropical conditions, the flows are based on ISO ambient condition.* The outlet temperature of the HT water is fixed to 80°C, and 44°C for LT water. At different inlet temperatures the flow will changeaccordingly.Example: if the inlet temperature is 25°C, then the LT flow will change to (44-36)/(44-25)*100 = 42% of the original flow. The HT flowwill change to (80-36)/(80-25)*100 = 80% of the original flow. If the temperature rises above 36°C, then the LT outlet will rise accordingly.

Power lay-out

Speed

Mean piston speed

Mean effective pressure

Specific fuel oil consumption*

r/min

m/sec.

bar

g/kWh

1000

8

22.4

189

1200

9.6

20.7

188

MCR version

* According to ISO + 5%tolerance without enginedriven pump.

Fig. 4.10b: List of capacities for L16/24

L16/24 GenSet Data

178 33 88-6.1

485 600 100 178 61 74


4.16

L1*

mm

3925

3885

4505

4445

4745

4745

5225

5180

L2

mm

1070

1070

1070

1070

1070

1070

1070

1070

L3

mm

3350

3350

3720

3720

4090

4090

4460

4460

L4*

mm

2155

2135

2385

2325

2270

2270

2380

2355

L5****

mm

2340

2340

2710

2710

3080

3080

3450

3450

B1*

mm

1380

1380

1380

1380

1600

1600

1600

1600

H1

mm

1583

1583

1583

2015

2015

2015

2015

2015

Drymass**

t

12.2

12.2

12.9

12.9

14.3

14.3

15.8

15.8

Dry massGenset***

t

16.8

16.8

18.7

18.7

19.2

19.2

23.7

23.7

Cyl. No.

5

5 (900 r/min)

6

6 (900 r/min)

7

7 (900 r/min)

8

8 (900 r/min)

Bore: 225 mm Stroke: 300 mm

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

* Depending on alternator ** Engine and engine base frame*** Mass included a standard alternator, make A. van Kaick **** Incl. flywheel

All dimensions and masses are approximately, and subject to change without notice.

* According toISO 3046/conditionswithout pumps.

L23/30H GenSet Data

Fig. 4.11: Power and outline of L23/30H

178 34 53-3.1

Power lay-out

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

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

5L23/30H 650 615 675 645

6L23/30H 780 740 810 770 960 910

7L23/30H 910 865 945 900 1120 1060

8L23/30H 1040 990 1080 1025 1280 1215

SFOC* 191 g/kWh 192 g/kWh 196 g/kWh


485 600 100 178 61 74

4.17

Max. continuous rating at Cyl. 5 6 7 8

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

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

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

SEPARATE PUMPS

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

COOLING CAPACITIES

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

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

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

GAS DATA

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

STARTING AIR SYSTEM

Air consumption per start Nm3 0.30 0.35 0.40 0.45

HEAT RADIATION

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

Please note that for the 750 r/min engine the heat dissipation, capacities of gas and engine-driven pumps are 4% higher than statedat the 720 r/min engine.

If LT cooling is sea water, the LT inlet is 32° C instead of 36°C.

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

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

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

L23/30H GenSet Data

178 34 54-5.1

Installation Aspects 5

5 Installation Aspects

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

Space Requirements for the Engine

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

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

If, during the project stage, the outer dimensions ofthe turbocharger seem to cause problems, it is pos-sible, for the same number of cylinders, to useturbochargers with smaller dimensions by increas-ing the indicated number of turbochargers by one.

Overhaul of Engine

The distances stated from the centre of the crank-shaft to the crane hook are for vertical or tilted lift,see note F in Fig. 5.01.

A lower overhaul height is, however, available by us-ing the MAN B&W double-jib crane, built by DanishCrane Building ApS, shown in Figs. 5.02 and 5.03.

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

2 x 1.0 ton double jib crane can be used for this en-gine as this crane has been individually designed forthe engine.

The capacity of a normal engine room crane has tobe minimum 1 ton.

The area covered by the engine room crane shall bewide enough to reach any heavy spare part requiredin the engine room, and the crane hook shall be ableto reach the lowermost floor level in the engine

room. A special crane beam for dismantling theturbocharger shall be fitted. The lifting capacity ofthe crane beam for dismantling the turbocharger isstated in fig. 6.10.07

The overhaul tools for the engine are designed to beused with a crane hook according to DIN15400,June 1990, material class M and load capac-ity 1Am and dimensions of the single hook type ac-cording to DIN 15401, part 1.

Engine Outline

The total length of the engine at the crankshaft levelmay vary depending on the equipment to be fittedon the fore end of the engine, such as adjustablecounterweights, tuning wheel, moment compensa-tors PTO, which are shown as alternatives in Fig.5.04.

Transparent outline drawings in scale 1:50 and1:100 are included in section 11.

Engine Masses and Centre of Gravity

The partial and total engine masses appear fromChapter 9, “Dispatch Pattern”, to which the massesof water and oil in the engine, Fig. 5.06, are to beadded. The centre of gravity is shown in Fig. 5.05,including the water and oil in the engine, but withoutmoment compensators or PTO.

Gallery Outline

Fig. 5.07 shows the gallery outline for engines withhigh efficiency turbochargers and rated at nominalMCR (L1).


430 100 030 178 61 75

5.01

Engine Pipe Connections

The position of the external pipe connections on theengine are stated in Fig. 5.08 and the correspondinglists of counterflanges for pipes and turbocharger inFigs. 5.09 and 5.10, respectively.

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

Engine Seating and Arrangement ofHolding Down Bolts

The dimensions of the seating stated in Figs. 5.11and 5.12 are for guidance only.

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

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

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

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

Top Bracing

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

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

For engines with fewer than seven cylinders, thisguide force moment tends to rock the engine intransverse direction, and for engines with seven cyl-inders or more, it tends to twist the engine. Bothforms are shown in the chapter dealing with vibra-tions. The guide force moments are harmless to theengine, however, they may cause annoying vibra-tions in the superstructure and/or engine room, ifproper countermeasures are not taken.

As this system is difficult to calculate with adequateaccuracy, MAN B&W Diesel recommend that topbracing is installed between the engine’s upperplatform brackets and the casing side.

The top bracing is designed as a stiff connectionwhich allows adjustment in accordance with theloading conditions of the ship.

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

With top bracing, such a resonance will occurabove the normal speed range, as the top bracingi n c r e a s e s t h e n a t u r a l f r e q u e n c y o f t h eabove-mentioned vibrating system.

The top bracing is normally placed on the exhaustside of the engine (4 83 110), but it can alternativelybe placed on the camshaft side, option: 4 83 111,see Figs. 5.14 and 5.15.

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


430 100 030 178 61 75

5.02

Mechanical top bracing

The mechanical top bracing, option: 4 83 112shown in Fig. 5.15 comprises stiff connections(links) with friction plates.

The forces and deflections for calculating the trans-verse top bracing’s connection to the hull structureare:

Force per bracing . . . . . . . . . . . . . . . . . . . . ± 45 kNMinimum horizontal rigidity at thelink’s points of attachment to the hull . . 100 MN/mTightening torque at hull side. . . . . . . . . . . . 70 Nm

Earthing Device

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

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

The sketch Fig. 5.16 shows the layout of such anearthing device, i.e. a brush arrangement which isable to keep the potential difference below 50 mV.

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


430 100 030 178 61 75

5.03


430 100 034 178 61 76

1) Space for aux. blowers with direct drive and frequencyconverter: 2800 mm2) Minium 6450 mm for turbocharger NA48/S3) Space for air cooler element overhaul: 2700 mm4) K must be equal to or larger than the propeller shaft, ifthe propeller shaft is to be drawn into the engine room

Normal/minimum centreline distance for twin engineinstallation: 4850/4350 mm (4350 mm for commongallery for starboard and port design engines)

The dimensions are given in mm and are for guid-ance only. If the dimensions cannot be fulfilled,please contact MAN B&W Diesel A/S or our localrepresentative

Fig.5.01a: Space requirement for the engine, turbocharger located on aft end (4 59 121)

5.04

178 41 13-6.0


430 100 034 178 61 76

Cyl. No. 4 5 6 7 8 9

Amin. 4829 5577 6325 7073 7821 8569 Fore end: A min. shows basic engine

A max. shows engine with built on tuning wheelFor PTO: See corresponding “Space requirement”max. 4921 5669 6417 7165 7913 8661

B 2400 1) MAN B&W and ABBturbochargers

The required space to the engine roomcasing includes top bracing

C2697 2835 3107 3382 3520 3787 MAN B&W turbocharger Dimensions according to

“Turbocharger choice” at nominal MCR2508 2750 2927 3333 3471 3608 ABB turbocharger

D 2638 2678 2718 2758 2798 2838 The dimension includes a cofferdam af 600 mm and must fulfilminimum height to tanktop according to classification rules

E 6350 2)The distance from crankshaft centreline to lower edge of deck beam,when using MAN B&W Double jib crane.See “MAN B&W Double jib crane”

F6700 Vertical lift of piston, piston rod passes between cylinder cover studs

6250 Tilted lift of piston, piston rod passes between cylinder cover studs

G 2700 3) See “Top bracing arrangement”, if top bracing fitted on camshaft side

H4873 4873 4965 4965 4965 4993 MAN B&W turbocharger Dimensions according to


I1719 1719 1901 1901 1901 1899 MAN B&W turbocharger Dimensions according to


J 420 Space for tightening control of holding down bolts

N 1611

The dimensions cover required space and hook travelling width forturbocharger NA57/T9

O 1776

R 1374

S 1776

V 0°,15°, 30°, 45°, 60°, 75°, 90°Max. 75° when MAN B&W Double jib crane is used

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

Fig.5.01b: Space requirement for the engine, turbocharger located on aft end (4 59 121)

5.05

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

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

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

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

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

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

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

MAN B&W turbocharger related figures:

Type

Units NA34 NA40 NA48 NA57

W kg 1000 1000 1000 2000

HB mm 1200 1300 1700 1800

ABB turbocharger related figures:

Type

Units VTR454 VTR564

W kg 1000 2000

HB mm 1400 1700

MHI turbocharger related figures:

Type

Units MET42SDMET42SE

MET53SDMET53SE

MET66SDMET66SE

MET83SDMET83SE

W kg 1000 1500 2500 5000

HB mm 1100 1200 1800 2200

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

*)

The crane beam location in horizontal direction:

Engines with the turbocharger(s) located on the ex-haust side.The letter ‘a’ indicates the distance between verticalcentrelines of the engine and the turbocharger(s).

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

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

The lifting capacity of the crane beam is indicated in thetable for the various turbocharger makes. The cranebeam shall be dimensioned for lifting the wieght ‘W’ witha deflection of some 5 mm only.


430 100 034 178 61 76

178 32 20-8.0

5.06

Fig. 5.01c: Crane beams for overhaul of turbocharger

Type

Units TPL61 TPL65 TPL69 TPL73 TPL77

W kg 1000 1000 1000 1000 1000

HB mm 500 600 700 800 900

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

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

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

For overhaul of the turbocharger(s) a trolley mountedchain hoists must be installed on a separate crane beamor, alternatively, in combination with the engine roomcrane structure, see Fig. 5.01b with information about therequired lifting capacity for overhaul of turbocharger(s).


430 100 034 178 61 76

Mass in kginclusive lifting tools

Crane capacityin tons

Height in mmwhen using

normal crane(vertical lift ofpiston/tiltedlift of piston)

Building-in height in mm when usingMAN B&W double-jib crane

Cylindercover

completewith

exhaustvalve

Cylinderlinier withcoolingjacket

Pistonwith

stuffingbox

Normalcrane

MAN B&Wdouble-jib

crane

AMinimumdistancein mm

B1/B2Minimum

height fromcentre line

crankshaft tocrane hook

CMinimum

height fromcentre linecrankshaftto undersidedeck beam

DAdditional height

which makes overhaulof exhaust valvefeasible without

removal of any studs

975 875 525 1.00 2 x 1.0 1950 6700/6250 6350 375

178 41 08-9.0

5.07

Fig. 5.01d: Engine room crane


488 701 050 178 61 77

5.08

Fig. 5.02: Overhaul with double-jib crane

The double-jib cranecan be delivered by:

Danish Crane Buiding ApSØsterlandsvej 2DK-9240 Nibe, Denmark

178 06 25-5.3

Deck beam

MAN B&W doublejib crane

Centre line crankshaft


488 701 010 178 61 78

5.09

This crane is adapted to the special tools for low overhaul

Fig. 5.03: MAN B&W double-jib crane 2 x 1,0 t, option: 4 88 701178 13 21-6.1


483 100 084 178 61 79

Fig. 5.04a: Engine outline178 41 55-5.0

5.10


483 100 084 178 61 79

Fig. 5.04b: Engine outline

178 41 55-5.0

5.11

Turbochargertype a b c d e f j Cyl. No. g LI LII

MANB&W

NA40/S 1719 4873 425 2354 991 1030 5763 4 2244 4829 4921

NA48/S 1901 4965 470 2731 1186 1200 6070 5 2992 5577 5669

NA57/T 1899 4993 426 2775 1580 1200 6218 6 3740 6325 6417

ABB

VTR354 1697 4849 415 2245 597 864 7 4488 7073 7165

VTR454 1817 4793 360 2504 848 954 8 5236 7821 7913

VTR454/E 1810 4875 350 2500 920 915 9 5984 8569 8661

VTR564 1946 4965 400 2802 1184 1112

MHI

MET42SD 1690 4965 365 2305 770 815

MET53SD 1790 4965 500 2480 900 1070

MET66SD 1900 4965 515 2775 1230 1185

Please note:

The dimensions given are subject to revision without noticeFor platforms dimensions see “Gallery outline”


430 100 030 178 61 80

No. of cylinders 4 5 6 7 8 9 10* 11* 12*Distance X mm 1780 2145 2510 2860 3220 3695

Distance Y mm 1825 1860 1880 1865 1870 1895

Distance Z mm 65 60 55 50 50 45

For engine dry masses, see dispatch pattern in section 9

*The data for 10-12 cylinder engines with two turbochargers on exhaust side, are available on request

Fig. 5.05: Centre of gravity

5.12

178 40 33-3.0


430 100 030 178 61 81

5.13

No. ofcylinders

Mass of water and oil in engine in service

Mass of water Mass of oil in

Freshwater Seawater Total

*Enginesystem

Oil pan

*Total

kg kg kg kg kg kg

4 405 130 435 120 190 310

5 505 140 645 145 250 395

6 605 150 755 170 365 535

7 705 180 885 195 290 485

8 805 200 1005 220 365 585

9 905 220 1125 245 400 645

10 1005 280 1285 270 500 770

11 1105 300 1405 295 615 910

12 1205 360 1565 320 730 1050

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

The values for 10-12 cylinder engines are estimated

Fig. 5.06: Water and oil in engine

178 40 27-4.0


483 100 080 178 61 82

Fig. 5.07a: Gallery outline

5.14

178 41 59-2.0


483 100 080 178 61 82

5.15

Fig. 5.07b: Gallery outline

178 41 59-2.0


483 100 082 178 61 84

5.16

Turbocharger type c n m

MANB&W

NA40/S 425 5443 1870

NA48/S 470 5651 2085

NA57/T 426 5780 2110

ABB

VTR354 415 5236 1802

VTR454 360 5281 1948

VTR454/E 350 5400 1850

VTR564 400 5579 2111

MHI

MET42SD 365 5400 1710

MET53SD 500 5520 1820

MET66SD 515 5650 1950

Fig. 5.08a: Engine pipe connections

178 41 63-8.0


483 100 082 178 61 84

5.17

Cyl . No. g h k

4 2244 2244 -

5 2992 2992 -

6 3740 2992 -

7 4488 2992 4488

8 5236 2992 5236

9 5984 2992 5236178 41 63-8.0

Fig. 5.08b: Engine pipe connections


483 100 082 178 61 84

5.18

178 41 63-8.0

The letters refer to “List of flanges”Some of the pipes can be connected fore or aft as shown andthe engine builder has to be informed which end to be used

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

Fig. 5.08c: Engine pipe connections


430 200 152 178 61 85

Refer-ence

Cyl.No.

Flange BoltsDN* Description

Dia. PCD Thickn. Dia. No.A 4- 9 225 180 24 M20 8 90 Starting air inlet (neck flange for welding supplied)B 4 - 9 Coupling for 16 mm pipe Control air inletC 4 - 9 Coupling for 16 mm pipe Safety air inletD 4 - 9 See figures page 5.20 Exhaust outletE 4 - 9 Nominal dia. 50 mm pipe Venting of lube oil discharge pipe MAN B&W NA T/CF 4 - 9 120 90 16 M16 4 32 Fuel oil outlet (neck flange for welding supplied)K 4 - 9 200 160 18 M16 8 80 Cooling water inletL 4 - 9 200 160 18 M16 8 80 Cooling water outletM 4 - 9 Coupling for 30 mm pipe Cooling water deaeration

N4 - 6 210 170 18 M16 4 100

Cooling water inlet to scavenge air cooler7 - 9 240 200 20 M16 8 125

P4 - 6 210 170 18 M16 4 100

Cooling water outlet from scavenge air cooler7 - 9 240 200 20 M16 8 125

R 4 - 9 220 180 20 M16 8 100 Lubricating oil inlet (system oil)S 4 - 9 See special drawing System oil outlet to bottom tank (vertical)S1 4 - 9 490 445 26 M20 12 350 System oil outlet to bottom tank (horizontal)U 4 - 9 285 240 24 M20 8 150 Lube oil inlet to piston cooling and camshaftX 4 - 9 185 145 22 M16 8 65 Fuel oil inlet (neck flange for welding supplied)Y 4 - 9 120 90 16 M12 4 32 Lubricating oil inlet to camshaft

AB1 - 165 125 18 M16 4 50 Lube oil outlet from MAN B&W T/C type: NA40/SAB2 - 185 145 18 M16 4 65 Lube oil outlet from MAN B&W T/C type: NA48/SAB3 - 185 145 18 M16 4 65 Lube oil outlet from MAN B&W T/C type: NA57/TAC 4 - 9 Coupling for 16 mm pipe Lubricating oil inlet to cylinder lubricatorsAE 4 - 9 Coupling for 25 mm pipe Fuel oil drain pipe from bedplateAF 4 - 9 Coupling for 30 mm pipe Fuel oil to drain tankAG 4 - 9 140 100 16 M16 4 32 Lube oil from stuff. box for piston rods to drain tankAH 4 - 9 Coupling for 25 mm pipe Cooling water drainAK 4 - 9 Coupling for 30 mm pipe Inlet cleaning air coolerAL 4 - 9 Coupling for 25 mm pipe Drain from cleaning AC/water mist catcherAM 4 - 9 Coupling for 25 mm pipe Outlet air cooler to chemical cleaning tankAN 4 - 9 Coupling for 20 mm pipe Water washing inlet turbochargerAP 4 - 9 Coupling for 12 mm pipe Air inlet for softblast cleaning of turbochargerAR 4 - 9 150 110 16 M16 4 40 Oil vapour dischargeAS 4 - 9 Coupling for 20 mm pipe Cooling water drain air coolerAT 4 - 9 Coupling for 25 mm pipe Steam mist extinguishing of fire in scavenge air boxAV 4 - 9 185 145 18 M16 4 65 Drain from scavenge air chambers to closed drain tankBB 4 - 9 Coupling for 10 mm pipe Remote speed setting signalBB1 4 - 9 Coupling for 10 mm pipe Supply to remote speed settingBD 4 - 9 Coupling for 10 mm pipe Fresh water outlet for heating fuel oil drain pipeBX 4 - 9 Coupling for 10 mm pipe Steam inlet for heating fuel oil pipesBF 4 - 9 Coupling for 10 mm pipe Steam outlet for heating fuel oil pipesBV 4 - 9 Coupling for 20 mm pipe Steam inlet for cleaning drain scavenge air chambers

* DN indicates the nominal diameter of the piping on the engine.For external pipes the diameters should be calculated according to the fluids velocities (see list of capacities) or therecommended pipe sizes in diagrams should be used.

Fig. 5.09: List of counterflanges, option: 4 30 202

178 41 68-7.0

5.19


430 200 152 178 61 85

5.20

Thickness of flanges: 25 mm (for NA40/S, VTR454, VTR454E, VTR354, thickness = 20 mm)

Fig. 5.10: List of counterflanges, turbocharger exhaust outlet (yard’s supply)

AB

B

ME

T42S

DV

TR35

4

VTR

454E

NA

40/S

NA

57/T

9

NA

48/S

MA

NB

&W

178 41 72-2.0

MH

I

VTR

454

VTR

654

ME

T53S

D

ME

T66S

D


482 600 015 178 61 86

5.21

For details of chocks and bolts see special drawings

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

2)

3)

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

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

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

If measuring pins are required, we recommend thatthey are installed at the positions marked by *

All hot work on the tanktop must be finished before theepoxy is cast

Fig. 5.11: Arrangement of epoxy chocks and holding down bolts178 12 04-3.2


482 600 010 178 61 87

5.22

Holding down bolts, option: 4 82 602 includes:

123

Protecting capSpherical nutSpherical washer

456

Distance pipeRound nutHolding down bolt

Fig. 5.12a: Profile of engine seating for engines with vertical oil outlets (4 40 101) 178 11 74-2.1

Section A-A


482 600 010 178 61 87

Section B-B of side chock liners

Viewed from Xof holding down bolts

5.23

Fig. 5.12c: Profile of engine seating, end chocks

178 11 75-4.1

End chock bolts,option: 4 82 610 includes:

123456

Stud for end chock boltRound nutRound nutSpherical washerSpherical washerProtecting cap

End chock liners,option: 4 82 612 includes:

7 Liner for end chocks

End chock brackets,option: 4 82 614 includes:

8 End chock brackets

Side chock liners, option: 4 82 620 includes:

12

Liner for side chockHexagon socket set screw

Side chock brackets, option: 4 82 622 includes:

3 Side chock brackets

Fig. 5.12b: Profile of engine seating, side chocks


482 600 010 178 61 87

5.24

Holding down bolts, option: 4 82 602 includes:

123

Protecting capSpherical nutSpherical washer

456

Distance pipeRound nutHolding down bolt

Fig. 5.13a: Profile of engine seating for engines with horizontal oil outlets (4 40 102) 178 11 74-2.1

Section A-A


482 600 010 178 61 87

5.25

Fig. 5.13b: Profile of engine seating, side chocks

Fig. 5.13c: Profile of engine seating, end chocks for engines with horzontal oil outlet, option 4 40 102178 11 75-4.1

Side chock liners, option: 4 82 620 includes:

12

Liner for side chockHexagon socket set screw

Side chock brackets, option: 4 82 622 includes:

3 Side chock brackets

End chock bolts,option: 4 82 610 includes:

123456

Stud for end chock boltRound nutRound nutSpherical washerSpherical washerProtecting cap

End chock liners,option: 4 82 612 includes:

7 Liner for end chocks

Section B-B of side chock liners

Viewed from Xof holding down bolts


483 110 007 178 61 88

Fig. 5.14a: Mechanical top bracing arrangement, turbocharger located on aft end of engine

5.26

Top bracing should only be installed on one side, eitherthe exhaust side as show, or on the camshaft side(Please contact MAN B&W for further information).

T/C: Turbocharger C: Chain drive

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

a = 374b = 1122c = 1870d = 2618

e = 3366f = 4114g = 4862h = 5610

178 20 01-1.0


483 110 007 178 61 88

5.27

Fig. 5.14b: Mechanical top bracing outline, option: 4 83 112

178 09 63-3.2


Fig. 5.15: Earthing device, (yard’s supply)

420 600 010 178 61 90

Voltmeter for shaft-hull potential difference

Rudder

Propeller

Main bearing

Propeller shaft

Intermediate shaft

Earthing device

Current

178 32 07-8.1

5.28

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

Hull

Slipringsolid silver track

Voltmeter for shaft-hullpotential difference

Silver metalgraphite brushes

Auxiliary Systems 6

6.01. Calculation of Capacities

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

The heat dissipation figures include 10% extra marginfor overload running except for the scavenge aircooler, which is an integrated part of the diesel engine.

Cooling Water Systems

The capacities given in the tables are based on tropi-cal ambient reference conditions and refer to engineswith a high efficiency/conventional turbocharger run-ning at nominal MCR (L1) for, respectively:

• Seawater cooling system,Figs. 6.01.01 and 6.01.03

• Central cooling water system,Figs. 6.01.02 and 6.01.04

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

A detailed specification of the various componentsis given in the description of each system. If a fresh-water generator is installed, the water productioncan be calculated by using the formula stated laterin this chapter and the way of calculating the ex-haust gas data is also shown later in this chapter.The air consumption is approximately 98% of thecalculated exhaust gas amount.

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

The diagrams use the symbols shown in Fig. 6.01.19“Basic symbols for piping”, whereas the symbols forinstrumentation accord to the “Symbolic represen-tation of instruments” and the instrumentation listfound in Chapter 8.

Heat radiation

The radiation and convection heat losses to the en-gine room is about 1.5% of the engine nominalpower (kW in L1).


430 200 025 178 61 91

Fig. 6.01.01: Diagram for seawater cooling

Fig. 6.01.02: Diagram for central cooling water system

6.01.01

178 11 26-4.1

178 11 27-66.1

MANMAN B&W Diesel A/S L42MC Project Guide

430 200 025 178 61 91

6.01.02

Nominal MCRat 76 r/min

Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pu

mp

s

Fuel oil circulating pump m3

/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3

Fuel oil supply pump m3

/h 1.0 1.3 1.6 1.8 2.1 2.3 2.6 2.8 3.1

Jacket cooling water pump 1) m3

/h 32 40 48 56 64 76 80 88 96

2)

3) 34 42 50 60 68 76 85 93 100

4) 32 40 48 56 64 72 80 88 96

Seawater cooling pump* 1) m3

/h 120 150 180 205 235 270 295 325 360

2)

3) 115 145 175 205 235 265 295 325 355

4) 115 145 175 205 235 265 295 325 355

Main lubricating oil pump* 1) m3

/h 96 110 125 140 155 180 205 220 235

2)

3) 91 105 120 135 150 175 195 210 225

4) 94 110 125 140 160 185 205 220 235

Booster pump for exhaust valves m3

/h 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0

Co

ole

rs

Scavenge air cooler

Heat dissipation approx. kW 1410 1760 2120 2470 2820 3170 3530 3880 4230

Seawater quantity m3

/h 75 94 113 132 151 170 189 208 227

Lubricating oil cooler

Heat dissipation approx.* 1) kW 340 410 500 560 630 670 820 890 1000

2)

3) 270 340 410 475 540 610 680 750 820

4) 305 395 465 530 610 680 790 860 930

Lubricating oil quantity* See ‘Main lubricating oil pump’ above

Seawater quantity 1) m3

/h 45 56 67 73 84 100 106 117 133

2)

3) 40 51 62 73 84 95 106 117 128

4) 40 51 62 73 84 95 106 117 128

Jacket water cooler

Heat dissipation approx. 1) kW 580 720 860 1010 1150 1370 1440 1590 1730

2)

3) 610 760 900 1070 1210 1360 1530 1680 1820

4) 580 720 860 1010 1150 1300 1440 1590 1730

Jacket cooling water quantity See ‘Jacket cooling water pump’ above

Seawater quantity* See ‘Seawater quantity’ above

Fuel oil heater kW 58 68 76 92 100 115 130 150 165

Exhaust gas flow** at 255 °C kg/h 33800 42250 50700 59150 67600 76050 84500 92950 101400

Air consumption of engine kg/s 9.2 11.5 13.8 16.1 18.4 20.7 23.0 25.3 27.6

* For main engine arrangement with built-on power take off (PTO) of an MAN B&W recommended type and/or tor-sional 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

Turbocharger types: 1) MAN B&W 2) ABB, type TPL 3) ABB, type VTR 4) MHI

Fig. 6.01.03: List of capacities, L42MC with seawater cooling system, stated at the nominal MCR power (L1)

178 42 51-3.0


430 200 025 178 61 91

6.01.03

Nominal MCRat 76 r/min

Cyl. 4 5 6 7 8 9 10 11 12

kW 3980 4975 5970 6965 7960 8955 9950 10945 11940

Pu

mp

s

Fuel oil circulating pump m3

/h 2.2 2.6 2.9 3.5 3.9 4.3 5.0 5.7 6.3Fuel oil supply pump m

3/h 1.0 1.3 1.6 1.8 2.1 2.3 2.6 2.8 3.1

Jacket cooling water pump 1) m3

/h 32 40 48 56 64 76 80 88 962)3) 34 42 50 60 68 76 85 93 1004) 32 40 48 56 64 72 80 88 96

Central cooling water pump* 1) m3

/h 120 150 180 205 235 270 295 325 3602)3) 115 145 175 205 235 265 295 325 3554) 115 145 175 205 235 265 295 325 385

Seawater cooling pump* 1) m3

/h 110 140 165 190 220 250 275 305 3302)3) 110 135 165 190 220 245 275 300 3254) 110 135 165 190 220 245 275 300 330

Main lubricating oil pump* 1) m3

/h 96 110 125 140 155 180 205 220 2352)3) 91 105 120 135 150 175 195 210 2254) 94 110 125 140 160 185 205 220 235

Booster pump for exhaust valves m3

/h 1.0 1.5 1.5 2.0 2.0 2.5 2.5 3.0 3.0

Co

ole

rs

Scavenge air coolerHeat dissipation approx. kW 1400 1750 2100 2450 2800 3150 3500 3850 4200Central cooling w. quantity m

3/h 75 94 113 132 151 170 189 208 227

Lubricating oil coolerHeat dissipation approx.* 1) kW 340 410 500 560 630 670 820 890 1000

2)3) 270 340 410 475 540 610 680 750 8204) 305 395 465 530 610 680 790 860 930

Lubricating oil quantity* See ‘Main lubricating oil pump’ aboveCentral cooling water qty.* 1) m

3/h 45 56 67 73 84 100 106 117 133

2)3) 40 51 62 73 84 95 106 117 1284) 40 51 62 73 84 95 106 117 128

Jacket water coolerHeat dissipation approx 1) kW 580 720 860 1010 1150 1370 1440 1590 1730

2)3) 610 760 900 1070 1210 1360 1530 1680 18204) 580 720 860 1010 1150 1300 1440 1590 1730

Jacket cooling water quantity See ‘Jacket cooling water pump’ aboveCentral cooling water quantity* See ‘Central cooling water quantity’ aboveCentral coolerHeat dissipation approx.* 1) kW 2320 2880 3460 4020 4580 5190 5760 6330 6930

2)3) 2280 2850 3410 4000 4550 5120 5710 6280 68404) 2290 2870 3430 3990 4560 5130 5730 6300 6860

Central cooling water quantity* See ‘Central cooling water pump’ aboveSeawater quantity* See ‘Seawater cooling pump’ aboveFuel oil heater kW 58 68 76 92 100 115 130 150 165Exhaust gas flow** at 255 °C kg/h 33800 42250 50700 59150 67600 76050 84500 92950 101400Air consumption of engine kg/s 9.2 11.5 13.8 16.1 18.4 20.7 23.0 25.3 27.6

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

** The exahust gas amount and temperature must be adjusted according to the actual plant specificationTurbocharger types: 1) MAN B&W 2) ABB, type TPL 3) ABB, type VTR 4) MHI

Fig. 6.01.04: List of capacities, L42MC with central cooling system, stated at the nominal MCR power (L1)

178 32 50-7.1

Auxiliary System Capacities forDerated Engines

The dimensioning of heat exchangers (coolers) andpumps for derated engines can be calculated on thebasis of the heat dissipation values found by usingthe following description and diagrams. Those forthe nominal MCR (L1), see Figs. 6.01.03 and6.01.04, may also be used if wanted.

Cooler heat dissipations

For specified MCR (M) the diagrams in Figs.6.01.06, 6.01.07 and 6.01.08 show reduction fac-tors for the corresponding heat dissipations for thecoolers, relative to the values stated in the “List ofCapacities” valid for nominal MCR (L1).


430 200 025 178 61 91

6.01.04

Fig. 6.01.06: Scavenge air cooler, heat dissipationqair% in % of L1 value

178 06 55-6.1

Starting air system: 30 bar (gauge)

Cylinder No. 4 5 6 7 8 9 10 11 12Reversible engine

Receiver volume (12 starts) m3

2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.0 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5 2 x 2.5

Compressor capacity, total m3

/h 120 120 120 120 150 150 150 150 150

Non-reversible engine

Receiver volume (6 starts) m3

2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5 2 x 1.5

Compressor capacity, total m3

/h 90 90 90 90 90 90 90 90 90

Fig. 6.01.05: Capacities of starting air receivers and compressors for main engine L42MC178 42 53-7.0

Fig. 6.01.07: Jacket water cooler, heat dissipationqjw% in % of L1 value

178 42 64-5.0

Fig. 6.01.08: Lubricating oil cooler, heat dissipationqlub% in % of L1 value

178 08 07-7.0

The percentage power (P%) and speed (n%) of L1for specified MCR (M) of the derated engine is usedas input in the above-mentioned diagrams, givingthe % heat dissipation figures relative to those in the“List of Capacities”, Figs. 6.01.03 and 6.01.04.

Pump capacities

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

To ensure proper lubrication, the lubricating oilpump and the exhaust valve lube oil pump must re-main unchanged.

Also, the fuel oil circulating and supply pumpsshould remain unchanged, and the same applies tothe fuel oil preheater.

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

Jacket water pump

The jacket water pump capacity can be reducedproportionally to the jacket cooling water heat dissi-pation found in Fig. 6.01.07, however, not below90% of the capacity stated for the nominal power(L1).

Seawater pump

The seawater flow capacity for each of the scav-enge air, lub. oil and jacket water coolers can be re-duced proportionally to the reduced heat dissipa-tions found in Figs. 6.01.06, 6.01.07 and 6.01.08,respectively.

However, regarding the scavenge air cooler(s), theengine maker has to approve this reduction in order

to avoid too low a water velocity in the scavenge aircooler pipes.

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

The derated seawater pump capacity is equal to theabove found derated seawater flow capacitiesthough the scavenge air and lub. oil coolers, towhich is added the seawater flow capacity for thecamshaft lub.oil cooler, as these are connected inparallel.

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

Pump pressures

Irrespective of the capacities selected as per theabove guidelines, the below-mentioned pumpheads at the mentioned maximum working temper-atures for each system shall be kept:

Pumpheadbar

Max.workingtemp. °C

Fuel oil supply pump 4 100

Fuel oil circulating pump 10 150

Lubricating oil pump 4 60

Booster pump for exhaustvalve lubrication 4 60

Seawater pump 2.5 50

Central cooling water pump 2.5 60

Jacket water pump 3 100

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

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


430 200 025 178 61 91

6.01.05

The method of calculating the reduced capacitiesfor point M based on tropical ambient conditions isshown below.

The values valid for the nominal rated engine arefound in the “List of Capacities” Fig. 6.01.03, andare listed together with the result in Fig. 6.01.08.

Heat dissipation of scavenge air coolerFig. 6.01.05 which is approximate indicates a 73%heat dissipation:

2120 x 0.73 = 1548 kW

Heat dissipation of jacket water coolerFig. 6.01.06 indicates a 84% heat dissipation:

860 x 0.84 = 722 kW

Heat dissipation of lub. oil coolerFig. 6.01.07 indicates a 91% heat dissipation:

500 x 0.91 =455 kW

Jacket water pumpAccording to Fig. 6.01.06, the factor 0.84 should beapplied. However, as this is lower than the statedlimit of 90%, the latter is to be used:

48 x 0.90 = 43.2 m3/h

Seawater pump

Scavenge air cooler:Lubricating oil coolerTotal:

113 x 0.73 = 82.5 m3/h67 x 0.91 = 61.0 m3/h

143.5 m3/h


430 200 025 178 61 91

6.01.06

Example 1:6L42MC with a seawater cooling system and derated to:Specified MCR (M) . . . . . . . . . . . 80% power of L1

90% power of L1Optimised power (O) shall coincide with the specified MCR (M)

Nominal MCR, L1: 5,970 kW = 8,130 BHP (100.0%) 176.0 r/min (100.0%)Specified MCR, M=O: 4,775 kW = 6,500 BHP (80.0%) 158.4 r/min (90.0%)Service rating, PS: 3,820 kW = 5,200 BHP 147.0 r/min

i.e. service rating, PS%= 80% of M = OAmbient reference conditions: 20 °C air and 18 °C cooling water


430 200 025 178 61 91

6.01.07

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

Shaft power at MCR 8,130 BHP at 176 r/min 6,500 BHP at 158.4 r/minPumps:

Fuel oil circulating pump m3/h 2.9 2.9Fuel oil supply pump m3/h 1.6 1.6Jacket cooling water pump m3/h 48 43.2Seawater pump m3/h 180 143.5Lubricating oil pump m3/h 125 125Booster pump for exhaust valves m3/h 1.5 1.5Coolers:

Scavenge air coolerHeat dissipation kW 2120 1548Seawater quantity m3/h 113 82.5Lub. oil coolerHeat dissipation kW 500 455Lubricating oil quantity m3/h 125 125Seawater quantity m3/h 67 61Jacket coolerHeat dissipation kW 860 722Jacket cooling water quantity m3/h 48 43.2Seawater quantity m3/h 67 61Fuel oil preheater:

Preheater capacity kW 76 76Expected air and exhaust gas data: *

Air consumption kg/sec 13.8 10.8Exhaust gas amount (total) kg/h 50700 39800Exhaust gas temperature °C 255 248Starting air system:

Reversible engineReceiver volume (12 starts) m3 2 x 2.0 2 x 2.0Compressor capacity, total m3/h 120 120Non-reversible engineReceiver volume (6 starts) m3 2 x 1.5 2 x 1.5Compressor capacity, total m3/h 90 90Exhaust gas tolerances: temperature -/+ 15 °C and amount +/- 5%

The air consumption and exhaust gas figures are expected and refer to 100% specified MCR, ISO ambient referenceconditions and the exhaust gas back pressure 300 mm WCThe exhaust gas temperatures refer to after turbocharger∗ Calculated in example 3, in this chapter

Fig. 6.01.09: Example 1 – Capacities of derated 6L42MC with seawater cooling system and MAN B&W turbocharger

178 42 90-7.0

Freshwater Generator

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

For a derated diesel engine, i.e. an engine having aspecified MCR (M) different from L1, the relativejacket water heat dissipation for point M may befound, as previously described, by means of Fig.6.01.07.

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

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

1. Engine power equal to specified MCR.

For specified MCR (M) the diagram Fig. 6.01.07is to be used, i.e. giving the percentage correc-tion factor “qjw%” and hence

Qjw = QL1 xq

100jw%

x 0.9 (0.87) [1]

2. Engine power lower than specified MCR.

For powers lower than the specified MCR, thevalue Qjw,M found for point M by means of theabove equation [1] is to be multiplied by the cor-rection factor kp found in Fig. 6.01.10 andhence

Qjw = Qjw,M x kp [2]

where

QjwQL1

qjw%

kp0.9

====

==

jacket water heat dissipationjacket water heat dissipation at nominalMCR (L1)percentage correction factor fromFig. 6.01.07correction factor from Fig. 6.01.10factor for overload margin, tropicalambient conditions

The heat dissipation is assumed to be more or lessindependent of the ambient temperature condi-tions, yet the overload factor of about 0.87 insteadof 0.90 will be more accurate for ambient conditionscorresponding to ISO temperatures or lower.

If necessary, all the actually available jacket coolingwater heat may be used provided that a special tem-perature control system ensures that the jacketcooling water temperature at the outlet from the en-gine does not fall below a certain level. Such a tem-perature control system may consist, e.g., of a spe-cial by-pass pipe installed in the jacket coolingwater system, see Fig. 6.01.11, or a special built-intemperature control in the freshwater generator,


430 200 025 178 61 91

6.01.08

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

178 06 64-3.0

e.g., an automatic start/stop function, or similar. Ifsuch a special temperature control is not applied,we recommend limiting the heat utilised to maxi-mum 50% of the heat actually available at specifiedMCR, and only using the freshwater generator at en-gine loads above 50%.

When using a normal freshwater generator of thesingle-effect vacuum evaporator type, the freshwa-ter production may, for guidance, be estimated as0.03 t/24h per 1 kW heat, i.e.:

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

where

Mfw is the freshwater production in tons per 24 hours

and

Qjw is to be stated in kW


430 200 025 178 61 91

6.01.09

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

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

Freshwater generator system Jacket cooling water system

178 18 65-6.0


430 200 025 178 61 91

6.01.10

Example 2:

Freshwater production from a derated 6L42MC with MAN B&W tubocharger.

Based on the engine ratings below, and by means of an example, this chapter will show how to calculatethe expected available jacket cooling water heat removed from the diesel engine, together with thecorresponding freshwater production from a freshwater generator.

The calculation is made for the service rating (S) of the diesel engine.6L42MC derated with fixed pitch propellerNominal MCR, L1: 5,970 kW = 8,130 BHP (100.0%) 127.0 r/min (100.0%)Specified MCR, M=O: 4,775 kW = 6,500 BHP (80.0%) 158.4 r/min (90.0%)Service rating, PS: 3,820 kW = 5,200 BHP 147.0 r/min

Ambient reference condition: 20°C air and 18°C cooling waterThe expected available jacket cooling water heat at service rating is found as follows:

Calculation of Exhaust Gas Amount andTemperature

Influencing factors

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

a) The optimising point of the engine (point O)which for this engine coincides with the powerPM of the specified MCR (M), i.e. PM = PO:

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

Tair:pbar:TCW∆pO:

actual ambient air temperature, in °Cactual barometric pressure, in mbar actualscavenge air coolant temperature, in °Cexhaust gas back-pressure in mm WC atoptimising point: O = M

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

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

QL1 = 860 kW from “List of Capacities"

qjw% = 80.0% using 74.8% power and 88.0%speed for the optimising point O inFig. 6.01.07

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

Qjw,O = QL1 xq

100jw%

x 0.87

= 860 x80.0100

x 0.87 = 598 kW

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

Qjw = Qjw,O x kp = 598 x 0.85 = 509 kW

kp = 0.85 using Ps% = 80% in Fig. 6.01.10

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

Mfw= 0.03 x Qjw = 0.03 x 509 = 15.3 t/24h


430 200 025 178 61 91

6.01.11

Fig. 6.01.13: Specific exhaust gas amount, mO% in %of L1 value

178 42 67-0.0

Fig. 6.01.14: Change of exhaust gas temperature, TO in °Cafter turbocharger relative to L1 value

178 42 68-2.0

Mexh = ML1 xP

PO

L1

xm

100O% x (1 +

DM

100amb% ) x (1 +

Dm

100s% ) x

P

100S% kg/h [4]

Texh = TL1 + ∆TO + ∆Tamb + ∆TS °C [5]

where, according to “List of capacities”, i.e. referring to ISO ambient conditions and 300 mm WCback-pressure and optimised in L1:ML1: exhaust gas amount in kg/h at nominal MCR (L1)

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

Fig. 6.01.12: Summarising equations for exhaust gas amounts and temperatures

178 30 58-0.0

Calculation method

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

Mexh:Texh:

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

The partial calculations based on the above influ-encing factors have been summarised in equations[4] and [5], see Fig. 6.01.12.

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

a) Correction for choice of specified MCR: M = OWhen choosing an “M” = “O” other than the nominalMCR point “L1”, the resulting changes in specificexhaust gas amount and temperature are found byusing as input in diagrams 6.01.13 and 6.01.14 thecorresponding percentage values (of L1) for opti-mised power PO% and speed nO%.

mO%: specific exhaust gas amount, in % of specificgas amount at nominal MCR (L1), see Fig.6.01.13.

∆TO: change in exhaust gas temperature aftertur-bocharger relative to the L1 value, in °C,see Fig. 6.01.14.

b) Correction for actual ambient conditions andback-pressureFor ambient conditions other than ISO 3046/1-1986,and back-pressure other than 300 mm WC at “M” =“O”, the correction factors stated in the table in Fig.6.01.15 may be used as a guide, and the corre-sponding relative change in the exhaust gas datamay be found from equations [6] and [7], shown inFig. 6.01.16.


430 200 025 178 61 91

6.01.12

Parameter Change Change of exhaustgas temperature

Change of exhaust gasamount

Blower inlet temperature

Blower inlet pressure (barometricpressure)

Charge air coolant temperature(seawater temperature)

Exhaust gas back pressure atthe optimising point

+ 10 °C

+ 10 mbar

+ 10 °C

+ 100 mm WC

+ 16.0 °C

+ 0.1 °C

+ 1.0 °C

+ 5.0 °C

– 4.1%

– 0.3%

+ 1.9%

– 1.1%

Fig. 6.01.15: Correction of exhaust gas data for ambient conditions and exhaust gas back pressure

178 30 59-2.0

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

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

where the following nomenclature is used:∆Mamb%:

change in exhaust gas amount, in % of amount at ISO conditions

∆Tamb: change in exhaust gas temperature, in °C

The back-pressure at the optimising point can, as an approximation, be calculated by:∆pO = ∆pM x (PO/PM)2 [8]where,PM: power in kW (BHP) at specified MCR∆pM: exhaust gas back-pressure prescribed at specified MCR, in mm WC

Fig. 6.01.16: Exhaust gas correction formula for ambient conditions and exhaust gas back-pressure178 30 60-2.0

c) Correction for engine loadFigs. 6.01.17 and 6.01.18 may be used, as guid-ance, to determine the relative changes in the spe-cific exhaust gas data when running at part load,compared to the values in the optimising point, i.e.using as input PS% = (PS/PO) x 100%:

∆mS%: change in specific exhaust gas amount, in% of specific amount at optimising point,see Fig. 6.01.17.

∆TS: change in exhaust gas temperature, in °C,see Fig. 6.01.18.


430 200 025 178 61 91

6.01.13

Fig. 6.01.18: Change of exhaust gas temperature,Ts in °C at part load

178 06 73-3.0

Fig. 6.01.17: Change of specific exhaust gas amount,ms% in % at part load

178 06 74-5.0


430 200 025 178 61 91

6.01.14

Example 3: Expected exhaust gas data for a derated 6L42MC

6L42MC derated with fixed pitch propeller

Nominal MCR, L1: 5,970 kW = 8,130 BHP (100.0%) 176.0 r/min (100.0%)

Specified MCR, M=O: 4,775 kW = 6,500 BHP (80.0%) 158.4 r/min (90.0%)

Service rating, PS: 3,820 kW = 5,200 BHP 147.0 r/min

i.e. service rating, PS%= 80% of M = O

Reference conditions:

Air temperature Tair . . . . . . . . . . . . . . . . . . . . 20 °CScavenge air coolant temperature TCW. . . . . 18 °CBarometric pressure pbar. . . . . . . . . . . . 1013 mbarExhaust gas back-pressure at specified MCR∆pM . . . . . . . . . . . . . . . . . . . . . . . . . . 262 mm WC

a) Correction for choice of M = O:

PO% =47755970

x 100 = 80.0%

nO% =176

158.4x 100 = 90.0%

By means of Figs. 6.01.13 and 6.01.14:

mO% = 98.2 %

∆TO = - 7.1 °C

b) Correction for ambient conditions andback-pressure:

By means of equations [6] and [7]:

∆Mamb% = - 0.41 x (20-25) – 0.03 x (1013-1000)+ 0.19 x (18-25) – 0.011 x (262-300) %

∆Mamb% = + 0.75%

∆Tamb = 1.6 x (20- 25) + 0.01 x (1013-1000)+ 0.1 x (18-25) + 0.05 x (262-300) °C

∆Tamb = - 10.5 °C

c) Correction for engine load:By means of Figs. 6.01.17 and 6.01.18:

∆mS% = + 3.2%

∆TS = - 3.6 °C

By means of equations [4] and [5], the final resultis found taking the exhaust gas flow ML1 and tem-perature TL1 from the “List of Capacities”:

ML1 = 50700 kg/h

Mexh = 50700 x47755970

x98.2100

x (1 +0.75100

) x

(1 +3.2100

) x80

100= 33123 kg/h

Mexh = 33100 kg/h +/- 5%

The exhaust gas temperature:

TL1 = 255 °C

Texh = 255 – 7.1 – 10.5 – 3.6 = 233.8 °C

Texh = 233 °C -/+15 °C

Exhaust gas data at specified MCR (ISO)At specified MCR (M), the running point may be con-sidered as a service point where:

PS% =P

PM

O

x 100% =47754775

x 100% = 100.0%

and for ISO ambient reference conditions, the corre-sponding calculations will be as follows:

Mexh,M = 50700 x47755970

x98.2100

x (10.00100

+ ) x

(10.0100

+ ) x100100

= 39821 kg/h

Mexh,M = 39800 kg/h

Texh,M = 255 – 7.1 – 0.0 + 0.0 = 247.9 °C

Texh,M = 248 °C

The air consumption will be:

39800 x 0.98 kg/h = 10.8 kg/sec


430 200 025 178 61 91

6.01.15


430 200 025 178 61 91

6.01.16

No. Symbol Symbol designation No. Symbol Symbol designation

1 General conventional symbols 2.17 Pipe going upwards

1.1 Pipe 2.18 Pipe going downwards

1.2 Pipe with indication of direction of flow 2.19 Orifice

1.3 Valves, gate valves, cocks and flaps 3 Valves, gate valves, cocks and flaps

1.4 Appliances 3.1 Valve, straight through

1.5 Indicating and measuring instruments 3.2 Valves, angle

2 Pipes and pipe joints 3.3 Valves, three way

2.1 Crossing pipes, not connected 3.4 Non-return valve (flap), straight

2.2 Crossing pipes, connected 3.5 Non-return valve (flap), angle

2.3 Tee pipe 3.6 Non-return valve (flap), straight, screw down

2.4 Flexible pipe 3.7 Non-return valve (flap), angle, screw down

2.5 Expansion pipe (corrugated) general 3.8 Flap, straight through

2.6 Joint, screwed 3.9 Flap, angle

2.7 Joint, flanged 3.10 Reduction valve

2.8 Joint, sleeve 3.11 Safety valve

2.9 Joint, quick-releasing 3.12 Angle safety valve

2.10 Expansion joint with gland 3.13 Self-closing valve

2.11 Expansion pipe 3.14 Quick-opening valve

2.12 Cap nut 3.15 Quick-closing valve

2.13 Blank flange 3.16 Regulating valve

2.14 Spectacle flange 3.17 Kingston valve

2.15 Bulkhead fitting water tight, flange 3.18 Ballvalve (cock)

2.16 Bulkhead crossing, non-watertight

Fig. 6.01.19a: Basic symbols for piping 178 30 61-4.0


430 200 025 178 61 91

178 30 61-4.0

6.01.17


3.19 Butterfly valve 4.6 Piston

3.20 Gate valve 4.7 Membrane

3.21 Double-seated changeover valve 4.8 Electric motor

3.22 Suction valve chest 4.9 Electro-magnetic

3.23 Suction valve chest with non-return valves 5 Appliances

3.24 Double-seated changeover valve, straight 5.1 Mudbox

3.25 Double-seated changeover valve, angle 5.2 Filter or strainer

3.26 Cock, straight through 5.3 Magnetic filter

3.27 Cock, angle 5.4 Separator

2.28 Cock, three-way, L-port in plug 5.5 Steam trap

3.29 Cock, three-way, T-port in plug 5.6 Centrifugal pump

3.30 Cock, four-way, straight through in plug 5.7 Gear or screw pump

3.31 Cock with bottom connection 5.8 Hand pump (bucket)

3.32 Cock, straight through, with bottom conn. 5.9 Ejector

3.33 Cock, angle, with bottom connection 5.10 Various accessories (text to be added)

3.34 Cock, three-way, with bottom connection 5.11 Piston pump

4 Control and regulation parts 6 Fittings

4.1 Hand-operated 6.1 Funnel

4.2 Remote control 6.2 Bell-mounted pipe end

4.3 Spring 6.3 Air pipe

4.4 Mass 6.4 Air pipe with net

4.5 Float 6.5 Air pipe with cover

Fig. 6.01.19b: Basic symbols for piping


430 200 025 178 61 91


6.6 Air pipe with cover and net 7

6.7 Air pipe with pressure vacuum valve 7.1 Sight flow indicator

6.8 Air pipe with pressure vacuum valve with net 7.2 Observation glass

6.9 Deck fittings for sounding or filling pipe 7.3 Level indicator

6.10 Short sounding pipe with selfclosing cock 7.4 Distance level indicator

6.11 Stop for sounding rod 7.5 Counter (indicate function)

7.6 Recorder

The symbols used are in accordance with ISO/R 538-1967, except symbol No. 2.19

Fig. 6.01.19c: Basic symbols for piping

6.01.18

178 30 61-4.0

6.02 Fuel Oil System

Pressurised Fuel Oil System

The system is so arranged that both diesel oil andheavy fuel oil can be used, see Fig. 6.02.01.

From the service tank the fuel is led to an electricallydriven supply pump (4 35 660) by means of which apressure of approximately 4 bar can be maintainedin the low pressure part of the fuel circulating sys-tem, thus avoiding gasification of the fuel in theventing box (4 35 690) in the temperature ranges ap-plied.

The venting box is connected to the service tank viaan automatic deaerating valve (4 35 691), which willrelease any gases present, but will retain liquids.

From the low pressure part of the fuel system thefuel oil is led to an electrically-driven circulatingpump (4 35 670), which pumps the fuel oil through aheater (4 35 677) and a full flow filter (4 35 685) situ-ated immediately before the inlet to the engine.

To ensure ample filling of the fuel pumps, the capac-ity of the electrically-driven circulating pump ishigher than the amount of fuel consumed by the die-sel engine. Surplus fuel oil is recirculated from theengine through the venting box.

To ensure a constant fuel pressure to the fuel injec-tion pumps during all engine loads, a spring loadedoverflow valve is inserted in the fuel oil system onthe engine, as shown on “Fuel oil pipes”,Fig.6.02.02.


435 600 025 178 61 92

Main engine

Deck

PI TI

Preheater

PI TI

From centrifuges

Circulating pumps Supply pumps

D*)

d*)

D*)

32 mm Nom.bore

Aut. deaerating valve

Venting tank

Arr. of main engine fuel oil system.

(See special drawing)

F

X

AF

#)

a)

a)

BD

PSA

307

VSA

303

TSA

304

To HFO settling tank

AD

b)

To F.W. cooling

pump station

To sludge tank

No valve in drain pipe

between engine and tank

F.O.

drain tank

overflow tank

If the fuel oil pipe to engine is made as a straight line

immediately befo re the engine it will be necessary to

mount an expansion unit. If the connection is made

as indicated with a bend immediately befo re the

engine no expansion unit is requi red.

Full flow filter.

For filter type see engine spec.

Overflow valve

Adjusted to 4 bar

Heavy fuel oil

service tank

Diesel

oil

service

tank

#)

*)

Approximately the following quantity of fuel oil should be t reated in the

centrifuges: 0.27 l/kwh. The capacity of the centrifuges to be according

to manufacturerís reccommendation.

D to have min. 50% larger passage area than d.

– – – – – – Diesel oil

––––––––– Heavy fuel oil

Heated pipe with insulation

a)b)

Tracing fuel oil lines of max. 150 °CTracing drain lines: by jacket cooling wa-ter max. 90 °C, min. 50 °C

The letters refer to the “List of flanges”

Fig. 6.02.01: Fuel oil system

178 16 08-2.1

6.02.01

The fuel oil pressure measured on the engine (at fuelpump level) should be 7-8 bar, equivalent to a circu-lating pump pressure of 10 bar.

When the engine is stopped, the circulating pumpwill continue to circulate heated heavy fuel throughthe fuel oil system on the engine, thereby keepingthe fuel pumps heated and the fuel valvesdeae-rated. This automatic circulation of preheatedfuel during engine standstill is the background forour recommendation:

constant operation on heavy fuel

In addition, if this recommendation was not fol-lowed, there would be a latent risk of diesel oil andheavy fuels of marginal quality forming incompatibleblends during fuel change over. Therefore, westrongly advise against the use of diesel oil for oper-ation of the engine – this applies to all loads.

In special circumstances a change-over to diesel oilmay become necessary – and this can be performedat any time, even when the engine is not running.Such a change-over may become necessary if, forinstance, the vessel is expected to be inactive for aprolonged period with cold engine e.g. due to:

dockingstop for more than five days’major repairs of the fuel system, etc.environmental requirements

The built-on overflow valves, if any, at the supplypumps are to be adjusted to 5 bar, whereas the ex-ternal bypass valve is adjusted to 4 bar. The pipesbetween the tanks and the supply pumps shall haveminimum 50% larger passage area than the pipebetween the supply pump and the circulating pump.


435 600 025 178 61 92

6.02.02

The piping is delivered with and fitted onto the engineThe letters refer to the “List of flanges”The pos. numbers refer to list of standard instruments

Fig. 6.02.02: Fuel oil pipes and drain pipes

178 42 35-8.0

The remote controlled quick-closing valve at inlet“X” to the engine (Fig. 6.02.01) is required by MANB&W in order to be able to stop the engine immedi-ately, especially during quay and sea trials, in theevent that the other shut-down systems should fail.This valve is yard’s supply and is to be situated asclose as possible to the engine. If the fuel oil pipe “X”at inlet to engine is made as a straight line immedi-ately at the end of the engine, it will be necessary tomount an expansion joint. If the connection ismade as indicated, with a bend immediately at theend of the engine, no expansion joint is required.

The introduction of the pump sealing arrangement,the so-called “umbrella” type, has made it possibleto omit the separate camshaft lubricating oil sys-tem.

The flow rate is approx. 0.2 l/cyl. H.The umbrella type fuel oil pump has an additionalexternal leakage rate of clean fuel oil.

The main purpose of the drain “AF” is to collect purefuel oil from the umbrella sealing system of the fuelpumps as well as the unintentional leakage from thehigh pressure pipes.

The drain oil is to lead to a tank and can be pumpedto the Heavy Fuel Oil service tank or to the settlingtank.

The “AF” drain can be provided with a box for givingalarm in case of leakage in a high pressure pipes,option 4 35 105.

Owing to the relatively high viscosity of the heavyfuel oil, it is recommended that the drain pipe andthe tank are heated to min. 50 °C.

The drain pipe between engine and tank can beheated by the jacket water, as shown in Fig. 6.02.01.

The size of the sludge tank is determined on the ba-sis of the draining intervals, the classification soci-ety rules, and on whether it may be vented directlyto the engine room.

This drained clean oil will, of course, influence themeasured SFOC, but the oil is thus not wasted, andthe quantity is well within the measuring accuracy ofthe flowmeters normally used.


435 600 025 178 61 92

6.02.03

The drain arrangement from the fuel oil system isshown in Fig. 6.02.02 “Fuel oil drain pipes”. Asshown in Fig. 6.02.03 “Fuel oil pipes heat tracing”the drain pipes are heated by the jacket cooling wa-ter outlet from the main engine, whereas the HFOpipes as basic are heated by steam.

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

Marine diesel oil . . . . . . . . . . . . . . . . . . . . . 1.0 m/sHeavy fuel oil . . . . . . . . . . . . . . . . . . . . . . . 0.6 m/s

For arrangement common for main engine and aux-iliary engines from MAN B&W Holeby, please referto our puplication:

P.240 “Operation on Heavy Residual Fuels MANB&W Diesel Two-stroke Engines and MANB&W Diesel Four-stroke Holeby GenSets.”


435 600 025 178 61 92

The piping is delivered with and fitted onto the engineThe letters refer to “List of flanges”

Fig. 6.02.03: Fuel oil pipes heat tracing: 4 35 110178 38 34-4.1

6.02.04

Fuel oil pipe insulation, option: 4 35 121

Insulation of fuel oil pipes and fuel oil drain pipesshould not be carried out until the piping systemshave been subjected to the pressure tests specifiedand approved by the respective classification soci-ety and/or authorities, Fig. 6.02.05.

The directions mentioned below include insulationof hot pipes, flanges and valves with view to ensur-ing a surface temperature of the complete insulationof maximum 55 °C at a room temperature of maxi-mum 38 °C. As for the choice of material and, if re-quired, approval for the specific purpose, referenceis made to the respective classification society.

Fuel oil pipes

The pipes are to be insulated with 20 mm mineralwool of minimum 150 kg/m3 and covered with glasscloth of minimum 400 g/m2.

Fuel oil pipes and heating pipes together

Two or more pipes can be insulated with 30 mmwired mats of mineral wool of minimum 150 kg/m3

covered with glass cloth of minimum 400 g/m2.

Flanges and valves

The flanges and valves are to be insulated by meansof removable pads. Flange and valve pads are madeof glass cloth, minimum 400 g/m2, containing min-eral wool stuffed to minimum 150 kg/m3.

Thickness of the mats to be:Fuel oil pipes . . . . . . . . . . . . . . . . . . . . . . . . 20 mmFuel oil pipes and heating pipes together. . 30 mm

The pads are to be fitted so that they overlap thepipe insulating material by the pad thickness. Atflanged joints, insulating material on pipes shouldnot be fitted closer than corresponding to the mini-mum bolt length.

Mounting

Mounting of the insulation is to be carried out in ac-cordance with the supplier’s instructions.


435 600 025 178 61 92

6.02.05

Fig. 6.02.04: Fuel oil pipes heat, insulation, option: 4 35 121

178 42 40-5.0

Fuel oils

Marine diesel oil:

Marine diesel oil ISO 8217, Class DMBBritish Standard 6843, Class DMBSimilar oils may also be used

Heavy fuel oil (HFO)

Most commercially available HFO with a viscositybelow 700 cSt at 50 °C (7000 sec. Redwood I at100 °F) can be used.

For guidance on purchase, reference is made to ISO8217, British Standard 6843 and to CIMAC recom-mendations regarding requirements for heavy fuelfor diesel engines, third edition 1990, in which themaximum acceptable grades are RMH 55 and K55.The above-mentioned ISO and BS standards super-sede BSMA 100 in which the limit was M9.

The data in the above HFO standards and specifica-tions refer to fuel as delivered to the ship, i.e. beforeon board cleaning.

In order to ensure effective and sufficient cleaning ofthe HFO i.e. removal of water and solid contami-nants – the fuel oil specific gravity at 15 °C (60 °F)should be below 0.991.

Higher densities can be allowed if special treatmentsystems are installed.

Current analysis information is not sufficient for esti-mating the combustion properties of the oil. Thismeans that service results depend on oil propertieswhich cannot be known beforehand. This especiallyapplies to the tendency of the oil to form deposits incombustion chambers, gas passages and turbines.It may, therefore, be necessary to rule out some oilsthat cause difficulties.

Guiding heavy fuel oil specification

Based on our general service experience we have,as a supplement to the above-mentioned stan-dards, drawn up the guiding HFO specificationshown below.

Heavy fuel oils limited by this specification have, tothe extent of the commercial availability, been usedwith satisfactory results on MAN B&W two-strokeslow speed diesel engines.

The data refers to the fuel as supplied i.e. before anyon board cleaning.

Property Units Value

Density at 15°C kg/m3 < 991*

Kinematic viscosityat 100 °Cat 50 °C

cStcSt

> 55> 700

Flash point °C > 60

Pour point °C > 30

Carbon residue % mass > 22

Ash % mass >0.15

Total sediment after ageing % mass >0.10

Water % volume > 1.0

Sulphur % mass > 5.0

Vanadium mg/kg > 600

Aluminum + Silicon mg/kg > 80

*) May be increased to 1.010 provided adequatecleaning equipment is installed, i.e. modern type ofcentrifuges.

If heavy fuel oils with analysis data exceeding theabove figures are to be used, especially with re-gard to viscosity and specific gravity, the enginebuilder should be contacted for advice regardingpossible fuel oil system changes.


435 600 025 178 61 92

6.02.06

Components for fuel oil system(See Fig. 6.02.01)

Fuel oil centrifuges

The manual cleaning type of centrifuges are not tobe recommended, neither for attended machineryspaces (AMS) nor for unattended machinery spaces(UMS). Centrifuges must be self-cleaning, eitherwith total discharge or with partial discharge.

Distinction must be made between installations for:

• Specific gravities < 0.991 (corresponding to ISO8217 and British Standard 6843 from RMA toRMH, and CIMAC from A to H-grades

• Specific gravities > 0.991 and (corresponding toCIMAC K-grades).

For the latter specific gravities, the manufacturershave developed special types of centrifuges, e.g.:

Alfa Laval . . . . . . . . . . . . . . . . . . . . . . . . . . . . AlcapWestfalia . . . . . . . . . . . . . . . . . . . . . . . . . . . UnitrolMitsubishi . . . . . . . . . . . . . . . . . . . . . . . E-Hidens II

The centrifuge should be able to treat approximatelythe following quantity of oil:

0.27 l/kWh = 0.20 l/BHPh

This figure includes a margin for:

• Water content in fuel oil

• Possible sludge, ash and other impurities in thefuel oil

• Increased fuel oil consumption, in connection withother conditions than ISO. standard condition

• Purifier service for cleaning and maintenance.

The size of the centrifuge has to be chosen accord-ing to the supplier’s table valid for the selected vis-cosity of the Heavy Fuel Oil. Normally, two centri-fuges are installed for Heavy Fuel Oil (HFO), eachwith adequate capacity to comply with the aboverecommendation.

A centrifuge for Marine Diesel Oil (MDO) is not amust, but if it is decided to install one on board, thecapacity should be based on the above recommen-dation, or it should be a centrifuge of the same sizeas that for lubricating oil.

The Nominal MCR is used to determine the total in-stalled capacity. Any derating can be taken intoconsideration in border-line cases where the centri-fuge that is one step smaller is able to cover Spec-ified MCR.

Fuel oil supply pump (4 35 660)

This is to be of the screw wheel or gear wheel type.

Fuel oil viscosity, specified up to 700 cSt at 50 °CFuel oil viscosity maximum. . . . . . . . . . . 1000 cStPump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . . 4 barWorking temperature. . . . . . . . . . . . . . . . . 100 °C

The capacity is to be fulfilled with a tolerance of:-0% +15% and shall also be able to cover the backflushing, see “Fuel oil filter”.

Fuel oil circulating pump (4 35 670)

This is to be of the screw or gear wheel type.

Fuel oil viscosity, specified up to 700 cSt at 50 °CFuel oil viscosity normal. . . . . . . . . . . . . . . . 20 cStFuel oil viscosity maximum . . . . . . . . . . . 1000 cStFuel oil flow . . . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . 10 barWorking temperature. . . . . . . . . . . . . . . . . . 150 °C

The capacity is to be fulfilled with a tolerance of:- 0% + 15% and shall also be able to cover theback-flushing see “Fuel oil filter”.

Pump head is based on a total pressure drop in filterand preheater of maximum 1.5 bar.


435 600 025 178 61 92

6.02.07

Fuel oil heater (4 35 677)

The heater is to be of the tube or plate heat ex-changer type.

The required heating temperature for different oilviscosities will appear from the “Fuel oil heatingchart”. The chart is based on information from oilsuppliers regarding typical marine fuels with viscos-ity index 70-80.

Since the viscosity after the heater is the controlledparameter, the heating temperature may vary, de-pending on the viscosity and viscosity index of thefuel.

Recommended viscosity meter setting is 10-15 cSt.

Fuel oil viscosity specified . up to 700 cST at 50°CFuel oil flow . . . . . . . . . . . . . . . . . . see capacity of

fuel oil circulating pumpHeat dissipation . . . . . . . . see “List of capacities”Pressure drop on fuel oil side . . . . maximum 1 barWorking pressure . . . . . . . . . . . . . . . . . . . . . 10 barFuel oil inlet temperature, . . . . . . . approx. 100 °CFuel oil outlet temperature . . . . . . . . . . . . . 150 °CSteam supply, saturated . . . . . . . . . . . . 7 bar abs.

To maintain a correct and constant viscosity of thefuel oil at the inlet to the main engine, the steam sup-ply shall be automatically controlled, usually basedon a pneumatic or an electrically controlled system.


435 600 025 178 61 92

Fig. 6.02.05: Fuel oil heating chart

178 06 28-0.1

6.02.08

Fuel oil filter (4 35 685)

The filter can be of the manually cleaned duplextype or an automatic filter with a manually cleanedby-pass filter.

If a double filter (duplex) is installed, it should havesufficient capacity to allow the specified full amountof oil to flow through each side of the filter at a givenworking temperature with a max. 0.3 bar pressuredrop across the filter (clean filter).

If a filter with back-flushing arrangement is in-stalled, the following should be noted. The requiredoil flow specified in the “List of capacities”, i.e. thedelivery rate of the fuel oil supply pump and the fueloil circulating pump should be increased by theamount of oil used for the back-flushing, so that thefuel oil pressure at the inlet to the main engine canbe maintained during cleaning.

In those cases where an automatically cleaned fil-ter is installed, it should be noted that in order to ac-tivate the cleaning process, certain makers of filtersrequire a greater oil pressure at the inlet to the filterthan the pump pressure specified. Therefore, thepump capacity should be adequate for this pur-pose, too.

The fuel oil filter should be based on heavy fuel oil of:130 cSt at 80 °C = 700 cSt at 50 °C = 7000 sec Red-wood I/100 °F.

Fuel oil flow . . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 10 barTest pressure . . . . . . . . . . . according to class ruleAbsolute fineness . . . . . . . . . . . . . . . . . . . . . 50�mWorking temperature . . . . . . . . . maximum 150 °COil viscosity at working temperature . . . . . 15 cStPressure drop at clean filter . . . . maximum 0.3 barFilter to be cleanedat a pressure drop at . . . . . . . . . maximum 0.5 bar

Note:Absolute fineness corresponds to a nominal fine-ness of approximately 30�m at a retaining rate of90%.

The filter housing shall be fitted with a steam jacketfor heat tracing.

Flushing of the fuel oil system

Before starting the engine for the first time, the sys-tem on board has to be cleaned in accordance withMAN B&W’s recommendations “Flushing of Fuel OilSystem” which is available on request.

Fuel oil venting box (4 35 690)

The design is shown on “Fuel oil venting box”, seeFig. 6.02.05.

The systems fitted onto the main engine are shown on:“Fuel oil pipes"“Fuel oil drain pipes"“Fuel oil pipes, steam and jacket water tracing” and“Fuel oil pipes, insulation”

435 600 025 178 61 92


6.02.09

D1 D2 H14 -10 cyl. 200mm 50mm 600mm11-12 cyl. 400mm 100mm 1200mm

Fig. 6.02.06: Fuel oil venting box178 42 42-9.0

178 38 38-1.0

Modular units

The pressurised fuel oil system is preferable whenoperating the diesel engine on high viscosity fuels.When using high viscosity fuel requiring a heatingtemperature above 100 °C, there is a risk of boilingand foaming if an open return pipe is used, espe-cially if moisture is present in the fuel.

The pressurised system can be delivered as amo-dular unit including wiring, piping, valves and in-struments, see Fig. 6.02.07 below.

The fuel oil supply unit is tested and ready for ser-vice supply connections.

The unit is available in the following sizes:

Engine type

Units60 Hz

3 x 440V50 Hz

3 x 380V4L42MC F - 2.7 - 2.2 - 6 F - 2.2 - 1.8 - 55L42MC F - 2.7 - 2.2 - 6 F - 3.1 - 2.4 - 56L42MC F - 3.8 - 2.9 - 6 F - 3.1 - 2.4 - 57L42MC F - 3.8 - 2.9 - 6 F - 4.0 - 3.3 - 58L42MC F - 5.5 - 4.0 - 6 F - 4.0 - 3.3 - 59L42MC F - 5.5 - 4.0 - 6 F - 6.4 - 4.8 - 5

10L42MC F - 5.5 - 4.0 - 6 F - 6.4 - 4.8 - 511L42MC F - 6.4 - 5.2 - 6 F - 6.4 - 4.8 - 512L42MC F - 6.4 - 5.2 - 6 F - 6.4 - 4.8 - 5

F – 7.9 – 5.2 – 65 = 50 Hz, 3 x 380V6 = 60 Hz, 3 x 440V

Capacity of fuel oil supply pumpin m3/h

Capacity of fuel oil circulatingpump in m3/h

Fuel oil supply unit


435 600 025 178 61 92

Fig. 6.02.07: Fuel oil supply unit, MAN B&W Diesel/C.C. Jensen, option: 4 35 610178 30 73-4.0

6.02.10

440 600 025 178 61 93

6.03 Uni-lubricating Oil System

Since mid 1995 we have introduced as standard,the so called “umbrella” type of fuel pump for whichreason a seperate camshaft lube oil system is nolonger necessary.

As a consequence the uni-lubricating. oil system isfitted, with two small booster pumps for exhaustvalve actuators lube oil supply “Y”, see Fig. 6.03.01.

The system supplies lubricating oil to the enginebearings through inlet “R”, lubricating oil to thecamshaft and cooling oil to the pistons etc. throughinlet “U”, and as mentioned lubricating oil to the ex-

haust valve actuators trough “Y”. A butterfly valve atlubricating oil inlet “R” is supplied with the engine,see Fig. 6.03.02.

The engine crankcase is vented through “AR” by apipe which extends directly to the deck. This pipe hasa drain arrangement so that oil condensed in the pipecan be led to a drain tank, see details in Fig. 6.03.07.Drains from the engine bedplate “AE” are fitted onboth sides, see Fig. 6.03.08 “Bedplate drain pipes”.


6.03.01

The letters refer to “List of flanges”∗ Venting for MAN B&W or Mitsubishi turbochargers only

Fig. 6.03.01: Lubricating and cooling oil system

178 16 66-7.1


440 600 025 178 61 93

6.03.02

Fig. 6.03.03a: Lub. oil pipes for MAN B&W turbochargertype NA/S

Fig. 6.03.03b: Lub. oil pipes for MAN B&W turbochargertype NA/T

The letters refer to “List of flanges”The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

Fig. 6.03.02: Lubricating and cooling oil pipes178 41 90-1.0

178 38 43-9.0 178 38 44-0.0

Lubricating oil is pumped from a bottom tank, bymeans of the main lubricating oil pump (4 40 601), tothe lubricating oil cooler (4 40 605), a thermostaticvalve (4 40 610) and, through a full-flow filter (4 40615), to the engine, where it is distributed to pistonsand bearings.

The major part of the oil is divided between pistoncooling and crosshead lubrication.

The booster pumps (4 40 624) are introduced in or-der to mantain the required oil pressure at inlet “Y”for the exhaust valve actuators.

From the engine, the oil collects in the oil pan, fromwhere it is drained off to the bottom tank, see Fig.6.03.06 “Lubricating oil tank, without cofferdam”.

For external pipe connections, we prescribe a maxi-mum oil velocity of 1.8 m/s.

Turbochargers with slide bearings are lubricatedfrom the main engine system, see Fig. 6.03.03a,band c “Turbocharger lubricating oil pipes” whichare shown with sensors for UMS, “AB” is the lubri-cating oil outlet from the turbocharger to the lubri-cating oil bottom tank and it is vented through “E”directly to the deck.


440 600 025 178 61 93

6.03.03

Fig. 6.03.03c: Lub. oil pipes fra Mitsubishiturbocharger type MET

178 38 67-9.0

Lubricating oil centrifuges

Manual cleaning centrifuges can only be used forattended machinery spaces (AMS). For unattendedmachinery spaces (UMS), automatic centrifugeswith total discharge or partial discharge are to beused.

The nominal capacity of the centrifuge is to be ac-cording to the supplier’s recommendation for lubri-cating oil, based on the figures:

0.136 l/kWh = 0.1 l/BHPh

The Nominal MCR is used as the total installed ef-fect.

List of lubricating oils

The circulating oil (Lubricating and cooling oil) mustbe a rust and oxidation inhibited engine oil, of SAE30 viscosity grade.

In order to keep the crankcase and piston coolingspace clean of deposits, the oils should have ade-quate dispersion and detergent properties.

Alkaline circulating oils are generally superior in thisrespect.

CompanyCirculating oilSAE 30/TBN 5-10

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Atlanta Marine D3005Energol OE-HT-30Marine CDX-30Veritas 800 MarineExxmar XAAlcano 308Mobilgard 300Melina 30/30SDoro AR 30

The oils listed have all given satisfactory service inMAN B&W engine installations:

Also other brands have been used with satisfac-tory results.

Lubricating oil pump (4 40 601)

The lubricating oil pump can be of the screw wheel,or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °CLubricating oil viscosity, . . . . . maximum 400 cSt ∗Lubricating oil flow. . . . . . . see “List of capacities”Design pump head . . . . . . . . . . . . . . . . . . . 4.0 barDelivery pressure . . . . . . . . . . . . . . . . . . . . . 4.0 barMax. working temperature. . . . . . . . . . . . . . . 50 °C

∗ 400 cSt is specified, as it is normal practice whenstarting on cold oil, to partly open the bypassvalves of the lubricating oil pumps, so as to reducethe electric power requirements for the pumps.

The flow capacity is to be within a tolerance of:0 +12%.

The pump head is based on a total pressure dropacross cooler and filter of maximum 1 bar.

The by-pass valve, shown between the main lubri-cating oil pumps, may be omitted in cases where thepumps have a built-in by-pass or if centrifugalpumps are used.

If centrifugal pumps are used, it is recommended toinstall a throttle valve at position “005”, its functionbeing to prevent an excessive oil level in the oil pan,if the centrifugal pump is supplying too much oil tothe engine.

During trials, the valve should be adjusted by meansof a device which permits the valve to be closed onlyto the extent that the minimum flow area through thevalve gives the specified lubricating oil pressure atthe inlet to the engine at full normal load conditions.It should be possible to fully open the valve, e.g.when starting the engine with cold oil.

It is recommended to install a 25 mm valve (pos.006) with a hose connection after the main lubricat-ing oil pumps, for checking the cleanliness of the lu-bricating oil system during the flushing procedure.The valve is to be located on the underside of a hori-zontal pipe just after the discharge from the lubricat-ing oil pumps.

Exhaust valve booster pump (4 40 624)

The corresponding data for the booster pump forcamshaft system are:

Design pump head . . . . . . . . . . . . . . . . . . . 3.0 barWorking temperature . . . . . . . . . . . . . . . . . . . 60 °C

Lubricating oil cooler (4 40 605)

The lubricating oil cooler is to be of the shell andtube type made of seawater resistant material, or aplate type heat exchanger with plate material of tita-nium, unless freshwater is used in a central coolingsystem.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow. . . . . . . see “List of capacities”Heat dissipation . . . . . . . . . see “List of capacities”Lubricating oil temperature,outlet cooler . . . . . . . . . . . . . . . . . . . . . . . . . . 45 °CWorking pressure on oil side . . . . . . . . . . . . 4.0 barPressure drop on oil side . . . . . . maximum 0.5 barCooling water flow . . . . . . . see “List of capacities”Cooling water temperature at inlet,seawater . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °Cfreshwater . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on water side. . . . maximum 0.2 bar

The lubricating oil flow capacity is to be within a tol-erance of: 0 to + 12%.

The cooling water flow capacity is to be within a tol-erance of: 0% +10%.

To ensure the correct functioning of the lubricatingoil cooler, we recommend that the seawater tem-perature is regulated so that it will not be lower than10 °C.

The pressure drop may be larger, depending on theactual cooler design.


440 600 025 178 61 93

6.03.04

Lubricating oil temperature control valve(4 40 610)

The temperature control system can, by means of athree-way valve unit, by-pass the cooler totally orpartly.

Lubricating oil viscosity,specified . . . . . . . . . . . . . . . . . . . . . 75 cSt at 50 °CLubricating oil flow. . . . . . . “see List of capacities”Temperature range, inlet to engine . . . . . 40-50 °C

Lubricating oil full flow filter (4 40 615)

Lubricating oil flow. . . . . . . see “List of capacities”Working pressure. . . . . . . . . . . . . . . . . . . . . 4.0 barTest pressure . . . . . . . . . . according to class rulesAbsolute fineness. . . . . . . . . . . . . . . . . . . . 40 µm ∗Working temperature . . . . . . . approximately 45 °COil viscosity at working temperature. . . 90-100 cStPressure drop with clean filter . . maximum 0.2 barFilter to be cleanedat a pressure drop. . . . . . . . . . . . maximum 0.5 bar

∗ The absolute fineness corresponds to a nominalfineness of approximately 25 µm at a retainingrate of 90%

The flow capacity is to be within a tolerance of:0 to 12%.

The full-flow filter is to be located as close as possi-ble to the main engine. If a double filter (duplex) is in-stalled, it should have sufficient capacity to allowthe specified full amount of oil to flow through eachside of the filter at a given working temperature, witha pressure drop across the filter of maximum 0.2 bar(clean filter).

If a filter with back-flushing arrangement is installed,the following should be noted:

• The required oil flow, specified in the “List of ca-pacities” should be increased by the amount of oilused for the back-flushing, so that the lubricatingoil pressure at the inlet to the main engine can bemaintained during cleaning.

• In those cases where an automatically-cleanedfilter is installed, it should be noted that in order to

activate the cleaning process, certain makes offilter require a greater oil pressure at the inlet tothe filter than the pump pressure specified. There-fore, the pump capacity should be adequate forthis purpose, too.

Lubricating oil booster pump forexhaust valve actuators (4 40 624)

The lubricating oil boster pump can be of the screwwheel, the gear wheel, or the centrifugal type:

Lubricating oil viscosity, specified 75 cSt at 50 °CLubricating oil viscosity, . . . . . . maximum 400 cStLubricating oil flow. . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 barWorking temperature . . . . . . . . . . . . . . . . . . . 60 °C

The flow capacity is to be within a tolerance of:0 to+12%.

Flushing of lube oil system

Before starting the engine for the first time, the lubri-cating oil system on board has to be cleaned in ac-cordance with MAN B&W’s recommendations:“Flushing of Main Lubricating Oil System”, which isavailable on request.


440 600 025 178 61 93

6.03.05

Booster unit for exhaust valveactuator lubrication (4 40 625)

The units consisting of the two booster pumps andthe control system can be delivered as a module,“Booster module, MAN B&W/C.C. Jensen”.

Engine type Units

60Hz3 x 440 V

50Hz3 x 380 V

4L42MC B - 1.3 - 6 B - 1.1 - 5

5-6L42MC B - 2.0 - 6

7-8L42MC B - 2.7 - 6

9-12L42MC B - 4.3 - 6

5-8L42MC B - 1.6 - 6

9-10L42MC B - 2.1 - 6

11-12L42MC B - 3.5 - 6


440 600 025 178 61 93

6.03.06

A: Inlet from main lube oil pipeB: Outlet to exhaust valve actuatorC: Waste oil drain

178 14 87-0.0

Fig. 6.03.05: Lubricating oil outlet

178 13 27-7.1

Note:When calculating the tank heights, allowance has notbeen made for the possibility that part of the oil quantityfrom the system outside the engine may, when thepumps are stopped, be returned to the bottom tank.

Provided that the system outside the engine is so executed,that a part of the oil quantity is drained back to the tank whenthe pumps are stopped, the height of the bottom tank indi-cated on the drawing is to be increased to this quantity.

* Based on 50 mm thickness of supporting chocks** Minimum dimensions for man holes*** Location of drain for other cylinder Nos. see tableD2 Oil outlet from MAN B&W turbochargers

If space is limited other proposals are possible.

The lubricating oil bottom tank complies with the rules ofthe classification socities by operation under the follow-ing conditions and the angles of inclination in degrees are:

Athwartships Fore and aftStatic Dynamic Static Dynamic

15 22.5 5 7.5

Minimum lubricating oil bottom tank volume is:

4 cylinder 5 cylinder 6 cylinder 7 cylinder 8 cylinder

5.0 m3 6.0 m3 7.3 m3 8.2 m3 9.1 m3


440 600 025 178 61 93

6.03.07

CylinderNo.

Drain atcylinder No. D0 D1 D2 D3 H0 H1 H2 L OL Qm3

4 2-4 150 325 50 100 740 325 65 4500 640 5.0

5 2-5 150 325 50 100 755 325 65 5250 655 6.0

6 2-5 175 375 65 125 820 375 75 6000 720 7.5

7 2-5-7 175 375 65 125 825 375 75 6750 725 8.5

8 2-5-8 175 375 65 125 905 375 75 7500 805 10.5

Fig. 6.03.06: Lubricating oil tank, without cofferdam. Engine with vertical outlets prepared for emergency running178 42 23-8.0

178 42 22-6.0


440 600 025 178 61 93

Fig.6.03.07: Crankcase venting

The letters refer to “List of flanges”

6.03.08

Fig. 6.03.08: Bedplate drain pipes178 41 98-8.0

178 07 50-0.0

6.04 Cylinder Lubricating Oil System

The cylinder lubricators are supplied with oil from agravity-feed cylinder oil service tank, and they areequipped with built-in floats, which keep the oil levelconstant in the lubricators, Fig. 6.04.01.

The size of the cylinder oil service tank depends onthe owner’s and yard’s requirements, and it isnormally dimensioned for minimum two days’ con-sumption.

Cylinder Oils

Cylinder oils should, preferably, be of the SAE 50viscosity grade.

Modern high rated two-stroke engines have a rela-tively great demand for the detergency in the cylin-der oil. Due to the traditional link between highdetergency and high TBN in cylinder oils, we recom-mend the use of a TBN 70 cylinder oil in combination

with all fuel types within our guiding specification re-gardless of the sulphur content.

Consequently, TBN 70 cylinder oil should also beused on testbed and at seatrial. However, cylinderoils with higher alkalinity, such as TBN 80, may bebeneficial, especially in combination with high sul-phur fuels.

The cylinder oils listed below have all given satisfac-tory service during heavy fuel operation in MANB&W engine installations:

Company Cylinder oilSAE 50/TBN 70

Elf-Lub.BPCastrolChevronExxonFinaMobilShellTexaco

Talusia HR 70CLO 50-MS/DZ70 cyl.Delo Cyloil SpecialExxmar X 70Vegano 570Mobilgard 570Alexia 50Taro Special

Also other brands have been used with satisfactoryresults.

Cylinder Lubrication

Each cylinder liner has a number of lubricating ori-fices (quills), through which the cylinder oil is intro-duced into the cylinders, see Fig. 6.04.02. The oil isdelivered into the cylinder via non-return valves,when the piston rings pass the lubricating orifices,during the upward stroke.


442 600 025 178 61 94

Fig. 6.04.01: Cylinder lubricating oil pipes

178 07 46-5.0

6.04.01


Cylinder Lubricators

The cylinder lubricator(s) are mounted on the foreend of the engine. The lubricator(s) have a built-incapability for adjustment of the oil quantity. They areof the “Sight Feed Lubricator” type and are providedwith a sight glass for each lubricating point.

The lubricators are fitted with:• Electrical heating coils

• Low flow and low level alarms.

The lubricator will, in the basic “Speed Dependent”design (4 42 111), pump a fixed amount of oil to thecylinders for each engine revolution.

Mainly for plants with controllable pitch propeller,the lubricators can, alternatively, be fitted with asystem which controls the dosage in proportion tothe mean effective pressure (mep), option: 4 42 113.

The “speed can be dependent” as well as the “mepdependent” lubricator can be equipped with a“Load Change Dependent” system option: 4 42120, such that the cylinder feed oil rate is automati-cally increased during starting, manoeuvring and,preferably, during sudden load changes, see Fig.6.04.04.

The signal for the “load change dependent” systemcomes from:

• Alternative 1a special control box, item: 4 42 620 normally usedon plants with mechanical-hydraulic governor

• Alternative 2the electronic governor, if applied.


442 600 025 178 61 94

The letters refer to “List of flanges”The piping is delivered with and fitted onto the engine

One lubricator for 4 and 5L42MCTwo lubricators for 6, 7, 8 and 9L42MC

Fig. 6.04.02: Cylinder lubricating oil pipes

6.04.02

178 38 04-5.0

Low level switch “A” opens at low levelLow flow switch “B” closes at zero flowin one ball control glass.

Electrical “C” :4L42MC: 1 lubricator, 16 glasses of 75 watt5L42MC: 1 lubricator, 20 glasses of 100 watt6L42MC: 2 lubricators, 12 glasses of 2 x 65 watt7L42MC: 2 lubricators, 14 glasses of 2 x 75 watt8L42MC: 2 lubricators, 16 glasses of 2 x 75 watt9L42MC: 2 lubricators, 18 glasses of 2 x 100 watt

10L42MC: 2 lubricators, 20 glasses of 2 x 100 watt11L42MC: 2 lubricators, 12 glasses of 2 x 65 watt

+ 1 lubricator, 20 glasses of 1 x 100 watt12L42MC: 4 lubricators, 12 glasses of 4 x 65 watt

Both diagrams show the systemin the following condition:Electrical power ONStopped engine: no flowOil level high

All cables and cable connections to be yard’s supply.

Power supply according to ship’s monophase 110 V or220 V.Heater ensures oil temperature of approximately40-50 oC.


442 600 025 178 61 94

6.04.03

Fig 6.04.03a: Electrical diagram , cylinder lubricator

Fig 6.04.03b: El. diagram, cylinder lubricator

Type: 10F001For alarm for low level and no flow

178 10 83-1.1

Low level switch “A” opens at low levelLow flow switch “B” closes at zero flow in one ball controll glass.

178 36 47-5.0

Type: 10F001For alarm for low level and alarm and slow down for no flowRequired by: ABS, GL, RINA, RS and recommended by IACS

Cylinder Oil Feed Rate (Dosage)

The following guideline for cylinder oil feed rate isbased on service experience from other MC enginetypes, as well as today’s fuel qualities and operatingconditions.

The recommendations are valid for all plants,whether controllable pitch or fixed pitch propellersare used.

The nominal cylinder oil feed rate at nominal MCR is:

0.9–1.4 g/kWh0.65-1.0 g/BHPh

During the first operational period of about 1500hours, it is recommended to use the upper feed rate.

The feed rate at part load is proportional to the

second power of the speed: Q = Q xn

np

p⎧⎨⎩ ⎫⎬⎭

2


442 600 025 178 61 94

6.04.04

Fig. 6.04.04: Load change dependent lubricator

178 06 31-4.1

6.05 Stuffing Box Drain Oil System

For engines running on heavy fuel, it is importantthat the oil drained from the piston rod stuffingboxes is not led directly into the system oil, as the oildrained from the stuffing box is mixed with sludgefrom the scavenge air space.

The performance of the piston rod stuffing box onthe MC engines has proved to be very efficient, pri-marily because the hardened piston rod allows ahigher scraper ring pressure.

The amount of drain oil from the stuffing boxes isabout 5 - 10 liters/24 hours per cylinder during nor-mal service. In the running-in period, it can behigher.

We therefore consider the piston rod stuffing boxdrain oil cleaning system as an option, and recom-mend that this relatively small amount of drain oil isused for other purposes or is burnt in the incinera-tor.

If the drain oil is to be re-used as lubricating oil, it willbe necessary to install the stuffing box drain oilcleaning system described below.

As an alternative to the tank arrangement shown,the drain tank (001) can, if required, be designed asa bottom tank, and the circulating tank (002) can beinstalled at a suitable place in the engine room.


443 600 003 178 61 96


Fig. 6.05.01: Optional stuffing box drain oil system

178 15 00-2.1

6.05.01

Piston rod lub oil pump and filter unit

The filter unit consisting of a pump and a finefilter(option: 4 43 640) could be of make C.C. JensenA/S, Denmark. The fine filter cartridge is made ofcellulose fibres and will retain small carbon parti-cles etc. with relatively low density, which are notremoved by centrifuging.

Lube oil flow . . . . . . . . . . . see table in Fig. 6.05.02Working pressure . . . . . . . . . . . . . . . . . 0.6-1.8 barFiltration fineness . . . . . . . . . . . . . . . . . . . . . . 1 µmWorking temperature . . . . . . . . . . . . . . . . . . . 50 °COil viscosity at working temperature . . . . . . 75 cStPressure drop at clean filter . . . . maximum 0.6 barFilter cartridge . . . maximum pressure drop 1.8 bar


443 600 003 178 61 96


Fig. 6.05.04: Stuffing box, drain pipes

178 30 86-6.0

No. of cylindersC.J.C. Filter

004

Minimum capacity of tanks Capacity of pumpoption 4 43 640

at 2 barm3/h

Tank 001m3

Tank 002m3

4 - 6 1 x HDU 427/54 0.6 0.7 0.2

7 – 9 1 x HDU 427/54 0.9 1.0 0.3

10 – 121 x HDU 427/81

or1 x HDU 327/108

1.2 1.3 0.6

Fig. 6.05.02: Capacities of cleaning system, stuffing box drain

No. ofcylinders

3 x 440 volts60 Hz

3 x 380 volts50 Hz

4 - 6 PR – 0.2 – 6 PR – 0.2 – 5

7 – 9 PR – 0.3 – 6 PR – 0.3 – 5

10 – 12 PR – 0.6 – 6 PR – 0.6 – 5

Fig. 6.05.03: Types of piston rod units

178 34 70-0.0

178 34 72-4.0

6.05.02

Designation of piston rod units

PR – 0.2 – 6

5 = 50 Hz, 3 x 380 Volts

6 = 60 Hz, 3 x 440 Volts

Pump capacity in m3/h

Piston rod unit

A modular unit is available for this system, option:4 43 610. See Fig. 6.05.05 “Piston rod unit, MANB&W/C.C. Jensen”.

The modular unit consists of a drain tank, a circulat-ing tank with a heating coil, a pump and a fine filter,and also includes wiring, piping, valves and instru-ments.

The piston rod unit is tested and ready to be con-nected to the supply connections on board.


443 600 003 178 61 96

Fig. 6.05.05.: Piston rod drain oil unit, MAN B&WDiesel/C. C. Jensen, option: 4 43 610

178 30 87-8.0

6.05.03

6.06 Cooling Water Systems

The water cooling can be arranged in several con-figurations, the most common system choice be-ing:

• A low temperature seawater cooling system Fig.6.06.01, and a freshwater cooling system only forjacket cooling Fig. 6.06.03

• A central cooling water system, with three circuits:a seawater system, a low temperature freshwatersystem for central cooling Fig. 6.07.01, and a hightemperature freshwater system for jacket water.

The advantages of the seawater cooling system aremainly related to first cost, viz:

• Only two sets of cooling water pumps(seawater and jacket water)

• Simple installation with few piping systems.

Whereas the disadvantages are:

• Seawater to all coolers and thereby higher mainte-nance cost

• Expensive seawater piping of non-corrosive ma-terials such as galvanised steel pipes or Cu-Nipipes.

The advantages of the central cooling system are:

• Only one heat exchanger cooled by seawater, andthus, only one exchanger to be overhauled

• All other heat exchangers are freshwater cooledand can, therefore, be made of a less expensivematerial

• Few non-corrosive pipes to be installed

• Reduced maintenance of coolers and components

• Increased heat utilisation.

whereas the disadvantages are:

• Three sets of cooling water pumps (seawater,freshwater low temperature, and jacket water hightemperature)

• Higher first cost.

An arrangement common for the main engine andMAN B&W Holeby auxiliary engines is available onrequest.

For further information about common cooling watersystem for main engines and auxiliary engines pleaserefer to our publication:

P. 281 Uni-concept Auxiliary Systems for Two-strokeMain Engine and Four-stroke Auxiliary Engines.


445 600 025 178 61 97

6.06.01

Seawater Cooling System

The seawater cooling system is used for cooling,the main engine lubricating oil cooler (4 40 605), thejacket water cooler (4 46 620) and the scavenge aircooler (4 54 150).

The lubricating oil cooler for a PTO step-up gearshould be connected in parallel with the other cool-ers.The capacity of the SW pump (4 45 601) is basedon the outlet temperature of the SW being maximum50 °C after passing through the coolers – with an inlettemperature of maximum 32 °C (tropical conditions),i.e. a maximum temperature increase of 18 °C.

The valves located in the system fitted to adjust thedistribution of cooling water flow are to be providedwith graduated scales.

The inter-related positioning of the coolers in thesystem serves to achieve:

• The lowest possible cooling water inlet tempera-ture to the lubricating oil cooler in order to obtainthe cheapest cooler. On the other hand, in order toprevent the lubricating oil from stiffening in coldservices, the inlet cooling water temperature shouldnot be lower than 10 °C

• The lowest possible cooling water inlet tempera-ture to the scavenge air cooler, in order to keep thefuel oil consumption as low as possible.

The piping delivered with and fitted onto the en-gine is, for your guidance shown on Fig. 6.06.02.


402445 600 025 178 61 97

Fig. 6.06.01: Seawater cooling system

The letters refer to “List of flanges”178 15 01-4.1

6.06.02

Components for seawater system

Seawater cooling pump (4 45 601)

The pumps are to be of the centrifugal type.

Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . . according to class ruleWorking temperature . . . . . . . . . . maximum 50 °C

The capacity must be fulfilled with a tolerance of be-tween 0% to +10% and covers the cooling of themain engine only.

Lub. oil cooler (4 40 605)

See chapter 6.03 “ Uni-Lubricating oil system”.

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant material.

Heat dissipation . . . . . . . . see “List of capacities”Jacket water flow . . . . . . . see “List of capacities”Jacket water temperature, inlet . . . . . . . . . . . 80 °CPressure dropon jacket water side . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature, inlet . . . . . . . . . . . . . 38 °CPressure drop on SW side . . . . . maximum 0.2 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . . see “List of capacities”Seawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,for SW cooling inlet, max.. . . . . . . . . . . . . . . 32 °CPressure drop oncooling water side. . . . . . between 0.1 and 0.5 bar

The heat dissipation and the SW flow are based on anMCR output at tropical conditions, i.e. SW tempera-ture of 32 °C and an ambient air temperature of 45 °C.

Seawater thermostatic valve (4 45 610)

The temperature control valve is a three-way valvewhich can recirculate all or part of the SW to thepump’s suction side. The sensor is to be located atthe seawater inlet to the lubricating oil cooler, andthe temperature level must be a minimum of +10 °C.

Seawater flow . . . . . . . . . . see “List of capacities”Temperature range,adjustable within . . . . . . . . . . . . . . . . +5 to +32 °C


445 600 025 178 61 97

6.06.03

Fig. 6.06.02: Cooling water pipes, air cooler, one turbocharger


178 36 04-4.0

Jacket Cooling Water System

The jacket cooling water system, shown in Fig.6.06.03, is used for cooling the cylinder liners, cylin-der covers and exhaust valves of the main engine andheating of the fuel oil drain pipes.

The jacket water pump (4 46 601) draws water fromthe jacket water cooler outlet and delivers it to theengine.

At the inlet to the jacket water cooler there is a ther-mostatically controlled regulating valve (4 46 610),with a sensor at the engine cooling water outlet,which keeps the main engine cooling water outlet ata temperature of 80 °C.

The engine jacket water must be carefully treated,maintained and monitored so as to avoid corrosion,corrosion fatigue, cavitation and scale formation. Itis recommended to install a preheater if preheatingis not available from the auxiliary engines jacketcooling water system.

The venting pipe in the expansion tank should endjust below the lowest water level, and the expansiontank must be located at least 5 m above the enginecooling water outlet pipe.

MAN B&W’s recommendations about the fresh-water system de-greasing, descaling and treatmentby inhibitors are available on request.

The freshwater generator, if installed, may be con-nected to the seawater system if the generator doesnot have a separate cooling water pump. The gen-erator must be coupled in and out slowly over a pe-riod of at least 3 minutes.

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

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sSeawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


402445 600 025 178 61 97

Fig. 6.06.03: Jacket cooling water system

6.06.04

178 17 66-9.0


445 600 025 178 61 97

Fig. 6.06.04a: Jacket water cooling pipes for uncooled turbochargers

178 38 15-3.0

Fig. 6.06.04b: Jacket water cooling pipes for water cooled turbochargers

178 38 18-9.0


6.06.05

Components for jacket water system

Jacket water cooling pump (4 46 601)


Jacket water flow. . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 barDelivery pressure . . . . . . . . . . depends on position

of expansion tankTest pressure . . . . . . . . . . . according to class ruleWorking temperature, . normal 80 °C, max. 100 °C

The capacity must be met at a tolerance of 0% to+10%.

The stated capacities cover the main engine only.The pump head of the pumps is to be determinedbased on the total actual pressure drop across thecooling water system.

Freshwater generator (4 46 660)

If a generator is installed in the ship for productionof freshwater by utilising the heat in the jacket watercooling system it should be noted that the actualavailable heat in the jacket water system is lowerthan indicated by the heat dissipation figures givenin the “List of capacities.” This is because the latterfigures are used for dimensioning the jacket watercooler and hence incorporate a safety margin whichcan be needed when the engine is operating underconditions such as, e.g. overload. Normally, thismargin is 10% at nominal MCR.

The calculation of the heat actually available atspecified MCR for a derated diesel engine is statedin chapter 6.01 “List of capacities”.

Jacket water thermostatic valve (4 46 610)

The temperature control system can be equippedwith a three-way valve mounted as a divertingvalve, which by-pass all or part of the jacket wateraround the jacket water cooler.

The sensor is to be located at the outlet from themain engine, and the temperature level must beadjustable in the range of 70-90 °C.

Jacket water preheater (4 46 630)

When a preheater see Fig. 6.06.03 is installed in thejacket cooling water system, its water flow, andthus the preheater pump capacity (4 46 625),should be about 10% of the jacket water main pumpcapacity. Based on experience, it is recommendedthat the pressure drop across the preheater shouldbe approx. 0.2 bar. The preheater pump and mainpump should be electrically interlocked to avoid therisk of simultaneous operation.

The preheater capacity depends on the requiredpreheating time and the required temperature in-crease of the engine jacket water. The temperatureand time relationships are shown in Fig. 6.06.05.

In general, a temperature increase of about 35 °C(from 15 °C to 50 °C) is required, and a preheatingtime of 12 hours requires a preheater capacity ofabout 1% of the enigne’s nominal MCR power.

Deaerating tank (4 46 640)

Design and dimensions are shown on Fig. 6.06.06“Deaerating tank” and the corresponding alarm de-vice (4 46 645) is shown on Fig. 6.06.07 “Deaeratingtank, alarm device”.

Expansion tank (4 46 648)

The total expansion tank volume has to be approxi-mate 10% of the total jacket cooling water amountin the system.

As a guideline, the volume of the expansion tanksfor main engine output are:

Between 2,700 kW and 15,000 kW . . . . . . 1.00 m3


402445 600 025 178 61 97

6.06.06

Fresh water treatment

The MAN B&W Diesel recommendations for treat-ment of the jacket water/freshwater are available onrequest.

Temperature at start of engine

In order to protect the engine, some minimumtemperture restrictions have to be considered be-fore starting the engine and, in order to avoid corro-sive attacks on the cylinder liners during starting.

Normal start of engine

Normally, a minimum engine jacket water tempera-ture of 50 °C is recommended before the engine isstarted and run up gradually to 90% of specifiedMCR speed.

For running between 90% and 100% of specifiedMCR speed, it is recommended that the load be in-creased slowly – i.e. over a period of 30 minutes.

Start of cold engine

In exceptional circumstances where it is not possi-ble to comply with the abovementioned recommen-dation, a minimum of 20 °C can be accepted beforethe engine is started and run up slowly to 90% ofspecified MCR speed.

However, before exceeding 90% specified MCRspeed, a minimum engine temperature of 50 °Cshould be obtained and, increased slowly – i.e. overa period of least 30 minutes.

The time period required for increasing the jacketwater temperature from 20 °C to 50 °C will dependon the amount of water in the jacket cooling watersystem, and the engine load.

Note:The above considerations are based on the as-sumption that the engine has already been wellrun-in.

Preheating of diesel engine

Preheating during standstill periods

During short stays in port (i.e. less than 4-5 days), itis recommended that the engine is kept preheated,the purpose being to prevent temperature variationin the engine structure and corresponding variationin thermal expansions and possible leakages.

The jacket cooling water outlet temperature shouldbe kept as high as possible and should – beforestarting-up – be increased to at least 50 °C, eitherby means of cooling water from the auxiliary en-gines, or by means of a built-in preheater in thejacket cooling water system, or a combination.


445 600 025 178 61 97

Fig. 6.06.05: Jacket water preheater178 16 63-1.0

6.06.07


402445 600 025 178 61 97

6.06.08

Fig. 6.06.08: Deaerating tank, alarm device, option: 4 46 645

Fig. 6.06.06: Deaerating tank, option: 4 46 640

Dimensions in mm

Tank size 0.05 m3

Maximum J.W. capacity 120 m3/h

Maximum nominal bore 125

D 150

E 300

F78 910

øH 300

øI 320

øJ ND 50

øK ND 32

ND: Nominal diameter

Working pressure is according to actualpiping arrangement.

In order not to impede the rotation of water,the pipe connection must end flush with thetank, so that no internal edges are protruding.

178 07 37-0.1

178 06 27-9.0

6.07 Central Cooling Water System

The central cooling water system is characterisedby having only one heat exchanger cooled by sea-water, and by the other coolers, including the jacketwater cooler, being cooled by the freshwater lowtemperature (FW-LT) system.

In order to prevent too high a scavenge air tempera-ture, the cooling water design temperature in theFW-LT system is normally 36 °C, corresponding to amaximum seawater temperature of 32 °C.

Our recommendation of keeping the cooling waterinlet temperature to the main engine scavenge aircooler as low as possible also applies to the centralcooling system. This means that the temperaturecontrol valve in the FW-LT circuit is to be set to mini-mum 10 °C, whereby the temperature follows the

outboard seawater temperature when this exceeds10 °C.

For further information about common cooling wa-ter system for main engines and MAN B&W Holebyauxiliary engines please refer to our publication:

P.281 Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxili-ary Engines.

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

Jacket water . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/sCentral cooling water (FW-LT) . . . . . . . . . . 3.0 m/sSeawater . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.0 m/s


445 650 002 178 61 98

6.07.01

Fig. 6.07.01: Central cooling system

Letters refer to “List of flanges”178 15 02-6.2

Components for seawater system

Seawater cooling pumps (4 45 601)


Seawater flow . . . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-32 °CWorking temperature . . . . . . . . . . maximum 50 °C

The capacity is to be within a tolerance of 0% +10%.

The differential pressure of the pumps is to be deter-mined on the basis of the total actual pressure dropacross the cooling water system.

Central cooler (4 45 670)

The cooler is to be of the shell and tube or plate heatexchanger type, made of seawater resistant mate-rial.

Heat dissipation . . . . . . . . . see “List of capacities”Central cooling water flow . see “List of capacities”Central cooling water temperature,outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 °CPressure drop on central coolingside . . . . . . . . . . . . . . . . . . . . . . . maximum 0.2 barSeawater flow . . . . . . . . . . see “List of capacities”Seawater temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 °CPressure drop on SW side . . . . . maximum 0.2 bar

The pressure drop may be larger, depending on theactual cooler design.

The heat dissipation and the SW flow figures arebased on MCR output at tropical conditions, i.e. aSW temperature of 32 °C and an ambient air tem-perature of 45 °C.

Overload running at tropical conditions will slightlyincrease the temperature level in the cooling sys-tem, and will also slightly influence the engine per-formance.

Central cooling water pumps,low temperature (4 45 651)


Freshwater flow. . . . . . . . . see “List of capacities”Pump head . . . . . . . . . . . . . . . . . . . . . . . . . 2.5 barDelivery pressure . . . . . . . . depends on location of

expansion tankTest pressure . . . . . . . . . . according to class rulesWorking temperature,normal . . . . . . . . . . . . . . . . . . approximately 80 °C

maximum 90 °C

The flow capacity is to be within a tolerance of 0%+10%.

The list of capacities covers the main engineonly.The differential pressure provided by thepumps is to be determined on the basis of the totalactual pressure drop across the cooling water sys-tem.

Central cooling water thermostatic valve(4 45 660)

The low temperature cooling system is to be equip-ped with a three-way valve, mounted as a mixingvalve, which by-passes all or part of the fresh wateraround the central cooler.

The sensor is to be located at the outlet pipe fromthe thermostatic valve and is set so as to keep atemperature level of minimum 10 °C.

Lubricating oil cooler (4 40 605)

See “Lubricating oil system”.


445 650 002 178 61 98

6.07.02

Jacket water cooler (4 46 620)

The cooler is to be of the shell and tube or plate heatexchanger type.

Heat dissipation . . . . . . . . . see “List of capacities”Jacket water flow. . . . . . . . see “List of capacities”Jacket water temperature,inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 °CPressure drop on jacket water side . . max. 0.2 barFW-LT flow. . . . . . . . . . . . . see “List of capacities”FW-LT temperature, inlet . . . . . . . . . approx. 42 °CPressure drop on FW-LT side. . . . . . . max. 0.2 bar

The heat dissipation and the FW-LT flow figures arebased on an MCR output at tropical conditions, i.e.a maximum SW temperature of 32 °C and an ambi-ent air temperature of 45 °C.

Scavenge air cooler (4 54 150)

The scavenge air cooler is an integrated part of themain engine.

Heat dissipation . . . . . . . . . see “List of capacities”FW-LT water flow. . . . . . . . see “List of capacities”FW-LT water temperature, inlet . . . . . . . . . . . 36 °CPressure drop on FW-LTwater side. . . . . . . . . . . . . . . . . . . . approx. 0.5 bar


445 650 002 178 61 98

6.07.03

6.08 Starting and Control Air Systems

The starting air of 30 bar is supplied by the startingair compressors (4 50 602) in Fig. 6.08.01 to thestarting air receivers (4 50 615) and from these tothe main engine inlet “A”.

Through a reducing station (4 50 665), compressedair at 7 bar is supplied to the engine as:

• Control air for manoeuvring system, and forexhaust valve air springs, through “B”

• Safety air for emergency stop through “C”

• Through a reducing valve (4 50 675) is suppliedcompressed air at 10 bar to “AP” for turbochargercleaning (soft blast) , and a minor volume used forthe fuel valve testing unit.

The air consumption for control air, safety air,turbocharger cleaning, sealing air for exhaust valveand for fuel valve testing unit and starting of auxil-iary engines is covered by the capacities stated forthe air receivers and compressors in the “List of Ca-pacities”.


450 600 025 178 61 99

A: Valve “A” is supplied with the engineAP: Air inlet for dry cleaning of turbochargerThe letters refer to “List of flanges”

Fig. 6.08.01: Starting and control air systems 178 36 66-2.0

6.08.01

An arrangement common for main engine and MANB&W Holeby auxiliary engines is available on re-quest.

The starting air pipes, Fig. 6.08.02, contains a mainstarting valve (a ball valve with actuator), anon-return valve, a starting air distributor and start-ing valves. The main starting valve is combined withthe manoeuvring system, which controls the start ofthe engine. Slow turning before start of engine is anoption: 4 50 140 and is recommended by MAN B&WDiesel, see chapter 6.11.

The starting air distributor regulates the supply ofcontrol air to the starting valves in accordance withthe correct firing sequence.

For further information about common starting airsystem for main engines and auxiliary enginesplease refer to our publication:

P. 281 “Uni-concept Auxiliary Systems for Two-stroke Main Engine and Four-stroke Auxili-ary Engines”


450 600 025 178 61 99

Fig. 6.08.02: Starting air pipes

6.08.02

178 39 68-8.0

I = Pneumatic component boxThe letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

The exhaust valve is opened hydraulically, and theclosing force is provided by a “pneumatic spring”which leaves the valve spindle free to rotate. Thecompressed air is taken from the manoeuvring airsystem.

The sealing air for the exhaust valve spindle comesfrom the manoeuvring system, and is activated bythe control air pressure, see Fig. 6.08.03.


450 600 025 178 61 99

Fig. 6.08.03: Air spring and sealing air pipes for exhaust valves

The pos. numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

6.08.03

178 38 48-8.0

Components for starting air system

Starting air compressors (4 50 602)

The starting air compressors are to be of the wa-ter-cooled, two-stage type with intercooling.

More than two compressors may be installed tosupply the capacity stated.

Air intake quantity:Reversible engine,for 12 starts: . . . . . . . . . . . see “List of capacities”Non-reversible engine,for 6 starts: . . . . . . . . . . . . see “List of capacities”Delivery pressure . . . . . . . . . . . . . . . . . . . . . 30 bar

Starting air receivers (4 50 615)

The starting air receivers shall be provided with manholes and flanges for pipe connections.

The volume of the two receivers is:Reversible engine,for 12 starts: . . . . . . . . . . . see “List of capacities”Non-reversible engine,for 6 starts: . . . . . . . . . . . . see “List of capacities”Working pressure . . . . . . . . . . . . . . . . . . . . 30 barTest pressure. . . . . . . . . . . according to class rule

The volume stated is at 25 °C and 1,000 m bar

Reducing station (4 50 665)

Reduction . . . . . . . . . . . . . . . . from 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:1400 Normal litres/min of free air . . . . . 0.023 m3/sFilter, fineness . . . . . . . . . . . . . . . . . . . . . 100m�m

Reducing valve (4 50 675)

Reduction from. . . . . . . . . . . . . . . . 30 bar to 7 bar(Tolerance -10% +10%)

Capacity:2600 Normal litres/min of free air . . . . . 0.043 m3/s

The piping delivered with and fitted onto the mainengine is, for your guidance, shown on:

Starting air pipesAir spring pipes, exhaust valves

Turning gear

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

The turning gear is driven by an electric motor witha built-in gear and brake. The size of the electricmotor is stated in Fig. 6.08.04. The turning gear isequipped with a blocking device that prevents themain engine from starting when the turning gear isengaged.


450 600 025 178 61 99

6.08.04


450 600 025 178 61 99

Fig. 6.08.05: Electric motor for turning gear

6.08.05

Electric motor 3 x 440 V – 60 HzBrake power supply 220 V – 60 Hz

Electric motor 3 x 380 V – 50 HzBrake power supply 220 V – 50 Hz

Current Current

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

No. ofcylinders

PowerkW

StartAmp.

NormalAmp.

4-9 1.1 4.8 2.5 4-9 1.1 5.1 2.9

Data for 10 -12 cylinder engines are available on request

178 39 72-1.0

178 31 30-9.0

6.09 Scavenge Air System

The engine is supplied with scavenge air from oneturbocharger located on the aft end for 4-9 cylin-der engines or from two turbochargers for 10-12cylinder engines.

The compressor of the turbocharger sucks air fromthe engine room, through an air filter, and the com-pressed air is cooled by the scavenge air cooler,one per turbocharger. The scavenge air cooler isprovided with a water mist catcher, which preventscondensated water from being carried with the air

into the scavenge air receiver and to the combus-tion chamber.

The scavenge air system, (see Figs. 6.09.01 and6.09.02) is an integrated part of the main engine.

The heat dissipation and cooling water quantitiesare based on MCR at tropical conditions, i.e. a SWtemperature of 32 °C, or a FW temperature of 36 °C,and an ambient air inlet temperature of 45 °C.


455 600 025 178 62 00

6.09.01

Fig. 6.09.01: Scavenge air system

178 07 27-4.1

Auxiliary Blowers

The engine is provided with two electrically drivenauxiliary blowers. Between the scavenge air coolerand the scavenge air receiver, non-return valves arefitted which close automatically when the auxiliaryblowers start supplying the scavenge air.

Both auxiliary blowers start operating consecu-tively before the engine is started and will ensurecomplete scavenging of the cylinders in the startingphase, thus providing the best conditions for a safestart.

During operation of the engine, the auxiliary blow-ers will start automatically whenever the engineload is reduced to about 30-40% and will continueoperating until the load again exceeds approxi-mately 40-50%.

Emergency running

If one of the auxiliary blowers is out of action, theother auxiliary blower will function in the system,without any manual readjustment of the valves being

necessary. This is achieved by automatically work-ing non-return valves.

Electrical panel for two auxiliary blowers

The auxiliary blowers are, as standard, fitted ontothe main engine, and the control system for the aux-iliary blowers can be delivered separately as an op-tion: 4 55 650.

The layout of the control system for the auxiliaryblowers is shown in Figs. 6.09.03a and 6.09.03b“Electrical panel for two auxiliary blowers”, andthe data for the electric motors fitted onto themain engine is found in Fig. 6.09.04 “Electric motorfor auxiliary blower”.

The data for the scavenge air cooler is specified inthe description of the cooling water system chosen.

For further information please refer to our publica-tion:

P.311 Influence of Ambient Temperature Condi-tions on Main Engine Operation


455 600 025 178 62 00

6.09.02


455 600 025 178 62 00

6.09.03

Electric motor sizeDimensions of control panel for Dimensions of electric panel Maximum stand-by

heating elementtwo auxiliary blowers

3 x 440 V60 Hz

3 x 380 V50 Hz

Wmm

Hmm

Dmm

Wmm

Hmm

Dmm

18 - 80 A11 - 45 kW

18 - 80 A9 - 40 kW 300 460 150 400 600 300 100 W

63 - 250 A67 - 155 kW

80 - 250 A40 - 132 kW 300 460 150 600 600 350 250 W

Fig. 6.09.03a: Electrical panel for two auxiliary blowers including starters, option 4 55 650

178 31 47-8.0

Fig. 6.09.02: Scavenge air pipes, for engine with one turbocharger on aft end

178 39 76-9.0


455 600 025 178 62 00

6.09.04

PSC 418: Pressure switch for control of scavenge air auxiliary blowers. Start at 0.55 bar. Stop at 0.7 bar

PSA 419: Low scavenge air pressure switch for alarm. Upper switch point 0.56 bar. Alarm at 0.45 bar

G: Mode selector switch. The OFF and ON modes are independent of K1, K2 and PSC 418

K1: Switch in telegraph system. Closed at “finished with engine”

K2: Switch in safety system. Closed at “shut down”

K3: Lamp test

Fig. 6.09.03b: Control panel for two auxiliary blowers inclusive starters, option 4 55 650

178 31 44-2.0


455 600 025 178 62 00

6.09.05

Number ofcylinders

Make: ABB, or similar3 x 440V-60Hz-2p

Type

PowerkW

Current MasskgStart Amp. Nominal Amp.

4 2 x MBT-160M 2 x 20 1 x 210 2 x 32 2 x 85

5 2 x MBT-160L 2 x 23 1 x 250 2 x 37 2 x 95

6 2 x M2AA-200MLA 2 x 35 1 x 370 2 x 56 2 x 170

7 2 x M2AA-200MLA 2 x 35 1 x 370 2 x 56 2 x 170

8 2 x M2AA-200MLA 2 x 35 1 x 370 2 x 56 2 x 170

9 2 x 200MLA 2 x 35 1 x 370 2 x 56 2 x 170

10 2 x M2AA-200MLB 2 x 43 1 x 442 2 x 68 2 x 200

11 2 x M2AA-200MLB 2 x 43 1 x 442 2 x 68 2 x 200

12 2 x M2AA-200SLB 2 x 54 1 x 550 2 x 86 2 x 235

Number ofcylinders

Make: ABB, or similar3 x 380V-50Hz-2p

Type

PowerkW

Current MasskgStart Amp. Nominal Amp.

4 2 x MBT-160L 2 x 20 1 x 250 2 x 37 2 x 95

5 2 x MBT-180M 2 x 22.5 1 x 280 2 x 42 2 x 120

6 2 x M2AA-200MLA 2 x 30 1 x 370 2 x 55 2 x 170

7 2 x M2AA-200MLA 2 x 30 1 x 370 2 x 55 2 x 170

8 2 x M2AA-200MLB 2 x 37 1 x 520 2 x 68 2 x 195

9 2 x M2AA-225SMB 2 x 37 1 x 520 2 x 68 2 x 195

10 2 x M2AA-225SMB 2 x 47 1 x 550 2 x 86 2 x 235

11 2 x M2AA-225SMB 2 x 47 1 x 550 2 x 86 2 x 235

12 2 x M2AA-225SMB 2 x 47 1 x 550 2 x 86 2 x 235

Enclosure IP44Insulation class: minimum BSpeed of fan: about 2940 and 3540 r/min for 50Hz and 60Hz respectivelyThe electric motors are delivered with and fitted onto the engine

Fig. 6.09.04: Electric motor for auxiliary blower

178 39 79-4.0

Air cooler cleaning

The air side of the scavenge air cooler can becleaned by injecting a grease dissolvent through“AK” (see Figs. 6.09.05 and 6.09.06) to a spray pipearrangement fitted to the air chamber above the aircooler element.

Sludge is drained through “AL” to the bilge tank,and the polluted grease dissolvent returns from“AM”, through a filter, to the chemical cleaningtank. The cleaning must be carried out while the en-gine is at standstill.

Drain from water mist catcher

The drain line for the air cooler system is, duringrunning, used as a permanent drain from the aircooler water mist catcher. The water is led thoughan orifice to prevent major losses of scavenge air.The system is equipped with a drain box, where alevel switch LSA 434 is mounted, indicating any ex-cessive water level, see Fig. 6.09.05.


455 600 025 178 62 00

6.09.06

Fig. 6.09.06: Air cooler cleaning system, option: 4 55 655

Fig. 6.09.05: Air cooler cleaning pipes


* To suit the chemical requirement

Number of cylinders 4-9 10-12

Chemical tank capacity 0.3 m3 0.6 m3

Circulating pump capacity at 3 bar 1 m3/h 2 m3/h

d: Nominal diameter 25 mm 32 mm


178 38 57-2.0

178 39 84-1.0

178 10 65-1.2


455 600 025 178 62 00

6.09.07

No. of cylinders Capacity of drain tank

4-6 0.4 m3

7-9 0.7 m3

10-12 1.0 m3


Fig. 6.09.07: Scavenge box drain system


Fig. 6.09.08: Scavenge air space, drain pipes

178 06 16-0.0

178 38 63-0.0

Fire Extinguishing System for ScavengeAir Space

Fire in the scavenge air space can be extinguishedby steam, being the standard version, or, option-ally, by water mist or CO2.

The alternative external systems are shown in Fig.6.09.10:

“Fire extinguishing system for scavenge air space”standard: 4 55 140 Steamor option: 4 55 142 Water mistor option: 4 55 143 CO2

The corresponding internal systems fitted on theengine are shown in Figs. 6.09.11a and 6.09.11b:

“Fire extinguishing in scavenge air space (steam)”“Fire extinguishing in scavenge air space (water mist)”“Fire extinguishing in scavenge air space (CO2)”

Steam pressure: 3-10 barSteam approx.: 1.5 kg/cyl.

Freshwater pressure: min. 3.5 barFreshwater approx.: 1.2 kg/cyl.

CO2 test pressure: 150 barCO2 approx.: 3.0 kg/cyl.


455 600 025 178 62 00

6.09.08


Fig. 6.09.09 Fire extinguishing system for scavenge air

178 06 17-2.0


Fig. 6.09.10a: Fire extinguishing pipes in scavenge airspace steam: 4 55 140, water mist, option: 4 55 142

178 38 65-5.0

Fig. 6.09.10b: Fire extinguishing pipes in scavenge airspace CO2, option: 4 55 143

178 35 21-6.0

6.10 Exhaust Gas System

Exhaust Gas System on Engine

The exhaust gas is led from the cylinders to the ex-haust gas receiver where the fluctuating pres-suresfrom the cylinders are equalised and from where thegas is led further on to the turbocharger at a con-stant pressure, see Fig.6.10.01.

Compensators are fitted between the exhaustvalves and the exhaust gas receiver and betweenthe receiver and the turbocharger. A protective grat-ing is placed between the exhaust gas receiver andthe turbocharger. The turbocharger is fitted with apick-up for remote indication of the turbochargerspeed.

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

Turbocharger arrangement andcleaning systems

The turbocharger is, for 4-9 cylinder engines, ar-ranged on the aft end of the engine (4 59 121), andfor the 10-12 cylinder engines (4 59 126) on the ex-haust side of the engine. See Figs: 6.10.02a and6.10.02b.


460 600 025 178 62 01

Fig. 6.10.01: Exhaust gas system on engine

6.10.01

178 07 27-4.1


460 600 025 178 62 01

The letters refer to “List of flanges”The position numbers refer to “List of instruments”The piping is delivered with and fitted onto the engine

Fig. 6.10.02a: Exhaust gas pipes, with turbocharger located on aft end of engine (4 59 121)

Fig. 6.10.02b: Exhaust gas pipes, with turbocharger located on exhaust side of engine (4 59 126)

6.10.02

178 38 70-2.0

178 41 53-1.0

The engine is designed for the installation of eitherMAN B&W turbocharger type NA/TO (4 59 101),ABB turbocharger type VTR or TPL (4 59 102 or 4 59102a), or MHI turbolager type MET (4 59 103).

All makes of turbochargers are fitted with an ar-rangement for water washing of the compressorside, and soft blast cleaning of the turbine side, seeFig. 6.10.03. Washing of the turbine side is only ap-plicable on MAN B&W and ABB turbochargers , seeFigs. 6.10.04a and 6.10.04b.


460 600 025 178 62 01

6.10.03

1. Container for water


Fig. 6.10.03: Turbocharger water washing

178 41 75-8.0

Exhaust Gas System for main engine

At specified MCR (M), the total back-pressure in theexhaust gas system after the turbocharger – indi-cated by the static pressure measured in the pipingafter the turbocharger – must not exceed 350 mmWC (0.035 bar).

In order to have a back-pressure margin for the finalsystem, it is recommended at the design stage toinitially use about 300 mm WC (0.030 bar).

For dimensioning of the external exhaust gaspipings, the recommended maximum exhaust gasvelocity is 50 m/s at specified MCR (M). Fordimensioning of the external exhaust pipe connec-tions, see Fig. 6.10.07.

The actual back-pressure in the exhaust gas systemat MCR depends on the gas velocity, i.e. it is propor-tional to the square of the exhaust gas velocity, andhence inversely proportional to the pipe diameter to

the 4th power. It has by now become normal prac-tice in order to avoid too much pressure loss in thepipings, to have an exhaust gas velocity of about 35m/sec at specified MCR. This means that the pipediameters often used may be bigger than the diame-ter stated in Fig. 6.10.08.

As long as the total back-pressure of the exhaustgas system – incorporating all resistance lossesfrom pipes and components – complies with theabove-mentioned requirements, the pressurelosses across each component may be chosen in-dependently, see proposed measuring points in Fig.6.10.07. The general design guidelines for eachcomponent, described below, can be used for guid-ance purposes at the initial project stage.

Exhaust gas piping system for main engine

The exhaust gas piping system conveys the gasfrom the outlet of the turbocharger(s) to the atmo-sphere.

The exhaust piping is shown schematically on Fig.6.10.05.

The exhaust piping system for the main engine com-prises:

• Exhaust gas pipes

• Exhaust gas boiler

• Silencer

• Spark arrester

• Expansion joints

• Pipe bracings.

In connection with dimensioning the exhaust gaspiping system, the following parameters must beobserved:

• Exhaust gas flow rate

• Exhaust gas temperature at turbocharger outlet

• Maximum pressure drop through exhaust gassystem

• Maximum noise level at gas outlet to atmo-sphere


460 600 025 178 62 01

Fig. 6.10.04: Soft blast cleaning of turbine side178 41 77-1.0

1. Tray for solid granules2. Container for granules

The letters refer to “List of flanges”The position numbers refer to “List of in-struments”

6.10.04

• Maximum force from exhaust piping onturbocharger(s)

• Utilisation of the heat energy of the exhaustgas.

Items that are to be calculated or read from tablesare:

• Exhaust gas mass flow rate, temperature andmaximum back pressure at turbocharger gasoutlet

• Diameter of exhaust gas pipes

• Utilising the exhaust gas energy

• Attenuation of noise from the exhaust pipeoutlet

• Pressure drop across the exhaust gas system

• Expansion joints.

Diameter of exhaust gas pipes

The exhaust gas pipe diameters shown on Fig.6.10.08 for the specified MCR should be consideredan initial choice only.

As previously mentioned a lower gas velocity than50 m/s can be relevant with a view to reduce thepressure drop across pipes, bends and compo-nents in the entire exhaust piping system.

Exhaust gas compensator after turbocharger

When dimensioning the compensator, option: 4 60610 for the expansion joint on the turbocharger gasoutlet transition pipe, option: 4 60 601, the exhaustgas pipe and components, are to be so arrangedthat the thermal expansions are absorbed by ex-pansion joints. The heat expansion of the pipes andthe components is to be calculated based on a tem-perature increase from 20 °C to 250 °C. The verticaland horizontal heat expansion of the engine mea-sured at the top of the exhaust gas transition pieceof the turbocharger outlet are indicated in Fig.6.10.08 as DA and DR.

The movements stated are related to the engineseating. The figures indicate the axial and the lateralmovements related to the orientation of the expan-sion joints.

The expansion joints are to be chosen with an elas-ticity that limit the forces and the moments of the ex-haust gas outlet flange of the turbocharger as statedfor each of the turbocharger makers on Fig. 6.10.08where are shown the orientation of the maximum al-lowable forces and moments on the gas outletflange of the turbocharger.

Exhaust gas boiler

Engine plants are usually designed for utilisation ofthe heat energy of the exhaust gas for steam pro-duction or for heating the oil system.

The exhaust gas passes an exhaust gas boilerwhich is usually placed near the engine top or in thefunnel.


460 600 025 178 62 01

6.10.05

Fig. 6.10.05: Exhaust gas system

178 42 78-3.0

It should be noted that the exhaust gas temperatureand flow rate are influenced by the ambient condi-tions, for which reason this should be consideredwhen the exhaust gas boiler is planned.

At specified MCR, the maximum recommendedpressure loss across the exhaust gas boiler is nor-mally 150 mm WC.

This pressure loss depends on the pressure lossesin the rest of the system as mentioned above. There-fore, if an exhaust gas silencer/spark arrester is notinstalled, the acceptable pressure loss across theboiler may be somewhat higher than the max. of 150mm WC, whereas, if an exhaust gas silencer/sparkarrester is installed, it may be necessary to reducethe maximum pressure loss.

The above-mentioned pressure loss across the si-lencer and/or spark arrester shall include the pres-

sure losses from the inlet and outlet transitionpieces.

Exhaust gas silencer

The typical octave band sound pressure levels fromthe diesel engine’s exhaust gas system – related tothe distance of one meter from the top of the ex-haust gas uptake – are shown in Fig. 6.10.06.

The need for an exhaust gas silencer can be de-cided based on the requirement of a maximumnoise level at a certain place.

The exhaust gas noise data is valid for an exhaustgas system without boiler and silencer, etc.

The noise level refers to nominal MCR at a distanceof one metre from the exhaust gas pipe outlet edgeat an angle of 30° to the gas flow direction.


460 600 025 178 62 01

Fig. 6.10.06: ISO’s NR curves and typical sound pressure levels from diesel engine’s exhaust gas systemThe noise levels refer to nominal MCR and a distance of 1 metre from the edge of the exhaust gas pipe openingat an angle of 30 degrees to the gas flow and valid for an exhaust gas system – without boiler and silencer, etc.

6.10.06

178 07 61-9.1

For each doubling of the distance, the noise levelwill be reduced by about 6 dB (far-field law).

When the noise level at the exhaust gas outlet to theatmosphere needs to be silenced, a silencer can beplaced in the exhaust gas piping system after theexhaust gas boiler.

The exhaust gas silencer is usually of the absorptiontype and is dimensioned for a gas velocity of ap-proximately 35 m/s through the central tube of thesilencer.

An exhaust gas silencer can be designed based onthe required damping of noise from the exhaust gasgiven on the graph.

In the event that an exhaust gas silencer is required– this depends on the actual noise level require-ments on the bridge wing, which is normally maxi-mum 60-70 dB(A) – a simple flow silencer of the ab-sorption type is recommended. Depending on themanufacturer, this type of silencer normally has apressure loss of around 20 mm WC at specifiedMCR.

Spark arrester

To prevent sparks from the exhaust gas from beingspread over deck houses, a spark arrester can befitted as the last component in the exhaust gas sys-tem.

It should be noted that a spark arrester contributeswith a considerable pressure drop, which is often adisadvantage.

It is recommended that the combined pressure lossacross the silencer and/or spark arrester should notbe allowed to exceed 100 mm WC at specified MCR– depending, of course, on the pressure loss in theremaining part of the system, thus if no exhaust gasboiler is installed, 200mm WC could be possible.

Calculation of Exhaust GasBack-Pressure

The exhaust gas back pressure after the turbo-charger(s) depends on the total pressure drop in theexhaust gas piping system.

The components exhaust gas boiler, silencer, andspark arrester, if fitted, usually contribute with a ma-jor part of the dynamic pressure drop through theentire exhaust gas piping system.

The components mentioned are to be specified sothat the sum of the dynamic pressure drop throughthe different components should if possible ap-proach 200 mm WC at an exhaust gas flow volumecorresponding to the specified MCR at tropical am-bient conditions. Then there will be a pressure dropof 100 mm WC for distribution among the remainingpiping system.

Fig. 6.10.07 shows some guidelines regarding re-sistance coefficients and back-pressure loss calcu-lations which can be used, if the maker’s data forback-pressure is not available at the early projectstage.

The pressure loss calculations have to be based onthe actual exhaust gas amount and temperaturevalid for specified MCR. Some general formulas anddefinitions are given in the following.

Exhaust gas data

M exhaust gas amount at specified MCR in kg/sec.

T exhaust gas temperature at specified MCR in °C

Please note that the actual exhaust gas temperatureis different before and after the boiler. The exhaustgas data valid after the turbocharger may be foundin Section 6.01.


460 600 025 178 62 01

6.10.07

Mass density of exhaust gas ( )

ρ ≅ 1.293 x273

273 + Tx 1.015 in kg/m3

The factor 1.015 refers to the average back-pres-sure of 150 mm WC (0.015 bar) in the exhaust gassystem.

Exhaust gas velocity (v)

In a pipe with diameter D the exhaust gas velocity is:

v =Mr

x4

x D 2πin m/sec

Pressure losses in pipes ( p)

For a pipe element, like a bend etc., with the resis-tance coefficient ζ, the corresponding pressure lossis:

Λp x v x= ζ ρ½.

2 19 81

in mm WC

where the expression after ζ is the dynamic pres-sure of the flow in the pipe.

The friction losses in the straight pipes may, as aguidance, be estimated as :

1 mm WC 1 x diameter length

whereas the positive influence of the up-draught inthe vertical pipe is normally negligible.

Pressure losses across components ( p)

The pressure loss ∆p across silencer, exhaust gasboiler, spark arrester, rain water trap, etc., to bemeasured/ stated as shown in Fig. 6.11.07 (at speci-fied MCR) is normally given by the relevant manu-facturer.

Total back-pressure ( pm)

The total back-pressure, measured/stated as thestatic pressure in the pipe after the turbocharger, isthen:

∆pM = Σ ∆p

where ∆p incorporates all pipe elements and com-ponents etc. as described:

∆pM has to be lower than 350 mm WC.

(At design stage it is recommended to use max.300 mm WC in order to have some margin forfouling).

Measuring of Back Pressure

At any given position in the exhaust gas system, thetotal pressure of the flow can be divided into dy-namic pressure (referring to the gas velocity) andstatic pressure (referring to the wall pressure, wherethe gas velocity is zero).

At a given total pressure of the gas flow, the combi-nation of dynamic and static pressure may change,depending on the actual gas velocity. The measure-ments, in principle, give an indication of the wallpressure, i.e., the static pressure of the gas flow.

It is, therefore, very important that the back pressuremeasuring points are located on a straight part ofthe exhaust gas pipe, and at some distance from an“obstruction”, i.e. at a point where the gas flow, andthereby also the static pressure, is stable. The tak-ing of measurements, for example, in a transitionpiece, may lead to an unreliable measurement of thestatic pressure.

In consideration of the above, therefore, the totalback pressure of the system has to be measured af-ter the turbocharger in the circular pipe and not inthe transition piece. The same considerations applyto the measuring points before and after the exhaustgas boiler, etc.


460 600 025 178 62 01

6.10.08


460 600 025 178 62 01

Pipe bends etc.

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

R = DR = 1.5DR = 2D

Outlet fromtop of exhaustgas uptake

Inlet(fromturbocharger)

ζ = 0.28ζ = 0.20ζ = 0.17

ζ = 0.16ζ = 0.12ζ = 0.11

ζ = 0.05

ζ = 0.45ζ = 0.35ζ = 0.30

ζ = 0.14

ζ = 1.00

ζ = – 1.00

Change-over valves

Change-over valve oftype with constantcross section

ζa = 0.6 to 1.2ζb = 1.0 to 1.5ζc = 1.5 to 2.0

Change-over valve oftype with volume

ζa = ζb = about 2.0

6.10.09

178 06 85-3.0

Fig. 6.10.07: Pressure losses and coefficients of resistance in exhaust pipes

178 32 09-1.0

The minimum diameter of the exhaust pipe for astandard installation is based on an exhaust gas ve-locity of 50 m/s:

Enginespecified

MCR in kW

Exhaust pipe dia.D0 and H1 in mm

2000250030003500400045005000550060006500700075008000850090009500

100001100012000

450500550600650650700750750800850850900900950950

100010501100

Movement at expansion joint based on the thermalexpansion of the engine from ambient temperatureto service:

Cylinder No. 4 5 6 7 8 9 10 11 12DA∗ mm 5.7 6.2 6.4 7.0 7.1 7.2 6.2 6.3 6.4DR∗∗ mm 2.0 2.3 2.5 2.9 3.1 3.3 2.3 2.4 2.5∗ DA

∗∗ DR= axial movement at compensator= lateral movement at compensator

The crane beams shall be long enough for the crane tobe able to lift at both sides of the turbocharger. The lift-ing capacity of the crane is “W” stated in the table.

Maximum forces and moments permissible at theturbocharger’s gas outlet flange are as follows:

MAN B&W turbocharger related figures:

Type NA34 NA40 NA48 NA57

M1 Nm 2600 3000 3600 4300

M3 Nm 1700 2000 2400 3000

F1 N 4300 5000 6000 7000

F2 N 4300 5000 6000 7000

F3 N 1700 2000 2400 3000

W kg 1000 1000 100 2000

ABB turbocharger related figures:

Type VTR304 VTR354 VTR454 VTR564 TPL73

M1 Nm 2400 2600 3500 5000 2200

M3 Nm 1600 1700 2300 3300 1100

F1 N 3600 4000 5500 6700 1000

F2 N 1800 2000 2700 3800 2200

F3 N 1400 1500 1900 2800 1500

W kg 1000 1000 1000 2000 -

MHI turbocharger related figures:

Type MET33SD MET42SD MET53SD MET66SDM1 Nm 2700 3400 4900 6800M3 Nm 1400 1700 2500 3400F1 N 4900 5800 7300 9300F2 N 1700 2000 2600 3200F3 N 1600 1800 2300 3000W kg 850 1400 2600 4700


460 600 025 178 62 01

6.10.10

H1

F1

M1

M3

F3F2

Expansion jointoption: 4 60 610

Centre line turbocharger

Transition pieceoption: 4 60 601

D0

Fig 6.10.08b: Exhaust pipe system

DA

DR

178 34 24-6.0 178 31 59-6.0

D0

Fixed point

6.11 Manoeuvring System

The basic design of the engine is provided with apneumatic/electronic manoeuvring system for trans-mitting the orders from the Engine Control Room(ECR) or the Bridge Control (BC) console to the me-chanical-hydraulic Woodward governor on the en-gine.

Fixed Pitch Propeller (FPP)

See the manoeuvring diagram in Fig. 6.11.01 for areversible engine with fixed pitch propeller (FPP),prepared for remote control.

From the manoeuvring consoles it is possible tostart and stop the engine by activating the solenoidvalves EV684, EV682, and to control the enginespeed.

Reversing of the engine from the ECR console is ini-tiated by setting the manoeuvring handle (optional)to the appropriate position (Ahead or Astern),whereby EV683 or EV685 is activated. Control airthen reverses the starting air distributor and, via aircylinders, the angular displaceable rollers of the fuelpump roller guides.

The engine is provided with an engine side controlconsole for local manual control and an instrumentpanel.

Controllable Pitch Propeller (CPP)

For plants with CPP, two alternatives are available:

• Non-reversible engineOption: 4 30 104If a controllable pitch propeller is coupled to theengine, a manoeuvring system according to Fig.6.11.02 is to be used. The solenoid valve EV662shown in the centre permits the engine to startonly when the propeller pitch is zero. The fuelpump roller guides are provided with non-displaceable rollers.

• Engine with local manual reversingOption 4 30 109:In this case the fuel pump roller guides are ofthe reversible type and are supplied with per-manent air pressure for Ahead position, duringthe start procedure.

Manual reversing from the engine side controlconsole is effected with a separate handle, asthe manoeuvring handle has no reversing sole-noid valves.

Control System for Plants with CPP

Where a controllable pitch propeller is installed thecontrol system is to be designed in such a way thatthe operational requirements for the whole plant arefulfilled.

Special attention should be paid to the actual op-eration mode, e.g. combinator curve with/withoutconstant frequency shaft generator or constant en-gine speed with a power take off.

The following requirements have to be fulfilled:

• The control system is to be equipped with a loadcontrol function limiting the maximum torque (fuelpump index) in relation to the engine speed, in or-der to prevent the engine from being loaded be-yond the limits of the load diagram

• The control system must ensure that the engineload does not increase at a quicker rate than per-mitted by the scavenge air pressure

• Load changes have to take place in such a waythat the governor can keep the engine speedwithin the required range.

Please contact the engine builder for specific data.


465 100 010 178 62 02

6.11.01

Governors

When selecting the governor, the complexity of theinstallation has to be considered. We normally dis-tinguish between “conventional” and “advanced”marine installations.

“Conventional” plants

As standard, the engine is equipped with a conven-tional mechanical-hydraulic Woodward governoritem 4 65 170.

Examples of “conventional” marine installations are:

• An engine directly coupled to a fixed pitch propeller

• An engine directly coupled to a controllable pitchpropeller, without clutch and without extreme de-mands on the propeller pitch change

• Plants with controllable pitch propeller with ashaft generator of less than 15% of the engine’sMCR output.

“Advanced” plants

For more “advanced” plants, an electronic governorhas to be applied, and the specific layout of the sys-tem has to be agreed upon in co-operation with thecustomer, the governor supplier and the enginebuilder.

The “advanced” marine installation viz:

• Plants with flexible coupling in the shafting system

• Geared installations

• Plants with disengageable clutch for disconnect-ing the propeller

• Engine directly coupled to a controllable pitchpropeller with a demand for fast pitch change

• Plants with shaft generator with high demands onfrequency accuracy.

The electronic governor consists of the following el-ements:

• Actuator

• Revolution transmitter (pick-ups)

• Electronic governor panel

• Power supply unit.

• Pressure transmitter for scavenge air.

The actuator, revolution transmitter and the pres-sure transmitter are mounted on the engine.

With a view to such installations, the engine can beequipped with an electronic governor approved byMAN B&W, e.g.:

4 65 172 Lyngsø Marine electronic governor sys-tem, type EGS 2000

4 65 174 Kongsberg Norcontrol Automation digi-tal governor system, type DGS 8800e

4 65 175 NABCO Ltd. electronic governor, typeMG-800

4 65 177 Siemens digital governor system, typeSIMOS SPC 55

The electronic governors have to be tailor-made,and the specific layout of the system has to be mu-tually agreed upon by the customer, the governorsupplier and the engine builder.

It should be noted that the shut down system, thegovernor and the remote control system must becompatible if an integrated solution is to be ob-tained.


465 100 010 178 62 02

6.11.02

Slow Turning

The standard manoeuvring system does not featureslow turning before starting, but for unattended ma-chinery spaces (UMS) we strongly recommend theslow turning device, option 4 50 140 in Fig. 6.11.03.

The slow turning valve allows the starting air to par-tially by-pass the main starting valve. During slowturning the engine will rotate so slowly that, in theevent that liquids have accumulated on the pistontop, the engine will stop before any harm occurs.

Shut Down System

The engine is stopped by activating the puncturevalve located in the fuel pump. For normal stoppingor shut-down, this system will relieve the high pres-sure by activating solenoid valve EV658.

Engine Side Control Console

The layout of the engine side control console in-cludes the components indicated in the manoeuv-ring diagram, shown in Fig. 6.11.04.

The console is located on the camshaft side of theengine.

Components for Engine Control RoomConsole

The basic scope of supply includes the manoeuv-ring handle, see Fig. 6.11.05, (4 65 625) for start,stop, reversing and speed setting.

The engine control room console supplied by theyard normally includes, as a minimum, the instru-mentation shown in Fig. 6.11.06.

Components for Bridge Control

If a remote control system is to be applied, the ma-noeuvring system is prepared for it by the solenoidvalves in Figs. 6.11.01 and 6.11.02.

Sequence Diagram for Plants withBridge Control

MAN B&W Diesel’s requirements to the remote con-trol system makers are indicated graphically in Fig.6.11.07 “Sequence diagram” for fixed pitch propel-ler.

The diagram shows the functions as well as the de-lays which must be considered in respect to startingAhead and starting Astern, as well as for the activa-tion of the slow down and shut down functions.

Please note that we specify a load control programwith an approximate delay of 30 minutes whenpassing from 90% to 100% r/min (70% to 100%power).

On the right of the diagram, a situation is shownwhere the order Astern is over-ridden by an Aheadorder – the engine immediately starts Ahead if theengine speed is above the specified starting level.

The corresponding sequence diagram for a non-reversible plant with power take-off (Gear ConstantRatio) is shown in Fig. 6.11.08 where no load controlprogram is specified.


465 100 010 178 62 02

6.11.03


465 100 010 178 62 02

6.11.04

Fig. 6.11.01: Diagram of manoeuvring system, reversible engine with FPP and mechanical-hydraulic governorprepared for remote control

178 39 97-3.0

The

dra

win

gsh

ows

the

syst

emin

the

follo

win

gco

nditi

ons:

Sto

pan

dah

ead

pos

ition

Pne

umat

icp

ress

ure

on

Ele

ctric

pow

eron

Mai

nst

artin

gva

lve

lock

ing

dev

ice

inse

rvic

ep

ositi

on.

A, B, C refer to ‘List of flanges’.


465 100 010 178 62 02

6.11.05

Fig. 6.11.02: Manoeuvring system, non-reversible engine, with mechanical-hydraulic governor prepared forremote start and stop

178 39 99-7.0

The

dra

win

gsh

ows

the

syst

emin

the

follo

win

gco

nditi

ons:

Sto

pp

ositi

on

Pne

umat

icp

ress

ure

on

Ele

ctric

pow

eron

Mai

nst

artin

gva

lve

lock

ing

dev

ice

inse

rvic

ep

ositi

on.

A, B, C refer to ‘List of flanges’.


465 100 010 178 62 02

6.11.06

Fig. 6.11.03: Starting air system, with slow turning, option: 4 50 140

Pos. Qty. Description

28 1 3/4-way solenoid valve

78 1 Switch, yard’s supply

178 39 49-5.1


465 100 010 178 62 02

6.11.07

Fig. 6.11.04: Engine side control console and instrumentpanel: 4 65 120

178 40 00-9.0


465 100 010 178 62 02

Fig. 6.11.05b: Manoeuvring handle for Engine Control Room console for non-reversible engine (CPP)

6.11.08

Fig. 6.11.05a: Manoeuvring handle for Engine Control Room console for reversible engine (FPP)

178 40 01-0.0

178 40 02-2.0


465 100 010 178 62 02

6.11.09

1 Free space for mounting of safety panelEngine builder’s supply

8 Switch and lamp for cancelling of limiters for governor

2 Tachometer(s) for turbocharger(s) 9 Engine control handle: 4 65 625 from engine maker

3 Indication lamps for: ∗10 Pressure gauges for:

Ahead Scavenge air

Astern Lubricating oil main engine

Manual control Cooling oil main engine

Control room control Jacket cooling water

Wrong way alarm Sea cooling water

Turning gear engaged Lubricating oil camshaft

Main starting valve in service Fuel oil before filter

Main starting valve in blocked Fuel oil after filter

Remote control Starting air

Shut down Control air supply

Lamp test

4 Tachometer for main engine ∗10 Thermometer:

5 Revolution counter Jacket cooling water

6 Switch and lamps for auxiliary blowers Lubricating oil water

Note: If an axial vibration monitor is ordered (option4 31 116 ) the manoeuvring console has to be extended by aremote alarm/slow down indication lamp.

These instruments have to be ordered as option:4 75 645 and the corresponding analogue sensors on the engineas option: 4 75 128,see Figs. 8.02a and 8.02b.

Fig. 6.11.06: Instruments and pneumatic components for engine control room console, yard’s supply 178 30 45-9.0


465 100 010 178 62 02

Fig. 6.11.07: Sequence diagram for fixed pitch propeller

Max

.Ast

ern

spee

d:9

0%sp

ecifi

edM

CR

r/m

in(t

ob

eev

alua

ted

inca

seof

ice

clas

s)

Whe

nth

esh

aft

gene

rato

ris

dis

conn

ecte

d,t

hesl

owd

own

will

be

effe

ctua

ted

afte

ra

pre

war

ning

of6-

8se

c.

Dem

and

for

qui

ckp

assa

geof

bar

red

spee

dra

nge

will

have

anin

fluen

ceon

the

slow

dow

np

roce

dur

e

6.11.10

178 13 34-8.0


465 100 010 178 62 02

Fig. 6.11.08: Sequence diagram for controllable pitch propeller, with shaft generator type GCR

Whe

nth

esh

aftg

ener

ator

isdi

scon

nect

ed,t

hesl

owdo

wn

will

beef

fect

uate

daf

ter

apr

ewar

ning

of6-

8se

c.

Dem

and

for

quic

kpa

ssag

eof

barr

edsp

eed

rang

ew

illha

vean

influ

ence

onth

esl

owdo

wn

proc

edur

e

Rev

ised

diag

ram

incl

udin

gre

star

tfro

mbr

idge

isav

aila

ble

onre

ques

t.

6.11.11

178 13 36-1.0

Vibration Aspects 7

7 Vibration Aspects

The vibration characteristics of the two-stroke lowspeed diesel engines can for practical purposes be,split up into four categories, and if the adequatecountermeasures are considered from the earlyproject stage, the influence of the excitationsources can be minimised or fully compensated.

In general, the marine diesel engine may influencethe hull with the following:

• External unbalanced momentsThese can be classified as unbalanced 1st and2nd order external moments, which need to beconsidered only for certain cylinder numbers

• Guide force moments

• Axial vibrations in the shaft system

• Torsional vibrations in the shaft system.

The external unbalanced moments and guide forcemoments are illustrated in Fig. 7.01.

In the following, a brief description is given of theirorigin and of the proper countermeasures needed torender them harmless.

External unbalanced moments

The inertia forces originating from the unbalancedrotating and reciprocating masses of the enginecreate unbalanced external moments although theexternal forces are zero.

Of these moments, only the 1st order (one cycle perrevolution) and the 2nd order (two cycles per revolu-tion) need to be considered, and then only for en-gines with a low number of cylinders. The inertiaforces on engines with more than 6 cylinders tend,more or less, to neutralise themselves.

Countermeasures have to be taken if hull resonanceoccurs in the operating speed range, and if the vi-bration level leads to higher accelerations and/orvelocities than the guidance values given by inter-national standards or recommendations (for in-stance related to special agreement between ship-owner and shipyard).

The natural frequency of the hull depends on thehull’s rigidity and distribution of masses, whereasthe vibration level at resonance depends mainlyon the magnitude of the external moment and theengine’s position in relation to the vibration nodesof the ship.


407 000 100 178 62 03

7.01

D

B

A

C C

Fig. 7.01: External unbalanced moments and guide forcemoments

178 06 82-8.0

A –B –C –D –

Combustion pressureGuide forceStaybolt forceMain bearing force

1st

2nd

1st

order momentvertical 1 cycle/revorder momentVertical 2 cycle/rev

order moment,horizontal 1 cy-cle/rev.

Guide force moment,H transverse Z cycles/rev.Z is 1 or 2 times number ofcylinder

Guide force moment,X transverse Z cycles/rev.Z = 1,2 ...12

1st order moments on 4-cylinder engines

1st order moments act in both vertical and horizon-tal direction. For our two-stroke engines with stan-dard balancing these are of the same magnitudes.

For engines with five cylinders or more, the 1st ordermoment is rarely of any significance to the ship. Itcan, however, be of a disturbing magnitude infour-cylinder engines.

Resonance with a 1st order moment may occur forhull vibrations with 2 and/or 3 nodes, see Fig. 7.02.This resonance can be calculated with reasonableaccuracy, and the calculation will show whether acompensator is necessary or not on four-cylinderengines.

A resonance with the vertical moment for the 2 nodehull vibration can often be critical, whereas the reso-nance with the horizontal moment occurs at a higherspeed than the nominal because of the higher natu-ral frequency of horizontal hull vibrations.

As standard, four-cylinder engines are fitted withadjustable counterweights, as illustrated in Fig.7.03. These can reduce the vertical moment to an in-significant value (although, increasing correspond-ingly the horizontal moment), so this resonance iseasily dealt with. A solution with zero horizontal mo-ment is also available.


407 000 100 178 62 03

7.02

Fig. 7.03: Adjustable counterweights: 4 31 151

Adjustablecounterweights

178 16 78-7.0

Fig. 7.02: Statistics of tankers and bulk carriers with 4 cylinder MC engines

178 06 84-1.0

Fixedcounterweights

Fore

Adjustablecounterweights

Fixedcounterweights

Aft

In rare cases, where the 1st order moment will causeresonance with both the vertical and the horizontalhull vibration mode in the normal speed range ofthe engine, a 1st order compensator, as shown inFig. 7.04, can be introduced (as an option: 4 31 156),in the chain tightener wheel, reducing the 1st ordermoment to a harmless value. The compensatorcomprises two counter-rotating masses running atthe same speed as the crankshaft.

With a 1st order moment compensator fitted aft, thehorizontal moment will decrease to between 0 and30% of the value stated in the last table of this chap-ter, depending on the position of the node. The 1storder vertical moment will decrease to about 30% ofthe value stated in the table.

Since resonance with both the vertical and the hori-zontal hull vibration mode is rare, the standard en-gine is not prepared for the fitting of such compen-sators.


407 000 100 178 62 03

Fig. 7.04: 1st order moment compensator

178 06 76-9.0

Fig. 7.05: Statistics of vertical hull vibrations in tankersand bulk carriers

178 06 92-4.0

7.03

2nd order moments

The 2nd order moment acts only in the vertical di-rection. Precautions need only to be considered forfour, five and six cylinder engines.

Resonance with the 2nd order moment may occurat hull vibrations with more than three nodes. Con-trary to the calculation of natural frequency with 2and 3 nodes, the calculation of the 4 and 5 node nat-ural frequencies for the hull is a rather comprehen-sive procedure and, despite advanced calculationmethods, is often not very accurate.

Experience with our 2-stroke slow speed engineshas shown that propulsion plants with the smallbore engines (S/L42MC, S/L35MC and S26MC) areless sensitive regarding hull vibration excited by 2ndorder moments than the larger bore engines. There-fore, this engine does not have engine driven 2nd or-der moment compensators.

For those very few plants where a 2nd order mo-ment compensator is requested, either because hullvibration calculations indicate the necessity or be-cause it is wanted as a precautionary measure, anelectrically driven compensator option: 4 31 601,synchronised to the correct phase relative to the ex-ternal force or moment can neutralise the excitation.This type of compensator needs an extra seating fit-ted, preferably, in the steering gear room where de-flections are largest and the effect of the compensa-tor will therefore be greatest.

The electrically driven compensator will not give riseto distorting stresses in the hull. More than 70 elec-trically driven compensators are in service and havegiven good results.

In the table, Fig. 7.07 the external moments (M1) arestated at the speed (n1) and MCR rating in point L1 ofthe layout diagram. For other speeds (nA), the corre-sponding external moments (MA) are calculated bymeans of the formula:

M M xn

nkNmA 1

A

1

2

=⎧⎨⎩

⎫⎬⎭

(The tolerance on the calculated values is 2.5%).


407 000 100 178 62 03

Fig. 7.06: H-type and X-type guide force moments

178 06 81-6.0

7.04

Guide Force Moments

The so-called guide force moments are caused bythe transverse reaction forces acting on thecrossheads due to the connecting rod/crankshaftmechanism. These moments may excite engine vi-brations, moving the engine top athwartships andcausing a rocking (excited by H-moment) or twisting(excited by X-moment) movement of the engine asillustrated in Fig. 7.06.

The guide force moments corresponding to theMCR rating (L1) are stated in the last table.

Top bracing

The guide force moments are harmless exceptwhen resonance vibrations occur in the engine/dou-ble bottom system.

As this system is very difficult to calculate with thenecessary accuracy MAN B&W Diesel strongly rec-ommend, as standard, that top bracing is installedbetween the engine`s upper platform brackets andthe casing side.

The mechanical top bracing, option: 4 83 112 com-prises stiff connections (links) with friction platesand alternatively a hydraulic top bracing, option: 483 122 which allow adjustment to the loading con-ditions of the ship. With both types of top bracingabove-mentioned natural frequency will increaseto a level where resonance will occur above the nor-mal engine speed. Details of the top bracings areshown in chapter 5.


4xx xxx xxx 178 xx xx

7.05

Torsional Vibrations

The reciprocating and rotating masses of the engineincluding the crankshaft, the thrust shaft, the inter-mediate shaft(s), the propeller shaft and the propel-ler are for calculation purposes considered as a sys-tem of rotating masses (inertias) interconnected bytorsional springs. The gas pressure of the engineacts through the connecting rod mechanism with avarying torque on each crank throw, exciting tor-sional vibration in the system with different frequen-cies.

In general, only torsional vibrations with one andtwo nodes need to be considered. The main criticalorder, causing the largest extra stresses in the shaftline, is normally the vibration with order equal to thenumber of cylinders, i.e., five cycles per revolutionon a five cylinder engine. This resonance is posi-tioned at the engine speed corresponding to thenatural torsional frequency divided by the number ofcylinders.

The torsional vibration conditions may, for certaininstallations require a torsional vibration damper,option: 4 31 105.

Based on our statistics, this need may arise for thefollowing types of installation:

• Plants with controllable pitch propeller

• Plants with unusual shafting layout and for specialowner/yard requirements

• Plants with 8, 11 or 12-cylinder engines.

The so-called QPT (Quick Passage of a barredspeed range Technique), option: 4 65 189, is an al-ternative to a torsional vibration damper, on a plantequipped with a controllable pitch propeller. TheQPT could be implemented in the governor in orderto limit the vibratory stresses during the passage ofthe barred speed range.

The application of the QPT has to be decided by theengine maker and MAN B&W Diesel A/S based on fi-nal torsional vibration calculations.

Four, five and six-cylinder engines, require specialattention. On account of the heavy excitation, thenatural frequency of the system with one-node vi-bration should be situated away from the normal op-erating speed range, to avoid its effect. This can beachieved by changing the masses and/or the stiff-ness of the system so as to give a much higher, ormuch lower, natural frequency, called undercriticalor overcritical running, respectively.

Owing to the very large variety of possible shaftingarrangements that may be used in combination witha specific engine, only detailed torsional vibrationcalculations of the specific plant can determinewhether or not a torsional vibration damper is nec-essary.


407 000 100 178 62 03

7.06

Axial Vibrations

When the crank throw is loaded by the gas pressurethrough the connecting rod mechanism, the arms ofthe crank throw deflect in the axial direction of thecrankshaft, exciting axial vibrations. Through thethrust bearing, the system is connected to the ship`shull.

Generally, only zero-node axial vibrations are of in-terest. Thus the effect of the additional bendingstresses in the crankshaft and possible vibrations ofthe ship`s structure due to the reaction force in thethrust bearing are to be considered.

An axial damper is fitted as standard: 4 31 111 to allMC engines minimising the effects of the axial vibra-tions.

Undercritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 35-45% above the engine speedat specified MCR.

Such undercritical conditions can be realised bychoosing a rigid shaft system, leading to a relativelyhigh natural frequency.

The characteristics of an undercritical system arenormally:

• Relatively short shafting system

• Probably no tuning wheel

• Turning wheel with relatively low inertia

• Large diameters of shafting, enabling the use ofshafting material with a moderate ultimate tensilestrength, but requiring careful shaft alignment,(due to relatively high bending stiffness)

• Without barred speed range, option: 4 07 016.

When running undercritical, significant varyingtorque at MCR conditions of about 100-150% of themean torque is to be expected.

This torque (propeller torsional amplitude) induces asignificant varying propeller thrust which, under ad-verse conditions, might excite annoying longitudinalvibrations on engine/double bottom and/or deckhouse.

The yard should be aware of this and ensure that thecomplete aft body structure of the ship, includingthe double bottom in the engine room, is designedto be able to cope with the described phenomena.

Overcritical running

The natural frequency of the one-node vibration isso adjusted that resonance with the main critical or-der occurs about 30-70% below the engine speedat specified MCR. Such overcritical conditions canbe realised by choosing an elastic shaft system,leading to a relatively low natural frequency.

The characteristics of overcritical conditions are:

• Tuning wheel may be necessary on crankshaftfore end

• Turning wheel with relatively high inertia

• Shafts with relatively small diameters, requiringshafting material with a relatively high ultimatetensile strength

• With barred speed range (4 07 015) of about ⎛10%with respect to the critical engine speed.

Torsional vibrations in overcritical conditions may,in special cases, have to be eliminated by the use ofa torsional vibration damper, option: 4 31 105.

Overcritical layout is normally applied for engineswith more than four cylinders.

Please note:We do not include any tuning wheel, option: 4 31101 or torsional vibration damper, option: 4 31105 in the standard scope of supply, as theproper countermeasure has to be found after tor-sional vibration calculations for the specific plant,and after the decision has been taken if and wherea barred speed range might be acceptable.

For further information about vibration aspectsplease refer to our publications:

P.222 “An introduction to Vibration Aspects ofTwo-stroke Diesel Engines in Ships”

P.268 “Vibration Characteristics of Two-strokeLow Speed Diesel Engines”


407 000 100 178 62 03

7.07

407 000 100 198 51 14-8.0


7.08

Fig. : 7.07: External forces and moments in layout point L1

External Forces and Moments, L42MC, Layout point L1

a) 1st order moments are as standard, balanced so as to obtain equal values for horizontal and vertical moments for allcylinder numbers.

b) By means of the adjustable counterweights on 4 cylinder engines, 70 % of the 1st order moment can be moved fromhorizontal to vertical direction or vice versa, if required.

c) 4, 5 and 6 cylinder engines can be fitted with 2nd order moment compensators on the aft and fore end, reducing the2nd order external moment.

No of cylinder : 4 5 6 7 8 9 10 11 12

Firing order1 3 2 4 1 4 3 2 5 1 5 3 4

2 61 7 2 54 3 6

1 8 2 6 45 3 7

1 6 7 3 58 2 4 9

Uneven Uneven 1 8 12 42 9 10 53 7 11 6

External forces [kN] :

1. Order : Horizontal. 0 0 0 0 0 0 0 0 0

1. Order : Vertical. 0 0 0 0 0 0 0 0 0

2. Order : Vertical 0 0 0 0 0 0 0 1 0

4. Order : Vertical 35 0 0 0 0 0 15 12 0

6. Order : Vertical 0 0 3 0 0 0 0 1 0

External moments [kNm] :

1. Order : Horizontal. a) 229 b) 73 0 43 72 136 149 92 0

1. Order : Vertical. a) 229 b) 73 0 43 72 136 149 92 0

2. Order : Vertical 562 c) 700 c) 487 c) 141 0 208 56 119 0

4. Order : Vertical 0 3 23 65 106 96 40 53 46

6. Order : Vertical 1 0 0 0 0 3 3 0 0

Guide force H-moments in [kNm] :

1 x No. of cyl. 283 303 218 163 114 68 17 21 24

2 x No. of cyl. 57 24 12 - - - - - -

3 x No. of c l. 8 - - - - - - - -

Guide force X-moments in [kNm] :

1. Order : 124 39 0 23 39 74 80 50 0

2. Order : 20 25 18 5 0 8 2 4 0

3. Order : 17 61 110 121 77 93 212 277 349

4. Order : 0 15 112 318 517 468 197 258 224

5. Order : 39 0 0 28 174 401 41 243 0

6. Order : 66 7 0 4 0 125 168 18 0

7. Order : 15 53 0 0 5 16 198 17 0

8. Order : 0 32 23 2 0 5 27 121 45

9. Order : 5 2 31 3 2 0 10 19 99

10. Order : 9 0 7 21 0 2 22 14 0

11. Order : 2 1 0 14 9 2 15 20 0

12. Order : 0 5 0 1 15 7 5 6 0

Instrumentation 8

8 Instrumentation

The instrumentation on the diesel engine can beroughly divided into:

• Local instruments, i.e. thermometers, pressuregauges and tachometers

• Control devices, i.e. position switches and sole-noid valves

• Analog sensors for Alarm, Slow Down and remoteindication of temperatures and pressures

• Binary sensors, i.e. thermo switches and pressureswitches for Shut Down etc.

All instruments are identified by a combination ofsymbols as shown in Fig. 8.01 and a position num-ber which appears from the instrumentation lists inthis chapter.

Local Instruments

The basic local instrumentation on the engine com-prises thermometers and pressure gauges locatedon the piping or mounted on panels on the engine,and an engine tachometer located at the engine sidecontrol panel.

These are listed in Fig. 8.02 and their location on theengine is shown in Fig. 8.04.

Additional local instruments, if required, can be or-dered as option: 4 70 129.

Control Devices

The control devices mainly include the positionswitches, called ZS, incorporated in the manoeuv-ring system, and the solenoid valves (EV), which arelisted in Fig. 8.05 and positioned as shown in Fig.8.04.

Sensors forRemote Indication Instruments

Analog sensors for remote indication can be or-dered as options 4 75 127, 4 75 128 or for CoCoS as4 75 129, see Fig. 8.03. These sensors can also beused for Alarm or Slow Down <%-3>simulta-neously.

Alarm, Slow Down andShut Down Sensors

It is required that the system for shut down is electri-cally separated from the other systems.

This can be accomplished by using independentsensors, or sensors with galvanically separatedelectrical circuits, i.e. one sensor with two sets ofelectrically independent terminals.

The International Association of Classification Soci-eties (IACS) have agreed that a common sensor canbe used for Alarm, Slow Down and remote indica-tion. References are stated in the lists if a commonsensor can be used.

A general outline of the electrical system is shown inFig. 8.07.

The extent of sensors for a specific plant is the sumof requirements of the classification society, theyard, the owner and MAN B&W’s minimum require-ments.

Figs. 8.08, 8.09 and 8.10 show the classification so-cieties’ requirements for UMS and MAN B&W’s min-imum requirements for Alarm, Slow Down and ShutDown as well as IACS`s reccomendations,respectively. Only MAN B&W’s minimum require-ments for Alarm and Shut Down are included in thebasic scope of supply (4 75 124).

For the event that further signal equipment is re-quired, the piping on the engine has additionalsockets.


470 100 025 178 62 04

8.01

Fuel oil leakage detection

Oil leaking oil from the high pressure fuel oil pipes iscollected in a drain box (Fig. 8.11a), which is equippedwith a level alarm, LSA 301, option 4 35 105.

Slow down system

The slow down functions are designed to safeguardthe engine components against overloading duringnormal service conditions and, at the same time, tokeep the ship manoeuvrable, in the event that faultconditions occur.

The slow down sequence has to be adapted to theplant (FPP/CPP, with/without shaft generator, etc.)and the required operating mode.

For further information please contact the enginesupplier.

Attended Machinery Spaces (AMS)

The basic alarm and safety system for an MAN B&Wengine is designed for Attended Machinery Spacesand comprises the temperature switches (thermo-stats) and pressure switches (pressurestats) thatare specified in the “MAN B&W” column for alarmand for shut down in Figs. 8.08 and 8.10, respec-tively. The sensors for shut down are included in thebasic scope of supply (4 75 124), see Fig. 8.10.

Additional digital sensors can be ordered as option:4 75 128.

Unattended Machinery Spaces (UMS)

The “Standard Extent of Delivery for MAN B&W Die-sel A/S” engines includes the temperature switches,pressure switches and analog sensors stated in the“MAN B&W” column for alarm, slow down and shutdown in Figs. 8.08, 8.09 and 8.10.

The shut down and slow down panel can be or-dered as option: 4 75 610, 4 75 611 or 4 75 613,whereas the alarm panel is a yard’s supply, as it hasto include several other alarms than those of themain engine.

The location of the pressure gauges and pressureswitches in the piping system on the engine isshown schematically in Fig. 8.06.

For practical reasons, the sensors to be applied arenormally delivered from the engine supplier, so thatthey can be wired to terminal boxes on the engine.The number and position of the terminal boxes de-pends on the degree of dismantling specified for theforwarding of the engine, see “Dispatch Pattern” inChapter 9.

Oil Mist Detector and BearingMonitoring Systems

Based on our experience, the basic scope of sup-ply for all plants for attended as well as for unat-tended machinery spaces (AMS and UMS) in-cludes an oil mist detector, Fig. 8.12.

Make: Kidde Fire Protection, GravinerType: MK 5. . . . . . . . . . . . . . . . . . . . . . . . 4 75 161orMake: SchallerType: Visatron VN 215 . . . . . . . . . . . . . . 4 75 163

The combination of an oil mist detector and a bear-ing temperature monitoring system with deviationfrom average alarm (option 4 75 133, 4 75 134 or4 75 135) will in any case provide the optimumsafety.

Electrical Wiring on Engine to TerminalBoxes, option: 4 78 115

If the electrical wiring is ordered, the engine will befitted with terminal boxes whose location will de-pend on the dismantling to be done for the dispatchpattern in question.

Fig. 8.13 shows an example of the positioning of theterminal box No. 2 with its corresopnding wiring dia-gram indicating the reference symbols of the sen-sors. Similar wiring diagrams will be forwarded forthe other electrical equipment mounted on the en-gine such as the auxiliary blower, part of the wiringdiagram is shown on Fig. 8.14.


470 100 025 178 62 04

8.02

PMI Calculating Systems

The PMI systems permit the measuring and moni-toring of the engine’s main parameters, such as cyl-inder pressure, fuel oil injection pressure, scavengeair pressure, engine speed, etc., which enable theen-gineer to run the diesel engine at its optimumperformance.

The designation of the different types are:

Main engine:

PT: Portable transducer for cylinderpressure

S: Stationary junction and converterboxes on engine

P: Portable optical pick-up to detectthe crankshaft position at a zebraband on the intermadiate shaft

PT/S

The following alternative types can be applied:

• MAN B&W Diesel, PMI system type PT/Soption:4 75 208

The cylinder pressure monitoring system is basedon a Portable Transducer, Stationary junction andconverter boxes.Power supply: 24 V DC

• MAN B&W Diesel, PMI system, type PT/Poption:4 75 207

The cylinder pressure monitoring system is basedon a Portable Transducer, and Portable pick-up.

Power supply: 24 V DC

CoCoS

The Computer Controlled Surveillance system is thefamily name of the software application productsfrom the MAN B&W Diesel group.

CoCoS comprises four individual software applica-tion products:

CoCoS-EDS:Engine Diagnostics System, option: 4 09 660.CoCoS-EDS assists in the engine performenceevalu- ation through diagnostics.Key features are: on-line data logging, monitoring,diagnostics and trends.

CoCoS-MPS:Maintenance Planning System, option: 4 09 661.CoCoS-MPS assists in the planning and initiating ofpreventive maintenance.Key features are: scheduling of inspections andoverhaul, forecasting and budgeting of spare partrequirements, estimating of the amount of workhours needed, work procedures, and logging ofmaintenance history.

CoCoS-SPC:Spare Part Catalogue, option: 4 09 662.CoCoS-SPC assists in the identification of sparepart.Key features are: multilevel part lists, spare part in-formation, and graphics.

CoCoS-SPO:Stock Handling and Spare Part Ordering,option: 4 09 663.CoCoS-SPO assists in managing the procurementand control of the spare part stock.Key features are: available stock, store location,planned receipts and issues, minimum stock, safetystock, suppliers, prices and statistics.

CoCoS Suite:Is the package including the four above-mentionedsytems: 4 09 660+661+662+663.

CoCoS MPS, SPC, and SPO can communicate withone another, or they can be used as separatestand-alone system. These three applications canalso handle non-MAN B&W Diesel technical equip-ment; for instance pumps and separators.

Fig. 8.03 shows the maximum extent of additionalsensors recommended to enable on-line diagnos-tics if CoCoS-EDS is ordered.


470 100 025 178 62 04

8.03

Identification of instruments

The measuring instruments are identified by a com-bination of letters and a position number:

LSA 372 highLevel: high/lowWhere: in which medium

(lub. oil, cooling water...)location (inlet/outlet engine)

Output signal:A:I :

SHD:SLD:

alarmindicator (thermometer,manometer...)shut down (stop)slow down

How: by means ofE:S:

analog sensor (element)switch

(pressurestat, thermostat)What is measured:

D:F:L:P:

PD:S:T:V:

W:Z:

densityflowlevelpressurepressure differencespeedtemperatureviscosityvibrationposition

FunctionsDSA Density switch for alarm (oil mist)DS - SLD Density switch for slow downE Electric devicesEV Solenoid valveESA Electrical switch for alarmFSA Flow switch for alarmFS - SLD Flow switch for slow downLSA Level switch for alarmPDEI Pressure difference sensor for remote

indication (analog)PDI Pressure difference indicatorPDSA Pressure difference switch for alarmPDE Pressure difference sensor (analog)PI Pressure indicatorPS Pressure switchPS - SHD Pressure switch for shut down

PS - SLD Pressure switch for slow downPSA Pressure switch for alarmPSC Pressure switch for controlPE Pressure sensor (analog)PEA Pressure sensor for alarm (analog)PEI Pressure sensor for remote

indication (analog)PE - SLD Pressure sensor for

slow down (analog)SE Speed sensor (analog)SEA Speed sensor for alarm (analog)SSA Speed switch for alarmSS - SHD Speed switch for shut downTITSA Temperature indicator

Temperature switch for alarm

TSC Temperature switch for controlTS - SHD Temperature switch for shut downTS - SLD Temperature switch for slow downTE Temperature sensor (analog)TEA Temperature sensor for

alarm (analog)TEI Temperature sensor for

remote indication (analog)TE - SLD Temperature sensor for

slow down (analog)VE Viscosity sensor (analog)VEI Viscosity sensor for remote

indication (analog)VI Viscosity indicatorZE Position sensorZS Position switchWEA Vibration signal for alarm (analog)WI Vibration indicatorWS - SLD Vibration switch for slow down

The symbols are shown in a circle indicating


470 100 025 178 62 04

8.04

Fig. 8.01: Identification of instruments

Instrument locally mounted

Instrument mounted in panel on engine

Control panel mounted instrument

178 30 04-4.1


470 100 025 178 62 04

8.05

Description

Ther

mom

eter

stem

typ

e

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of location

TI 302 TE 302Fuel oilFuel oil, inlet engine

TI 311 TE 311Lubricating oilLubricating oil inlet to main bearings, thrust bearing, axial vibration damper,piston cooling oil, camshaft lub. oil, exhaust valve actuators and turbochargers

TI 317 TE 317 Piston cooling oil outlet/cylinderTI 349 TE 349 Thrust bearing segmentTI 369 TE 369 Lubricating oil outlet from turbocharger/turbocharger

(depends on turbocharger design)

Low temperature cooling water:seawater or freshwater for central cooling

TI 375 TE 375 Cooling water inlet, air coolerTI 379 TE 379 Cooling water outlet, air cooler/air cooler

High temperature jacket cooling waterTI 385 TE 385 Jacket cooling water inletTI 387A TE 387A Jacket cooling water outlet, cylinder cover/cylinderTI 393 Jacket cooling water outlet/turbocharger

Scavenge airTI 411 TE 411 Scavenge air before air cooler/air coolerTI 412 TE 412 Scavenge air after air cooler/air coolerTI 413 TE 413 Scavenge air receiver

Ther

mom

eter

sd

ialt

ype

Exhaust gasTI 425TI 426

TE 425TE 426

Exhaust gas inlet turbocharger/turbochargerExhaust gas after exhaust valves/cylinder

Fig. 8.02a: Local standard thermometers on engine (4 75 124) and option: 4 75 127 remote indication sensors sensors

178 41 29-3.0


470 100 025 178 62 04

8.06

Pre

ssur

ega

uges

(man

omet

ers)

Use

sens

orfo

rre

mot

ein

dic

atio

n

Point of location

Fuel oilPI 305 PE 305 Fuel oil , inlet engine

Lubricating oilPI 326 PE 326 Piston cooling and camshaft oil inletPI 330 PE 330 Lubricating oil inlet to main bearings thrust bearing and axial vibration damperPI 357 PE 357 Lubricating oil inlet to exhaust valve actuatorsPI 371 PE 371 Lubricating oil inlet to turbochager with slide bearings/turbocharger

Low temperature cooling water:PI 382 PE 382 Cooling water inlet, air cooler

High temperature jacket cooling waterPI 386 PE 386 Jacket cooling water inlet

Starting and control airPI 401 PE 401 Starting air inlet main starting valvePI 403 PE 403 Control air inletPI 405 Safety air inlet

Scavenge airPI 417 PE 417 Scavenge air receiver

Exhaust gasPI 424 Exhaust gas receiverPI 435A Air inlet for dry cleaning of turbochargerPI 435B Water inlet for cleaning of turbocharger

Differential pressure gaugesPDI 420 Pressure drop across air cooler/air coolerPDI 422 Pressure drop across blower filter of turbocharger

(For ABB turbochargers only)

Tach

o-m

eter

s

SI 438 SE 438 Engine speedSI 439 Turbocharger speed/turbocharger

WI 471 Mechanical measuring of axial vibration

Fig. 8.02b: Local standard manometers and tachometers on engine (4 75 124) and option: 4 75 127 remote indication

178 41 29-3.0


470 100 025 178 62 04

8.07

Use

sens

or

Point of location

Fuel oil system

TE 302 Fuel oil, inlet fuel pumps

VE 303 Fuel oil viscosity, inlet engine (yard’s supply)

PE 305 Fuel oil, inlet engine

PDE 308 Pressure drop across fuel oil filter (yard’s supply)

Lubricating oil system

TE 311 Lubricating oil inlet, to main bearings, thrust bearing, axial vibration damper, piston cooling oil,camshaft lub. oil, exhaust valve actuators and turbochargers

TE 317 Piston cooling oil outlet/cylinder

PE 326 Piston cooling and camshaft oil inlet

PE 330 Lubricating oil inlet to main bearings and thrust bearing and axial vibration damper

TE 349 Thrust bearing segment

TE 355 Lubricating oil inlet to camshaft and exhaust valve actuators

PE 357 Lubricating oil inlet to exhaust valve actuators

TE 369 Lubricating oil outlet from turbocharger/turbocharger (Depending on turbocharger design)

PE 371 Lubricating oil inlet to turbocharger with slide bearing/turbocharger

Fig 8.03a: List of sensors for CoCoS, option: 4 75 129

178 41 31-5.0


470 100 025 178 62 04

Use

sens

or

Point of location

Cooling water system

TE 375 Cooling water inlet air cooler/air cooler

PE 382 Cooling water inlet air cooler

TE 379 Cooling water outlet air cooler/air cooler

TE 385 Jacket cooling water inlet

PE 386 Jacket cooling water inlet

TE 387A Jacket cooling water outlet/cylinder

PDSA 391 Jacket cooling water across engine

TE 393 Jacket cooling water outlet turbocharger/turbocharger (Depending on turbocharger design)

PDE 398 Pressure drop of cooling water across air cooler/air cooler

Scavenge air system

TE 336 Engine room air inlet turbocharger/turbocharger

PE 337 Compressor spiral housing pressure at outer diameter/turbocharger(Depending on turbocharger design)

PDE 338 Differential pressure across compressor spiral housing/turbocharger(Depending on turbocharger design)

TE 411 Scavenge air before air cooler/air cooler

TE 412 Scavenge air after air cooler/air cooler

TE 412A Scavenge air inlet cylinder/cylinder

TE 413 Scavenge air reciever

PE 417 Scavenge air reciever

PDE 420 Pressure drop of air across air cooler/air cooler

PDE 422 Pressure drop air across blower filter of compressor/turbocharger

ZS 669 Auxiliary blower on/off signal from control panel (yard’s supply)

Fig. 8.03b: List of sensors for CoCoS, option: 4 75 129

8.08

178 41 31-5.0


470 100 025 178 62 04

Use

sens

or

Point of location

Exhaust gas system

TE 363 Exhaust gas receiver

ZE 364 Exhaust gas blow-off, on/off or valve angle position/turbocharger

PE 424 Exhaust gas receiver

TE 425A Exhaust gas inlet turbocharger/turbocharger

TE 426 Exhaust gas after exhaust valve/cylinder

TE 432 Exhaust gas outlet turbocharger/turbocharger

PE 433A Exhaust gas outlet turbocharger/turbocharger(Back pressure at transition piece related to ambient)

SE 439 Turbocharger speed/turbocharger

PDE 441 Pressure drop across exhaust gas boiler (yard’s supply)

General data

N Time and data

N Counter of running hours

PE 325 Ambient pressure (Engine room)

SE 438 Engine speed

N Pmax set point

ZE 477 Fuel pump index/cylinder

ZE 479 Governor index

E 480 Engine torque

N Mean indicated pressure (mep)

N Maximum pressure (Pmax)

N Compression pressure (Pcomp)

N Numerical input

1) Originated by alarm/monitoring system

2) Manual input can alternatively be used

3) Yard’s supply

Fig. 8.03c: List of sensors for CoCoS, option: 4 75 129

8.09

178 41 31-5.0


470 100 025 178 62 04

8.10

Fig. 8.04a: Location of basic measuring points on engine

178 41 34-0.0

View B

View A


470 100 025 178 62 04

178 41 34-0.0

8.11

Fig. 8.04b: Location of basic measuring points on engine


470 100 025 178 62 04

Fig. 8.04c: Location of basic measuring points on engine

178 41 34-0.0

8.12


470 100 025 178 62 04

Description Symbol/Position

Scavenge air system

Scavenge air receiver auxiliary blower control PSC 418

Manoeuvring system

Engine speed detector E 438

Reversing Astern/cylinder ZS 650

Reversing Ahead/cylinder ZS 651

Resets shut down function during engine side control ZS 652

Gives signal when change-over mechanism is in Remote Control mode ZS 653

Gives signal to manoeuvring system when on engine side control PSC 654

Solenoid valve for stop and shut down EV 658

Turning gear engaged indication ZS 659

Fuel rack transmitter, if required, option: 4 70 150 E 660

Main starting valve – Blocked ZS 663

Main starting valve – In Service ZS 664

Air supply starting air distributor, Open – Closed ZS 666/667

Electric motor, Auxiliary blower E 670

Electric motor, turning gear E 671

Actuator for electronic governor, if applicable E 672

Gives signal to manoeuvring system when remote control ON PSC 674

Cancel of tacho alarm from safety system, when “Stop” is ordered PSC 675

Gives signal Bridge Control active PSC 680

Solenoid valve for Stop EV 682

Solenoid valve for Ahead EV 683

Solenoid valve for Start EV 684

Solenoid valve for Astern EV 685

Fig. 8.05: Control devices on engine

8.13

178 30 08-9.1


470 100 025 178 62 04

The panels shown are mounted on the engineThe pos. numbers refer to “List of instruments”

Fig. 8.06: Pipes on engine for basic pressure gauges and pressure switches

8.14

178 41 37-6.0


470 100 025 178 62 04

General outline of the electrical system:

The figure shows the concept approved by all classification societiesThe shut down panel and slow down panel can be combined for some makers

The classification societies permit to have common sensors for slow down, alarm and remote indicationOne common power supply might be used, instead of the three indicated, if the systems are equipped with separatefuses

Fig. 8.07: Panels and sensors for alarm and safety systems

8.15

178 30 10-0.0


470 100 025 178 62 04

8.16

Class requirements for UMS

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of location

Fuel oil system

1 1 1 1 1 1 1 1* LSA 301 high Leakage from high pressure pipes

1 1 1 1 1 1 1 1 1 A* PEA 306 low PE 305 Fuel oil, inlet engine

Lubricating oil system

1 1 1 1 1 1 1 1 A* TEA 312 high TE 311 Lubricating oil inlet to main bearings, thrust bearing

1 TEA 313 low TE 311 and axial vibration damper

1 1 1 1 1 1 1 1 1 A* TEA 318 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1* FSA 320 low Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 A* PEA 327 low PE 326 Piston cooling, crosshead and camshaft lubeoil inlet

1 1 1 1 1 1 1 1 1 A* PEA 331 low PE 330 Lubricating oil inlet to main bearings, thrustbearing, axial vibration damper

1 1 1 1 1 1 1 1 A* TEA 350 high TE 349 Thrust bearing segment

1 1 1 1 1 1 A* TEA 356 high TE 311 Lubricating oil inlet to exhaust valve actuators

1 1 1 1 1 1 1 1 1 A* PEA 358 low PE 357 Lubricating oil inlet to exhaust valve actuators

1* LSA 365 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 1 1* FSA 366 low Cylinder lubricators (built-in switches)

1 1 1 1 1 1 1 TSA 370 high Turbocharger lubricating oil outlet fromturbocharger/turbocharger

a)

1 1 1 1 1 1 1 1 A* PEA 372 low PE 371 Lubricating oil inlet to turbocharger/turbochargera)

1 TEA 373 high TE 311 Lubricating oil inlet to turbocharger/turbochargera)

1 1 1 1 1 1 1 1 1 1* DSA 436 high Oil mist in crankcase/cylinder and chain drive

WEA 472 high WE 471 Axial vibration monitorRequired for engines with PTO on fore end.

a) For turbochargers with slide bearings

For Bureau Veritas, at least two per lubricator, or minimum one per cylinder, whichever is the greater number

Or alarm for overheating of main, crank, crosshead and chain drive bearings, option: 4 75 134

Fig. 8.08a: List of sensors for alarm

178 41 43-5.0

}


470 100 025 178 62 04


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of location

Cooling water system

1 TEA 376 high TE 375 Cooling water inlet air cooler/air cooler(for central cooling only)

1 1 1 1 1 1 1 1 1 A* PEA 378 low PE 382 Cooling water inlet air cooler

1 1 1 1 1 1 1 1 1 A* PEA 383 low PE 386 Jacket cooling water inlet

1 A* TEA 385A low TE 385 Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 A* TEA 388 high TE 387 Jacket cooling water outlet/cylinder

1* PDSA 391 low Jacket cooling water across engine

Air system

1 1 1 1 1 1 1 1 1 A* PEA 402 low PE 401 Starting air inlet

1 1 1 1 1 1 1 1 1 A* PEA 404 low PE 403 Control air inlet

1 1 1 1 1 1 1 1 1 1* PSA 406 low Safety air inlet

1* PSA 408 low Air inlet to air cylinder for exhaust valve

1* PSA 409 high Control air inlet, finished with engine

1* PSA 410 high Safety air inlet, finished with engine

Scavenge air system

1 1 1 TEA 414 high TE 413 Scavenge air reciever

1 1 1 1 1 1 A* TEA 415 high Scavenge air – fire /cylinder

1 1* PSA 419 low Scavenge air, auxiliary blower, failure

1 1 1 1 1* LSA 434 high Scavenge air – water level

Fig. 8.08b: List of sensors for alarm

8.17

178 41 43-5.0


470 100 025 178 62 04

8.18


AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of location

Exhaust gas system

1 1 1 1 1 1 TEA 425A high TE 425A Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 1 A* TEA 427 high TE 426 Exhaust gas after cylinder/cylinder

1 1 1 1 1 1 1 1 TEA 429/30 high TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 TEA 433 high TE 432 Exhaust gas outlet turbocharger/turbocharger

Manoeuvring system

1 1 1 1 1 1 1 1 1 1* ESA low Safety system, power failure, low voltage

1 1 1 1 1 1 1 1 1 1* ESA low Tacho system, power failure, low voltage

1* ESA Safety system, cable failure

1 1 1 1 1 1 1 1 1* ESA Safety system, group alarm, shut down

1 1* ESA Wrong way (for reversible engine only)

1 1 1 1 1 1 1 1 1 A* SE 438 Engine speed

1 SEA 439 SE 439 Turbocharger speed

IACS: International Association of Classification SocietiesThe members of IACS have agreed that the statedsensors are their common recommendation, apartfrom each class’ requirements

1

A

Indicates that a binary (on-off) sensor/signalis required

Indicates that an analogue sensor is required foralarm, slow down and remote indication

The members of IACS are:ABS America Bureau of Shipping 1*, A* These alarm sensors are MAN B&W Diesel’sBV Bureau Veritas minimum requirements for Unattended MachineryCCS Chinese Register of Shipping Space (UMS), option: 4 75 127DnVC Det norske Veritas ClassificationGL Germanischer LloydKRS Korean Register of ShippingLR Lloyd’s Register of ShippingNKK Nippon Kaiji Kyokai 1 For disengageable engine or with CPPRINa Registro Italiano NavaleRS Russian Register of Shipping Select one of the alternatives

and the assosiated members are: Or alarm for overheating of main, crank, crossheadKRS Kroatian Register of Shipping and chain drive bearings, option: 4 75 134IRS Indian Register of ShippingPRS Polski Rejestr Statkow

Fig. 8.08c: List of sensors for alarm


470 100 025 178 62 04

8.19

Class requirements for slow down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of Location

1 1 TE SLD 314 high TE 311 Lubricating oil inlet, system oil

1 1 1 1 1 1 1 1 TE SLD 319 high TE 317 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 1 1* FS SLD 321 low FS 320 Piston cooling oil outlet/cylinder

1 1 1 1 1 1 1 1 PE SLD 328 low PE 326 Piston coolingm crosshead and camshaftlube oil inlet

1 1 1 1 A* PE SLD 334 low PE 330 Lubricating oil to main and thrust bearing

1 1 1 1 1 1 A* TE SLD 351 high TE 349 Thrust bearing segment

1 1 1 1 1 1 1 FS SLD 366A low Cylinder lubricators (built-in switches)

1* PS SLD 368 low PS 368d) Lubricating oil inlet turbocharger main pipe

1 1 1 1 1 1 1 1 PE SLD 384 low PE 386 Jacket cooling water inlet

1 1 1 1 1 1 1 1 TE SLD 389 high TE 387A Jacket cooling water outlet/cylinder

1 1 TE SLD 414A high TE 413 Scavenge air receiver

1 1 1 1 1 1 1* TS SLD 416 high TS 415 Scavenge air fire/cylinder

LS SLD 434 high LS 434 Scavenge air receiver water level

1 TE SLD 425B high TE 425A Exhaust gas inlet turbocharger/turbocharger

1 1 1 1 1 1 TE SLD 428 high TE 426 Exhaust gas outlet after cylinder/cylinder

1 1 1 TE SLD 431 TE 426 Exhaust gas after cylinder, deviation fromaverage

1 1 1 1 1 1 1 1 1 1* DS SLD 437 high Oil mist in crankcase/cylinder

1* WS SLD 473 high WE 471 Axial vibration monitor(Required for engines with PTO on fore end)

1 Indicates that a binary sensor (on-off) is required Select one of the alternatives

A Indicates that a common analogue sensor can be usedfor alarm/slow down/remote indication Or alarm for low flow

1*, A* These analogue sensors are MAN B&W Diesel’s mini-mum requirements for Unattended Machinery Spaces(UMS), option: 4 75 127

Or alarm for overheating of main, crank, cross-head and chain drive bearings, option: 4 75 134

d) PE 371 can be used if only one turbocharger is applied The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.09: Slow down functions for UMS, option: 4 75 127

178 41 46-0.0


470 100 025 178 62 04

8.20

Class requirements for shut down

AB

S

BV

DnV

C

GL

LR NK

K

RIN

a

RS

IAC

S

MA

NB

&W

Function Use

sens

or

Point of location

1 1 1 PS SHD 329 low Piston cooling oil, crosshead andcamshaft lube oil inlet

1 1 1 1 1 1 1 1 1 1* PS SHD 335 low 335 Lubricating oil to main bearings and thrustbearing

1 1 1 1 1 1* TS SHD 352 high 352 Thrust bearing segment

1 1 1 1 1 1 1 1 1 1* PS SHD 359 low 359 Lubricating oil inlet to exhaust valve actuator

1* PS SHD 374 low Lubricating oil inlet to turbocharger mainpipe

1 PS SHD 384B low Jacket cooling water inlet

1 1 1 1 1 1 1 1 1 1* SE SHD 438 high 438 Engine overspeed

1 Indicates that a binary sensor (on-off) is required

1* These binary sensors for shut down are included inthe basic scope of supply (4 75 124)

The tables are liable to change without notice,and are subject to latest class requirements.

Fig. 8.10: Shut down functions for AMS and UMS

178 41 48-4.0


470 100 025 178 62 04

Fig. 8.11: Drain box with fuel oil leakage, alarm, option: 4 35 105

8.21

178 34 34-2.0


470 100 025 178 62 04

Fig. 8.12a: Oil mist detector pipes on engine, from Kidde Fire Protection, Graviner, type MK 5 (4 75 161)

Fig. 8.12b: Oil mist detector pipes on engine, from Schaller, type Visatron VN215 (4 75 163)

8.22

178 30 18-5.0

178 30 19-7.0


470 100 025 178 62 04

8.23

Fig. 8.13: Example of terminal box

178 10 80-6.0


470 100 025 178 62 04

8.24

Fig. 8.14: Example of wiring diagram

178 10 81-8.0

Dispatch Pattern, Testing, Spares and Tools 9

Dispatch Pattern, Testing, Spares and Tools

Painting of Main Engine

The painting specification (Fig. 9.01) indicates theminimum requirements regarding the quality andthe dry film thickness of the coats of, as well as thestandard colours applied on MAN B&W engines builtin accordance with the “Copenhagen” standard.

Paints according to builder’s standard may be usedprovided they at least fulfil the requirements statedin Fig. 9.01.

Dispatch Pattern

The dispatch patterns are divided into two classes,see Figs. 9.02 and 9.03:

A: Short distance transportation and short termstorage

B: Overseas or long distance transportation orlong term storage.

Short distance transportation (A) is limited by a du-ration of a few days from delivery ex works until in-stallation, or a distance of approximately 1,000 kmand short term storage.

The duration from engine delivery until installationmust not exceed 8 weeks.

Dismantlingof theengine is limitedasmuchaspossible.

Overseas or long distance transportation or longterm storage require a class B dispatch pattern.

The duration from engine delivery until installation isassumed to be between 8 weeks and maximum 6months.

Dismantling is effected to a certain degree with theaim of reducing the transportation volume of the in-dividual units to a suitable extent.

Note:Long term preservation and seaworthy packing arealways to be used.

Furthermore, the dispatch patterns are divided intoseveral degrees of dismantling in which ‘1’ com-prises the complete or almost complete engine.Other degrees of dismantling can be agreed upon ineach case.

When determining the degree of dismantling, con-sideration should be given to the lifting capacitiesand number of crane hooks available at the enginemaker and, in particular, at the yard (purchaser).

The approximate masses of the sections appearfrom Fig. 9.03. The masses can vary up to 10% de-pending on the design and options chosen.

Lifting tools and lifting instructions are required for alllevels of dispatch pattern. The lifting tools (4 12 110 or4 12 111), are to be specified when ordering and itshould be agreed whether the tools are to be returnedto the engine maker (4 12 120) or not (4 12 121).

Furthermore, it must be considered whether a dry-ing machine, option 4 12 601, is to be installed dur-ing the transportation and/or storage period.

Shop trials/Delivery Test

Before leaving the engine maker’s works, the engineis to be carefully tested on diesel oil in the presenceof representatives of the yard, the shipowner andthe classification society.

The shop trial test is to be carried out in accordancewith the requirements of the relevant classificationsociety, however a minimum as stated in Fig. 9.04.

MAN B&W Diesel’s recommendations for trials areavailable on request.

An additional test may be required for measuring theNOx emmissions, if required, option: 4 14 003.


480 100 100 178 62 05

9.01

Spare Parts

List of spares, unrestricted service

The tendency today is for the classification societiesto change their rules such that required spare partsare changed into recommended spare parts.

MAN B&W Diesel, however, has decided to keep aset of spare parts included in the basic extent of de-livery (4 87 601) covering the requirements and rec-ommendations of the major classif icat ionso-cieties, see Fig. 9.05.

This amount is to be considered as minimum safetystock for emergency situations.

Additional spare parts recommended byMAN B&W Diesel

The above-mentioned set of spare parts can be ex-tended with the ‘Additional Spare Parts Recom-mended by MAN B&W’ (option: 4 87 603), which fa-cilitates maintenance because, in that case, all thecomponents such as gaskets, sealings, etc. re-quired for an overhaul will be readily available, seeFig. 9.06.

Wearing parts

The consumable spare parts for a certain period arenot included in the above mentioned sets, but canbe ordered for the first 1, 2, up to 10 years’ service ofa new engine (option 4 87 629), a service year beingassumed to be 6,000 running hours.

The wearing parts supposed to be required, based onour service experience, are divided into 14 groups,see Table A in Fig. 9.07, each group including thecompo-nents stated in Tables B.

Large spare parts, dimensions and masses

The approximate dimensions and masses of thelarger spare parts are indicated in Fig. 9.08. A com-plete list will be delivered by the engine maker.

Tools

List of standard tools

The engine is delivered with the necessary specialtools for overhauling purposes. The extent of themain tools is stated in Fig. 9.09. A complete list willbe delivered by the engine maker.

The dimensions and masses of the main tools ap-pear from Figs. 9.10.

Most of the tools can be arranged on steel platepanels, which can be delivered as an option: 4 88660, see Fig. 9.11 ‘Tool Panels’.

If such panels are delivered, it is recommended toplace them close to the location where the overhaulis to be carried out.


480 100 100 178 62 05

9.02


480 100 100 178 62 07

9.03

Fig. 9.01: Specification for painting of main engine: 4 81 101

Components to be paintedbefore shipment from workshop

Type of paintNo. ofcoats/

Total dryfilm

thicknessµm

Colour:RAL 840HRDIN 6164MUNSELL

Component/surfaces, inside engine, ex-posed to oil and air1. Unmachined surfaces all over. However casttype crankthrows, main bearing cap, crossheadbearing cap, crankpin bearing cap, pipes insidecrankcase and chainwheel need not to bepainted but the cast surface must be cleaned ofsand and scales and kept free of rust

Engine alkyd primer, weatherresistant

Oil and acid resistant alkyd paint.Temperature resistant to mini-mum 80 °C

2/80

1/30

Free

White:RAL 9010DIN N:0:0.5MUNSELL N-9.5

Components, outside engine2. Engine body, pipes, gallery, brackets etc. Engine alkyd primer, weather re-

sistant

Final alkyd paint resistant to saltwater and oil, option: 4 81 103

2/80

1/30

Free

Light green:RAL 6019DIN 23:2:2MUNSELL10GY8/4

Heat affected components:3. Supports for exhaust receiverScavenge air-pipe inside

Paint, heat resistant to minimum200 °C

2/60 Alu:RAL 9006DIN N:0:2MUNSELL N-7.5

Components affected by water and cleaningagents4. Scavenge air cooler box inside Complete coating for long term

protection of exposed to moder-ately to severely corsive environ-ment and abrasion

2/75 Free

5. Gallery plates topside Engine alkyd primer, weather re-sistant

2/80 Free

6. Purchased equipment and instrumentspainted in makers colour are acceptableunless otherwise stated in the contract

ToolsUnmachined surfaces all over on handtools andlifting tools

Purchased equipment painted in makers colouris acceptable, unless otherwise stated in thecontract

Oil resistant paint 2/60 Orange red:RAL 2004DIN 6:7:2MUNSELLN-7.5r 6/12

Tool panels Oil resistant paint 2/60 Light grey:RAL 7038DIN:24:1:2MUNSELL N-7.5

Note:All paints are to be of good quality. Paints according to builder‘s standard may be used provided they at least fulfil theabove demands.Delivery standard for point 2, is a primed and finally painted condition, unless otherwise stated in the contract.

178 3U0 20-7.1

Class A + B: Comprises thefollowing basic variants:

Dismounting must be limited as much as possible.

The classes comprise the following basic variants:

A1 Option: 4 12 021, or B1, option: 4 12 031

• Engine

• Spare parts and tools

A2 Option: 4 12 022, or B2 option: 4 12 032

• Top section inclusive cylinder frame complete cyl-inder covers complete, scavenge air receiver in-clusive cooler box and cooler, turbocharger(s)camshaft, piston rods complete and galleries withpipes

• Bottom section inclusive bedplate completeframe box complete, connecting rods, turninggear, crankshaft with wheels and galleries

• Spares, tools, stay bolts

• Chains, etc.

• Remaining parts


412 000 002 178 62 08

9.04

A1 + B1

Engine complete

A2 + B2

Bottom section

178 16 70-2.0

Fig. 9.02a: Dispatch pattern

A2 + B2

Top section

Remaining parts


Top section inclusive cylinder frame complete cylin-der covers complete, scavenge air receiver inclusivecooler box and cooler insert, turbocharger(s), cam-shaft, piston rods complete and galleries with pipes

Frame box section inclusive chain drive, connect-ing rods and galleries

Bedplate/cranckshaft section, turning gear andcranckshaft with wheels

Remaining parts: spare parts, tools, stay bolts,chains, ect.


• Top section

• Frame box section

• Bedplate and crankshaft section

• Exhaust gas receiver

• Turbocharger(s)

• Scavenge air cooler box(es)

• Remaining parts

Note:The engine supplier is responsible for the necessarylifting tools and lifting instruction for transportationpurpose to the yard. The delivery extent of the liftingtools, ownership and lend/lease conditions is to bestated in the contract. (Options: 4 12 120 or 4 12 121)

Furthermore, it must be stated whether a drying ma-chine is to be installed during the transportationand/or storage period. (Option: 4 12 601)


412 000 002 178 62 08

Fig. 9.02b: Dispatch pattern

9.05

A3 + B3

Bedplate/crankshaftsection

178 40 89-6.0

Frame box section

Top section

MAN

412 000 002 178 62 08


Pattern Section

4 cylinders 5 cylinders 6 cylinders 7 cylinders 8 cylinders

Mass. Length Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width

in t in m in t in m in t in m in t in m in t in m in m in m

A1+B1 Engine complete 99.2 7.2 114.6 7.9 128.7 8.7 144.1 9.4 159.4 10.2 6.8 4.5

A2+B2 Top section 43.1 7.2 50.0 7.9 57.3 8.7 64.3 9.4 70.9 10.2 4.0 4.5

Bottom section 53.6 5.5 61.9 6.3 68.3 7.0 76.5 7.8 84.8 8.5 4.8 3.7

Remaining parts 2.4 2.7 3.1 3.4 3.7

A3+B3 Top section 43.1 7.2 50.0 7.9 57.3 8.7 64.3 9.4 70.9 10.2 4.0 4.5

Frame box section 20.3 5.2 23.9 6.0 27.6 6.7 31.3 7.5 34.9 8.2 3.0 3.6

Bedplate/Crankshaft 33.4 4.8 38.0 5.6 40.8 6.3 45.2 7.1 49.8 7.8 2.1 2.5

Remaining parts 2.4 2.7 3.1 3.4 3.7

The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in framebox and MAN B&W turbocharger.

All masses and dimensions are approximate and without packing and lifting tools. The masses of turning wheel,turbocharger specified in dispatch pattern outline can vary, and should be checked.

Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is included.

Note:

The masses can vary up to 10% depending on the design and the options chosen.

Fig. 9.03a: Dispatch pattern

9.06

178 39 41-0.0


412 000 002 178 62 08

9.07

Pattern Section

9 cylinders 10 cylinders 11 cylinders 12 cylinders

Mass. Length Mass. Length Mass. Length Mass. Length Heigh Width

in t in m in t in m in t in m in t in m in m in m

A1+B1 Engine complete 175.9 10.9 202.3 12.4 217.7 13.2 235.2 13.9 6.8 4.5

A2+B2 Top section 78.8 10.9 93.4 12.4 100.2 13.2 109.1 13.9 4.0 4.5

Bottom section 93.0 9.3 104.5 10.8 112.8 11.5 121.0 12.3 4.8 3.7

Remaining parts 4.1 4.4 4.7 5.1

A3+B3 Top section 78.8 10.9 93.4 12.4 100.2 13.2 109.1 13.9 4.0 4.5

Frame box section 38.6 9.0 44.2 10.5 47.9 11.2 51.5 12.0 3.0 3.6

Bedplate/Crankshaft 54.5 8.6 60.3 10.1 64.9 10.8 69.5 11.6 2.1 2.5

Remaining parts 4.1 4.4 4.7 5.1

The weights are for standard engines with semi-built crankshaft of forged throws, integrated crosshead guides in framebox and MAN B&W turbocharger.

All masses and dimensions are approximate and without packing and lifting tools. The masses of turning wheel,turbocharger specified in dispatch pattern outline can vary, and should be checked.

Moment compensators and tuning wheel are not included in dispatch pattern outline. Turning wheel is included.

Note:

10-12L42MC have the turbochargers on exhaust side.

The masses can vary up to 10% depending on the design and the options chosen.

Fig. 9.03b: Dispatch pattern

178 39 41-0.0

Before leaving the factory, the engine is to becarefully tested on diesel oil in the presence of rep-resentatives of Yard, Shipowner, Classification So-ciety, and MAN B&W Diesel.

Minimum delivery test:

• Starting and manoeuvring test at no load

• Load testEngine to be started and run up to 50%of Specified MCR (M) in 1 hour.

Followed by:

• 0.50 hour running at 50% of specified MCR



• 0.50 hour running at 110% of specified MCR.

Only for Germanischer Lloyd:

• 0.75 hour running at 110% of specified MCR.

At each load change, all temperature and pressurelevels etc. should stabilise before taking new engineload readings.

Governor tests, etc:

• Governor test

• Minimum speed test

• Overspeed test

• Shut down test

• Starting and reversing test

• Turning gear blocking device test

• Start, stop and reversing from engine sidemanoeuvring console.

Fuel oil analysis to be presented. All tests must becarried out on diesel or gas oil.

An additional test may be required for measuring theNOx emissions, option: 4 14 003.


486 001 010 178 62 09

178 36 00-7.1

9.08

Fig. 9.04: Shop trial running/delivery test: 4 14 001


Cylinder cover, plate 901011 Cylinder cover complete with fuel, exhaust,

starting and safety valves, indicator valve andsealing rings (disassembled)

1/2 set Studs for 1 cylinder cover

Piston, plate 902011 Piston complete (with cooling pipe), piston

rod, piston rings and stuffing box,studs and nuts

1 set Piston rings for 1 cylinder1 Telescopic pipe with bushing for 1 cylinder

Cylinder liner, plate 903021 Cylinder liner with sealing rings and gaskets

Cylinder lubricator, plate 903051 Cylinder lubricator, of largest size, complete1 Cylinder lubricator drive (gear box and one

toothed coupling) 6 chain links

Connecting rod, and crosshead bearing, plate 904011 Crankpin bearing shells in 2/2 with studs

and nuts1 Crosshead bearing shell lower part with

studs and nuts2 Thrust piece

Main bearing and thrust block, plate 905051 set Thrust pads for one face of ech size, if different

for "ahead" and "astern"

Chain drive, plate 906016 Links (only for ABS, DNVC, LR, NKK and RS)6 Camshaft chain links

Camshaft, plate 906111 Of each type of bearings for:

Camshaft at chain drive, chain tightener and in-termediate shaft

1 Guide ring 2/2 for camshaft bearing

Starting valve, plate 907041 Starting valve, complete

Exhaust valve, plate 908012 Exhaust valves complet1 Pressure pipe for exhaust valve pipe

Fuel pump, plate 909011 Fuel pump barrel, complete with plunger1 High-pressure pipe, each type1 Suction and puncture valve, complete

Fuel valve, plate 90910ABS: Fuel valves for half the number of cylinderson the engineBV, CCS, DnVC, GL, KR, NKK, RINa, RS andIACS: Fuel valves for all cylinders on one engine

Turbocharger, plate 910001 Set of maker’s standard spare parts1* Spare rotor for one turbocharger, includ-

ing: compressor wheel, rotor shaft withturbine blades and partition wall, if any

Scavenge air blower, plate 910011 set Bearings for electric motor1 set Bearings for blower wheel1 Belt, if applied1 set Packing for blower wheel

Safety valve, plate 911011 Safety valve, complete

Bedplate, plate 912101 Main bearing shell in 2/2 of each size1 set Studs and nuts for 1 main bearing

Delivery extent of spares

Class requirements Class recommendations

CCS:GL:

China Classification SocietyGermanischer Lloyd

ABS:BV:

American Bureau of ShippingBureau Veritas

KR: Korean Register of Shipping DNVC: Det Norske Veritas ClassificationNKK: Nippon Kaiji Kyokai LR: Lloyd’s Register of ShippingRINa: Registro Italiano NavaleRS Russian Maritime Register of Shipping

9.09

Fig. 9.05: List of spares, unrestricted service: 4 87 601

* To be ordered separately as option: 4 87 660

The plate figures refer to the instruction books.

Subject to change without notice.178 39 43-4.1

487 601 005 178 62 10

For easier maintenance and increased security in operation

Beyond class requirements

Cylinder cover, plate 9010144

501

504

100

pcspcs%pcs%pcs%

Studs for exhaust valveNuts for exhaust valveO-rings for cooling jacketColing jacketSealing betw. cyl.cover and linerSpring housings for fuel valveColling water pipes between liner andcover for one cylinder

Hydraulic tool for cylinder cover, plate 90161188

setpcspcs

Hydraulic hoses compl. with couplingsO-rings with backup rings, upperO-rings with backup rings, lower

Piston and piston rod, plate 902011522

boxpcspcspcs

Locking wire, 1=63 mPiston rings of each kindD-rings for piston skirtD-rings for piston rod

Piston rod stuffing box, plate 902051555

1510

1203030

pcspcspcspcspcspcspcspcs

Self locking nutsO-ringsTop scraper ringsPack sealing ringsCover sealing ringsLamellas for scraper ringsSprings for top scaper and sealing ringsSprings for scraper rings

Cylinder frame, plate 90301501

50

%pcs%

Studs for cylinder cover (1cyl.)BushingNuts for cyl.cover studs (1cyl.)

Cylinder liner and cooling jacket, plate 9030214

1005050

pcspcs%%%

Cooling jacket of each kindNon return valvesO-rings for one cylinder linerGaskets for cooling water connectionO-rings for cooling water pipes

∗ % Refer to one cylinder

Lubricator drive, plate 9030523

CouplingDiscs

Connecting rod and crosshead, plate 9040112

Telescopic pipeThrust piece

Chain drive and guide bars, plate 9060141 set

Guide barLocking plates and lock washers

Chain tightener, plate 906032 Locking plates for tightener

Camshaft, plate 9061111

Exhaust camFuel cam

Camshaft bearing and roller guide housing,plate 90613

1 Packing

Indicator drive, plate 90612100

3% Gaskets for indicator valves

Indicator valve/cock complete

Regulating shaft, plate 906183 Resilient arm, complete

Arrangement of engine side console, plate 906212 Pull rods

Main starting valve, plate 907021111

pcspcspcspcs

Repair kit for main actuatorRepair kit for main ball valve*) Repair kit for actuator, slow turning*) Repair kit for ball valve, slow turning

*) if fitted


487 603 020 178 62 11

Fig. 9.06a: Additional spare parts recommended by MAN B&W, option: 4 87 603

9.10

178 39 44-6.1

Starting valve, plate 90704222

10012

%

PistonSpringBushingO-ringValve spindleLocking plate

Exhaust valve, plate 9080111

504

505050

10011

100

1100

1100100

pcspcs%pcs%%%%pcspcs%

pcs%pcs%%

Exhaust valve spindleExhaust valve seatO-ring exhaust valve/cylinder coverPiston ringsGuide ringsSealing ringsSafety valvesGaskets and O-rings for safety valvePiston completeDamper pistonO-rings and sealings between air pistonand exhaust valve housing/spindleLiner for spindle guideGaskets and O-ings for cool.w.conn.Conical ring in 2/2O-rings for spindle/air pistonNon-return valve

Valve gear, plate 9080235

pcspcs

Filter, completeO-rings of each kind

Valve gear, plate 9080512242442

pcspcspcspcspcspcspcspcs

Roller guide completeShaft pin for rollerBushing for rollerDiscsNon return valvePiston ringsDiscs for springSprings

Valve gear, details, plate 908061

1004

pcs%pcs

High pressure pipe, completeO-rings for high pressure pipesSealing discs

Cooling water outlet, plate 908102111

pcspcspcsset

Ball valveButterfly valveCompensatorGaskets for butterfly valve and comp.

Fuel pump, plate 909011133

5011

1004

pcspcspcspcs%pcspcs%pcs

Top coverPlunger/barrel, completeSuctions valvesPuncture valvesSealings, O-rings, gaskets and lock washersInternal springExternal springSealing and wearing ringsFelt rings

∗ % Refer to one engine

Fuel pump gear, plate 9090212222

1002

pcspcspcspcspcs%pcs

Fuel pump roller guide, completeShaft pin for rollerBushings for rollerInternal springsExternal springsSealingsRoller

Fuel pump gear, details, plate 9090350 % O-rings for lifting tool

Fuel pump gear, details, plate 909041 pcs Shock absorber, complete

Fuel pump gear, reversing mechanism, plate 9090512

pcspcs

Reversing mechanism, completeSpare parts set for air cylinder

Fuel valve, plate 90910100100

3505033

%%pcs%%pcspcs

Fuel nozzlesO-rings for fuel valveSpindle guides, completeSpringsDiscs, +30 barThrust SpindlesNon return valve (if mounted)

Fuel oil high pressure pipes, plate 909131

100pcs%

High pressure pipe, complete of each kindO-rings for high pressure pipes

Overflow valve, plate 9091511

pcspcs

Overflow valve, completeO-rings of each kind


487 603 020 178 62 11

Fig. 9.06b: Additional spare parts recommended by MAN B&W, option: 4 87 603

9.11

178 39 44-6.1

Turbocharger, plate 9100011

pcspcs

Spare rotor, complete with bearingsSpare part set for turbocharger

Scavenge air receiver, plate 9100121

pcspcs

Non-return valves completeCompensator

Exhaust pipes and receiver, plate 9100312

1

pcspcs

set

Compensator between TC and receiverCompensator between exhaust valve andreceiverGaskets for each compensator

Air cooler, plate 9100516 pcs Iron blocks (Corrosion blocks)

Safety valve, plate 91101100

2%pcs

Gasket for safety valveSafety valve, complete

Arrangement of safety cap, plate 91104100 % Bursting disc


487 603 020 178 62 11

The plate figures refer to the instruction bookLiable to change without notice

Where nothing else is stated, the percentagewill refer to one engine

9.12

178 39 44-6.1

Fig. 9.06c: Additional spare parts recommended by MAN B&W, option: 4 87 603


487 611 010 178 62 12

Table AGroup No. Section Qty. Descriptions

1 90201 1 set Piston rings for 1 cylinder

1 set O-rings for 1 cylinder

2 90205 1 set Lamella rings 3/3 for 1 cylinder


3 90205 1 set Top scraper rings 4/4 for 1 cylinder

1 set Sealing rings 4/4 for 1 cylinder

4 90302 1 Cylinder liner

1 set Outer O-rings for 1 cylinder

1 set O-rings for cooling water connections for 1 cylinder

1 set Gaskets for cooling water connection’s for 1 cylinder

1 set Sealing rings for 1 cylinder

5 90801 1 Exhaust valve spindle

1 set Piston rings for exhaust valve air piston and oil piston for 1 cylinder

6 90801 1 set O-rings for water connections for 1 cylinder

1 set Gasket for cooling for water connections for 1 cylinder

1 set O-rings for oil connections for 1 cylinder

7 90801 1 Spindle guide

2 Air sealing ring

1 set Guide sealing rings for 1 cylinder

8 90801 1 Exhaust valve bottom piece

1 set O-rings for bottom piece for 1 cylinder

9 90805 1 set Bushing for roller guides for 1 cylinder

1 set Washer for 1 cylinder

10 90901 1 Plunger and barrel for fuel pump

1 Suction valve complete


11 90910 1 Fuel valve nozzle

1 Spindle guide complete


12 1 Slide bearing for turbocharger for 1 engine

1 Guide bearing for turbocharger for 1 engine

13 1 set Guide bars for 1 engine

14 2 Set bearings for auxiliary blowers for 1 engine

The wearing parts are divided into 14 groups, each including the components stated in table A.

The average expected consumption of wearing parts is stated in tables B for 1,2,3... 10 years’ service of a new engine, aservice year being assumed to be of 6000 hours.

In order to find the expected consumption for a 6 cylinder engine during the first 18000 hours’ service, the extent stated foreach group in table A is to be multiplied by the figures stated in the table B (see the arrow), for the cylinder No. and servicehours in question.

Fig. 9.07a: Wearing parts, option: 4 87 629

178 33 98-2.2

9.13


487 611 010 178 62 12

Table B

GroupNo

Service hours 0-6000 0-12000

Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12

1 Set of piston rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12

2 Set of piston rod stuffing box,lamella rings 0 0 0 0 0 0 0 0 0 4 5 6 7 8 9 10 11 12

3 Set of piston rod stuffing box,sealing rings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

5 Exhaust valve spindles 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

6 O-rings for exhaust valve 4 5 6 7 8 9 10 11 12 8 10 12 14 16 18 20 22 24

7 Exhaust valve guide bushings 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

8 Exhaust seat bottom pieces 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

9 Bushings for roller guides for fuelpump and exhaust valve 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

10 Fuel pump plungers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

11 Fuel valve guides and atomizers 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

12 Set slide bearings per TC 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

13 Set guide bars for chain drive 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

14 Set bearings for auxiliary blower 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig.9.07b: Wearing parts, option: 4 87 629

9.14

178 30 98-2.2

↓


87 611 010 178 62 12

Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0











Fig. 9.07c: Wearing parts, option: 4 87 629178 30 98-2.2

9.15


487 611 010 178 62 12

Table B

GroupNo.


Number of cylinders

Description 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12




4 Cylinder liners 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0


6 O-rings for exhaust valve 36 45 54 63 72 81 90 99 108

40 50 60 70 80 90 100

110

120



9 Bushings for roller guides forfuel pump and exhaust valve 4 5 6 7 8 9 10 11 12 4 5 6 7 8 9 10 11 12






Fig. 9.07d: Wearing parts, option: 4 87 629

9.16

178 33 98-2.2


487 601 007 178 62 13

9.17

Fig. 9.08: Large spare parts, dimensions and masses

All dimensions are given in mm

Exhaust valve370 kg

Piston completewith piston rod

450 kg

Rotor for turbochargerType VTR564

487 kg

Rotor for turbochargerType NA48

100 kg

Cylinder liner 720 kgCylinder liner inclusive

cooling jacket796 kg

Cylinder cover 510 kgCylinder cover inclusive

starting and fuelvalves 560 kg

Rotor for turbochargerType VTR454

252 kg

178 38 97-5.0

Mass of the complete set of toolsapproximate: 1100 kg

The engine is delivered with all necessary specialtools for overhaul. The extent of the tools is statedbelow. Most of the tools can be arranged on steelplate panels which can be delivered as option: 4 88660, at extra cost. Where such panels are delivered,it is recommended to place them close to the loca-tion where the overhaul is to be carried out.

Cylinder cover, section 9011 Lifting chains for cylinder cover1 Cylinder cover and liner surface grinding

machinery, (option: 4 88 610)1 set Milling and grinding tool for valve seats1 set Starting valve overhaul tool1 set Fuel valve extractor1 set Hydraulic jacks for cylinder cover studs

(hydraulic tightening)1 set Safety valve pressure testing tool

Piston with rod and stuffing box, section 9021 Crossbar for cylinder liner and piston1 set Lifting and tilting gear for piston1 Lifting tool for piston1 Guide ring for piston1 Support iron for piston1 set Piston overhaul tool1 set Stuffing box overhaul tool1 Measuring tool for cylinder liner1 Cylinder liner lifting and tilting gear

Crosshead and connecting rod, section 9041 Cover for crosshead1 set Hydraulic jack for crosshead and crankpin

bearing bolt1 Lifting tool for crosshead1 set Connecting rod lifting tool1 set Support of crosshead1 Chain for suspending piston1 Lifting attachment for connecting rod1 Wire guide

Crankshaft and main bearing, section 9051 Lifting tool for crankshaft1 set Hydraulic jack for main bearing stud1 set Mounting/dismantling tools for main bearing1 Tools for turning out segments1 Crankcase relief valve tool1 Measuring tool for main bearing clearance1 Lifting tool for AVD

Camshaft and chain drive, section 9061 set Hydraulic jack for camshaft bearing stud1 Dismantling tool for camshaft coupling1 set Camshaft adjusting tool1 Pin gauge for camshaft top dead centre1 Pin gauge for crankshaft top dead centre1 set Chain assembling tool1 set Chain disassembling tool

Exhaust valve and valve gear, section 9081 set Hydraulic jack for exhaust valve stud1 Lifting tool for exhaust valve spindle1 Exhaust valve spindle and seat pneumatic

support grinding machine (option 4 88 615)1 set Exhaust valve spindle and seat checking

template1 Guide ring for pneumatic piston1 set Lifting device for roller guides and hydrau-

lic actuator1 set Roller guide dismantling tool1 set Bridge gauge for exhaust valve1 Tool for hydraulic piston1 Grinding ring for exhaust valve bottom

piece1 Grinding machine

Fuel valve and fuel pump, section 9091 Test fixture for full valve1 set Fuel valve overhaul tool1 Fuel pump lead measuring tool1 set Lifting tool for fuel pump1 set Fuel pump overhaul tool1 set Fuel oil high pressure pipe and connection

overhaul tool


488 601 004 178 62 14

9.18

Fig. 9.09a: Standard tools: 4 88 601 178 42 02-3.0

Turbocharger and air cooler system, section 9101 set Turbocharger overhaul tool1 set Air cooler tool

Main part assembling, section 9121 set Staybolt hydraulic jack

General tools, section 913913.1 Accessories

1 Hydraulic pump, pneumatically operated1 set High pressure hose, connections and dis-

tributor blocks

913.2 Ordinary hand tools1 set Torque wrench1 set Socket wrench1 set Hexagon key1 set Combination wrench1 set Open ring wrench1 set Ring impact wrench1 set Open-ended impact wrench1 set Pliers for circlip

913.3 Miscellaneous1 set Pull-lift and chain tackle1 set Shackles1 set Eye-bolts1 set Foot grating1 set Feeler blade1 Crankshaft alignment indicator1 Wire rope


488 601 004 178 62 14

9.19

Fig. 9.09b: Standard tools: 4 88 601 178 42 02-3.0


488 601 004 178 62 14

Pos. Sec Description Mass in kg

1 902 Crossbar for cylinder liner and piston 28

2 902 Lifting and tilting gear for piston 20

3 902 Liffting tool for piston 13

4 902 Guide ring for piston 19

5 903 Support for piston 48

9.20

Fig. 9.10a: Dimensions and masses of tools178 42 05-9.0


488 601 004 178 62 14

Pos. Sec Description Mass in kg

6 * 904 Crossbar for lift of segment stops 16

7 * 905 Cover for crosshead 14

8 * 904 Lifting tool for crankshaft, journal bearing dismantling tool 7

9 * 906 Pin gauge for crankshaft top dead centre 1

10 * 906 Pin gauge for camshaft 1

11 * 908 Lifting tool for roller guide 9

* Preliminary sketch

Fig. 9.10b: Dimensions and masses of tools

9.21

178 42 06-0.0


488 601 004 178 62 14

Sec. Description Mass in kg

909 Fuel valve pressure control device, option: 4 88 629 100

9.22

178 13 50-1.1Fig. 9.10c: Dimensions and masses of tools


488 601 004 178 62 14

Pneumatic support grinding machine for exhaust valve spindles and bottom piecesDimensions in wooden box 440 x 380 x 185 mm, mass 25 kg.

Pneumatic or electric grinding machine for cylinder cover/cylinder liner, (option: 4 88 610)Mass 60 kg.

Fig. 9.10d: Dimensions and masses of tools

9.23

178 13 70-2.0

178 34 36-6.0


488 601 004 178 62 14

9.24

Fig. 9.10e: Dimensions and masses of large tools

Sec. Description Mass in kg

913 Pump for hydraulic jacks 20

178 42 09-6.0


488 601 004 178 62 14

9.25

Fig. 9.11: Tool panels, option: 4 88 660

Pos. No. Description Mass of tools in kg

1 901907911

Cylinder coverStarting air systemSafety equipment

65

2 902903

Piston, piston rod and stuffing boxCylinder liner and cylinder frame 90

3 908 Exhaust valve and valve gear 55

4 909 Fuel valve and fuel pump 45

5 906 Camshaft, chain drive 55

6 904 Crosshead and connecting rod 110

7 905 Crankshaft and main bearing 45

Mass of panels without tools, about 225 kg

178 42 10-6.0

Documentation 10

10 Documentation

MAN B&W Diesel is capable of providing a wide va-riety of support for the shipping and shipbuilding in-dustries all over the world.

The knowledge accumulated over many decadesby MAN B&W Diesel covering such fields as the se-lection of the best propulsion machinery, optimisa-tion of the engine installation, choice and suitabilityof a Power Take Off for a specific project, vibrationaspects, environmental control etc., is available toshipowners, shipbuilders and ship designers alike.

Part of this knowledge is presented in the book enti-tled “Engine Selection Guide”, other details can befound in more specific literature issued by MANB&W Diesel, such as “Project Guides” similar to thepresent, and in technical papers on specific sub-jects, while supplementary information is availableon request. An “Order Form” for such printed mat-ter listing the publications currently in print, is avail-able from our agents, overseas offices or directlyfrom MAN B&W Diesel A/S, Copenhagen.

The selection of the ideal propulsion plant for a spe-cific newbuilding is a comprehensive task. How-ever, as this selection is a key factor for theprofitability of the ship, it is of the utmost impor-tance for the end-user that the right choice is made.

Engine Selection Guide

The “Engine Selection Guide” is intended as a toolto provide assistance at the very initial stage of theproject work. The Guide gives a general view of theMAN B&W two-stroke MC Programme and in-cludes information on the following subjects:

• Engine data• Layout and load diagrams

specific fuel oil consumption• Turbocharger choice• Electricity production, including

power take off• Installation aspects• Auxiliary systems

• MC-engine packages, includingcontrollable pitch propellers,auxiliary units,remote control system

• Vibration aspects.

After selecting the engine type on the basis of thisgeneral information, and after making sure that theengine fits into the ship’s design, then a detailedproject can be carried out based on the “ProjectGuide” for the specific engine type selected.

Project Guides

For each engine type a “Project Guide” has beenprepared, describing the general technical featuresof that specific engine type, and also includingsome optional features and equipment.

The information is general, and some deviationsmay appear in a final engine contract, depending onthe individual licensee supplying the engine. TheProject Guides comprise an extension of the gen-eral information in the Engine Selection Guide, aswell as specific information on such subjects as:

• Turbocharger choice• Instrumentation• Dispatch pattern• Testing• Dispatch pattern• Testing• Spares and• Tools.


400 000 500 178 62 15

10.01

Project Support

Further customised documentation can be ob-tained from MAN B&W Diesel A/S, and for this pur-pose we have developed a “Computerised EngineApplication System”, by means of which specificcalculations can be made during the project stage,such as:

• Estimation of ship’s dimensions• Propeller calculation and power prediction• Selection of main engine• Main engines comparison• Layout/load diagrams of engine• Maintenance and spare parts costs of the engine• Total economy – comparison of engine rooms• Steam and electrical power – ships’ requirement• Auxiliary machinery capacities for derated engine• Fuel consumption – exhaust gas data• Heat dissipation of engine• Utilisation of exhaust gas heat• Water condensation separation in air coolers• Noise – engine room, exhaust gas, structure borne• Preheating of diesel engine• Utilisation of jacket cooling water heat, FW

production• Starting air system.

Extent of Delivery

The “Extent of Delivery” (EOD) sheets have beencompiled in order to facilitate communication be-tween owner, consultants, yard and engine makerduring the project stage, regarding the scope ofsupply and the alternatives (options) available forMAN B&W two-stroke MC engines.

There are two versions of the EOD:

• Extent of Delivery for 98 - 50 type engines, and• Extent of Delivery for 46 - 26 type engines.

Content of Extent of Delivery

The “Extent of Delivery” includes a list of the basicitems and the options of the main engine and auxil-iary equipment and, it is divided into the systemsand volumes stated below:

General information4 00 xxx General information4 02 xxx Rating4 03 xxx Direction of rotation4 06 xxx Rules and regulations4 07 xxx Calculation of torsional and

axial vibrations4 09 xxx Documentation4 11 xxx Electrical power available4 12 xxx Dismantling and packing of engine4 14 xxx Testing of diesel engine4 17 xxx Supervisors and advisory work

Diesel engine4 30 xxx Diesel engine4 31 xxx Torsional and axial vibrations4 35 xxx Fuel oil system4 40 xxx Lubricating oil system4 42 xxx Cylinder lubricating oil system4 43 xxx Piston rod stuffing box drain system4 45 xxx Low temperature cooling water system4 46 xxx Jacket cooling water system4 50 xxx Starting and control air systems4 54 xxx Scavenge air cooler4 55 xxx Scavenge air system4 59 xxx Turbocharger4 60 xxx Exhaust gas system4 65 xxx Manoeuvring system4 70 xxx Instrumentation4 75 xxx Safety, alarm and remote indi. system4 78 xxx Electrical wiring on engine

Miscellaneous4 80 xxx Miscellaneous4 81 xxx Painting4 82 xxx Engine seating4 83 xxx Galleries4 85 xxx Power Take Off4 87 xxx Spare parts4 88 xxx Tools

Remote control system4 95 xxx Bridge control system


400 000 500 178 62 15

10.02

Description of the “Extent of Delivery”

The “Extent of Delivery” (EOD) is the basis for speci-fying the scope of supply for a specific order.

The list consists of some “basic” items and some“optional” items.

The “Basic” items defines the simplest engine, de-signed for attended machinery space (AMS), with-out taking into consideration any specific require-ments from the classification society, the yard orthe owner.

The “options” are extra items that can be alterna-tives to the “basic” or additional items available tofulfil the requirements/functions for a specific pro-ject.

We base our first quotations on a scope of supplymostly required, which is the so called “Copenha-gen Standard EOD”, which are marked with an as-terisk *.

This includes:

• Items for Unattended Machinery Space• Minimum of alarm sensors recommended by the

classification societies and MAN B&W.• Moment compensator for certain numbers of cyl-

inders• MAN B&W turbochargers• Slow turning before starting• Spare parts either required or recommended by

the classification societies and MAN B&W• Tools required or recommended by the classifica-

tion societies and MAN B&W.

The EOD is often used as an integral part of the fi-nal contract.

Installation Documentation

When a final contract is signed, a complete set ofdocumentation, in the following called “Installa-tion Documentation”, will be supplied to the buyer.

The “Installation Documentation” is divided into the“A” and “B” volumes mentioned in the “Extent ofDelivery” under items:

4 09 602 Volume “A”’:Mainly comprises general guiding system drawingsfor the engine room

4 09 603 Volume “B”:Mainly comprises drawings for the main engine it-self

Most of the documentation in volume “A” are similarto those contained in the respective Project Guides,but the Installation Documentation will only coverthe order-relevant designs. These will be forwardedwithin 4 weeks from order.

The engine layout drawings in volume “B” will, ineach case, be customised according to the yard’srequirements and the engine manufacturer’s pro-duction facilities. The documentation will be for-warded, as soon as it is ready, normally within 3-6months from order.

As MAN B&W Diesel A/S and most of our licenseesare using computerised drawings (Cadam), thedocumentation forwarded will normally be in sizeA4 or A3. The maximum size available is A1.

The drawings of volume “A” are available on disc.

The following list is intended to show an example ofsuch a set of Installation Documentation, but theextent may vary from order to order.


400 000 500 178 62 15

10.03

Engine-relevant documentation

901 Engine dataExternal forces and momentsGuide force momentsWater and oil in engineCentre of gravityBasic symbols for pipingInstrument symbols for pipingBalancing

915 Engine connectionsScaled engine outlineEngine outlineList of flangesEngine pipe connectionsGallery outline

921 Engine instrumentationList of instrumentsConnections for electric componentsGuidance values for automation

923 Manoeuvring systemSpeed correlation to telegraphSlow down requirementsList of componentsEngine control system, descriptionEl. box, emergency controlSequence diagramManoeuvring systemDiagram of manoeuvring console

924 Oil mist detectorOil mist detector

925 Control equipment for auxiliary blowerEl. panel for auxiliary blowerControl panelEl. diagramAuxiliary blowerStarter for el. motors

932 Shaft lineCrankshaft driving endFitted bolts

934 Turning gearTurning gear arrangementTurning gear, control systemTurning gear, with motor

936 Spare partsList of spare parts

939 Engine paintSpecification of paint

940 Gaskets, sealings, O-ringsInstructionsPackingsGaskets, sealings, O-rings

950 Engine pipe diagramsEngine pipe diagramsBedplate drain pipesInstrument symbols for pipingBasic symbols for pipingLube and cooling oil pipesCylinder lube oil pipesStuffing box drain pipesCooling water pipes, air coolerJacket water cooling pipesFuel oil drain pipesFuel oil pipesFuel oil pipes, tracingFuel oil pipes, insulationAir spring pipe, exh. valveControl and safety air pipesStarting air pipesTurbocharger cleaning pipeScavenge air space, drain pipesScavenge air pipesAir cooler cleaning pipesExhaust gas pipesSteam extinguishing, in scav.boxOil mist detector pipesPressure gauge pipes


400 000 500 178 62 15

10.04

Engine room-relevant documentation

901 Engine dataList of capacitiesBasic symbols for pipingInstrument symbols for piping

902 Lube and cooling oilLube oil bottom tankLubricating oil filterCrankcase ventingLubricating oil systemLube oil outlet

904 Cylinder lubricationCylinder lube oil system

905 Piston rod stuffing boxStuffing box drain oil cleaning system

906 Seawater coolingSeawater cooling system

907 Jacket water coolingJacket water cooling systemDeaerating tankDeaerating tank, alarm device

909 Central cooling systemCentral cooling water systemDeaerating tankDeaerating tank, alarm device

910 Fuel oil systemFuel oil heating chartFuel oil systemFuel oil venting boxFuel oil filter

911 Compressed airStarting air system

912 Scavenge airScavenge air drain system

913 Air cooler cleaningAir cooler cleaning system

914 Exhaust gasExhaust pipes, bracingExhaust pipe system, dimensions

917 Engine room craneEngine room crane capacity

918 Torsiograph arrangementTorsiograph arrangement

919 Shaft earthing deviceEarthing device

920 Fire extinguishing in scavenge air spaceFire extinguishing in scavenge air space

921 InstrumentationAxial vibration monitor

926 Engine seatingProfile of engine seatingEpoxy chocksAlignment screws

927 Holding-down boltsHolding-down boltRound nutDistance pipeSpherical washerSpherical nutAssembly of holding-down boltProtecting capArrangement of holding-down bolts

928 Supporting chocksSupporting chocksSecuring of supporting chocks

929 Side chocksSide chocksLiner for side chocks, starboardLiner for side chocks, port side


400 000 500 178 62 15

10.05

930 End chocksStud for end chock boltEnd chockRound nutSpherical washer, concaveSpherical washer, convexAssembly of end chock boltLiner for end chockProtecting cap

931 Top bracing of engineTop bracing outlineTop bracing arrangementFriction-materialsTop bracing instructionsTop bracing forcesTop bracing tension data

932 Shaft lineStatic thrust shaft loadFitted bolt

933 Power Take-OffList of capacitiesPTO/RCF arrangement

936 Spare parts dimensionsConnecting rod studsCooling jacketCrankpin bearing shellCrosshead bearingCylinder cover studCylinder coverCylinder linerExhaust valveExhaust valve bottom pieceExhaust valve spindleExhaust valve studsFuel pump barrel with plungerFuel valveMain bearing shellMain bearing studsPiston completeStarting valveTelescope pipeThrust block segmentTurbocharger rotor

940 Gaskets, sealings, O-ringsGaskets, sealings, O-rings

949 Material sheetsMAN B&W Standard Sheets Nos:• S19R• S45R• S25Cr1• S34Cr1R• C4


400 000 500 178 62 15

10.06

Engine production andinstallation-relevant documentation

935 Main engine production records,engine installation drawingsInstallation of engine on boardDispatch pattern 1, orDispatch pattern 2Check of alignment and bearing clearancesOptical instrument or laserAlignment of bedplateCrankshaft alignment readingBearing clearancesCheck of reciprocating partsReference sag line for piano wireCheck of reciprocating partsPiano wire measurement of bedplateCheck of twist of bedplateProduction scheduleInspection after shop trialsDispatch pattern, outlinePreservation instructions

941 Shop trialsShop trials, delivery testShop trial report

942 Quay trial and sea trialStuffing box drain cleaningFuel oil preheating chartFlushing of lub. oil systemFreshwater system treatmentFreshwater system preheatingQuay trial and sea trialAdjustment of control air systemAdjustment of fuel pumpHeavy fuel operationGuidance values – automation

945 Flushing procedures MCLubricating oil system cleaning instruction

Tools

926 Engine seatingHydraulic jack for holding down boltsHydraulic jack for end chock bolts

937 Engine toolsList of toolsOutline dimensions, main tools

938 Tool panelTool panels

Auxiliary equipment980 Fuel oil unit990 Exhaust silencer995 Other auxiliary equipment


400 000 500 178 62 15

10.07

Scaled Engine Outline 11

430 100 074 178 62 16


11.01

Fig. 11.01a: Scaled outline 4-9L42MC, scale 1:50

178 40 95-5.0


11.02

430 100 074 178 62 16

178 40 95-5.0

Fig. 11.01a: Scaled outline 4-9L42MC, scale 1:50


430 100 074 178 62 16

11.03

Fig. 11.01b: Scaled outline 4-9L42MC, scale 1:50

178 40 95-5.0


11.04

Fig. 11.01b: Scaled outline 4-9L42MC, scale 1:100

430 100 074 178 62 16

178 43 39-0.0

Documents

Two Stroke Engines