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S42MC Mk 6 Project Guide

Two-stroke Engines

This book describes thegeneral technical features of theS42MC engine, including

some optional features and/or equipment.

As differences may appear in the individual suppliers extent of delivery, please

contact the relevant engine supplier for a confirmationof the actual execution and

extent of delivery.

A List of Updates will be updated continuously. Please ask for the latest issue, to

be sure that your Project Guide is fully up to date.

The Listof Updates is also available on the internet at http:\\www.manbw.dk under

the section library.

This Project Guide is also available on a CD ROM.

2nd Edition

April 1999

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MAN B&W Diesel A/S S42MC Project Guide

430 100 100 178 61 12

6 S 42 Mk 7MC

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 54-8.0

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:

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S42MCBore: 420 mmStroke: 1764 mm


402 000 100 178 61 14

1.02

Power and speed

LayoutEngine speed

Meaneffectivepressure

Power kWBHP

Number of cylinders

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

L1 136 19.5 4320

588054007350

64808820

756010290

864017160

972013230

1080014700

1188016170

1296017640

L2 136 15.6 3460

470043255875

51907050

60558225

69209400

778510575

865011750

951512925

1038014100

L3 115 19.5 3660

496045756200

54907440

64058680

73209920

823511160

915012400

1006513640

1098014880

L4 115 15.6 2920

398036504975

43805970

51106965

58407960

65708955

73009950

803010945

876011940

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh

Lubricating oil consumption

At loadLayout point

100% 80%System oil

Approximatekg/cyl. 24 hours

Cylinder oilg/kWhg/BHPh

L1 177

130175129

3 1.1-1.6

0.8-1.2

L2 171

126170125

L3 177

130175129

L4 171

126170125

Fig. 1.02: Power, speed and SFOC 178 40 51-2.0

L3

L4

L2

L1Power

Speed

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Engine Power Range and Fuel Consumption

Engine Power

Thetable contains dataregarding theenginepower,

speed and specific fuel oil consumption of the en-

gine.

Engine power is specified in BHP and kW, in

rounded 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 other

three corners of the layout area,chosen for easy ref-

erence. The mean effective pressure is:

L1 - L3 L2 - L4

barkp/cm2

19.519.9

15.615.9

Overload corresponds to 110% of the power at

MCR, and may be permitted for a limited period of

one hour every 12 hours.

The engine power figures given in the tables remain

valid up to tropical conditions at sea level, i.e.:

Tropical conditions:

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

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

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

Specific fuel oil consumption (SFOC)

Specific fuel oil consumption values refer to brake

power, and the following reference conditions:

ISO 3046/1-1986:

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

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

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

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

(10,200 kcal/kg)

Although the engine will develop the power speci-

fied up to tropical ambient conditions, specific fuel

oil consumption varies with ambient conditions and

fuel oil lower calorific value. For calculation of these

changes, see the following pages.

SFOC guarantee

The figures given in this project guide represent the

values obtained when the engine and turbocharger

are matched with a view to obtaining the lowest

possible SFOC values and fulfilling the IMO N0xemission limitations.

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 isgiven witha marginof5%.

As SFOC and N0x are interrelated parameters, an

engine offered without fulfilling the IMO N0x limita-

tions is subject to a tolerance of only 3% of the

SFOC.

Lubricating oil data

The cylinder oil consumption figures stated in the

tables are valid under normal conditions. During

running-in periodes and under special conditions,

feed rates of up to 1.5 times the stated values

should be used.


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1.03

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430 100 500 178 61 15

Fig. 1.03: Performance curve

1.04

178 43 04-2.0

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1 Description of Engine

The engines built by our licensees are in accordance

with MAN B&W drawings and standards. In a few

cases, some local standards may be applied; how-

ever, all spare parts are interchangeable with MAN

B&W designed parts. Some other components can

differ from MAN B&Ws design because of produc-

tion facilities or the application of local standard

components.

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 any

options mentioned.

Bedplate and Main Bearing

The bedplate is made inone part with the chain drive

placed at the thrust bearing in the aft end on 4 to 9

cylinder engines and in the centre of the engine for

10-12 cylinder engines. The bedplate consists of

high, welded, longitudinal girders and welded cross

girders with cast steel bearing supports.

For fitting to the engine seating, long, elastic hold-ing-down bolts, and hydraulic tightening tools, can

be supplied as an option: 4 82 602 and 4 82 635, re-

spectively.

The bedplate is made without taper if mounted on

epoxy chocks (4 82 102), or with taper 1:100, if

mounted on cast iron chocks, option 4 82 101.

The oil pan, which is made of steel plate and is

welded to the bedplate, collects the return oil from

the forced lubricating and cooling oil system. The oil

outlets from the oil pan are normally vertical (4 40

101) and are provided with gratings.

Horizontal outlets at both ends can be arranged as

an option: 4 40 102, to be confirmed by the engine

maker.

The main bearings consist of thin walled steel shells

lined with bearing metal. The bottom shell can, by

means of special tools, and hydraulic tools for lifting

the crankshaft, be rotated out and in. The shells are

kept in position by a bearing cap.

Thrust Bearing

The chaindrive and the thrust bearing are located in

the aft end. The thrust bearing is of the B&W-Michell

type, and consists,primarily, of a thrust collar on the

crankshaft, a bearing support, and segments of

steel with white metal. The thrust shaft is thus an in-

tegrated part of the crankshaft.

The propeller thrust is transferred through the thrust

collar, the segments, and the bedplate, to the en-

gine seating and end chocks. The thrust bearing is

lubricated by the engines main lubricating oil sys-tem.

Turning Gear and Turning Wheel

The turning wheel has cylindrical teeth and is fitted

to the thrust shaft. The turning wheel is driven by a

pinion on the terminal shaft of the turning gear,

which is mounted on the bedplate.

The turning gear is driven by an electric motor with

built-in gear and belt drive with brake. The electricmotor is provided with insulation class B and enclo-

sure IP44. The turning gear isequipped witha block-

ing device that prevents the main engine from start-

ing when the turning gear is engaged. Engagement

and disengagement of the turning gear is effected

manually by an axial movement of the pinion.

A control device for turning gear, consisting of

starter and manual remote control box, with 15 me-

ters ofcable, can beordered asanoption:4 80601.

Frame Box

The frame box can be of welded or cast design in

one or more parts depending on the production

facilities. On the exhaust side, it is provided with re-

lief valves for each cylinder while, on the camhaft

side, it is provided with a large hinged door for each

cylinder.

The crosshead guides are integrated in the frame

box.


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The frame box is attached to the bedplate with

screws. Theframe box, bedplateandcylinder frame

are tightened together by stay bolts.

Cylinder Frame, Cylinder Liner andStuffing Box

The cylinder frame is cast in one or more pieces with

integrated camshaft frameand the chain drive at the

aft end. It is made of cast iron and is attached to the

frame box with screws. The cylinder frame is pro-

vided with access covers for cleaning the scavenge

air space and for inspection of scavenge

ports and piston rings from the camshaft side. To-

gether with the cylinder liner it forms the scavengeair space.

The cylinder frame has ducts for piston cooling oil

inlet. The scavenge air receiver, chain drive,

turbocharger, air cooler box and gallery brackets

are located at the cylinder frame. Furthermore, the

supply pipe for the piston cooling oil and lubricating

oil is attached to the cylinder frame. At the bottom of

the cylinder frame there is a piston rod stuffing box,

which is provided with sealing rings for scavenge

air, and with oil scraper rings which prevent oil from

coming up into the scavenge air space.

Drains from the scavenge air space and the piston

rod stuffing box are located at the bottom of the cyl-

inder frame.

The cylinder liner is made of alloyed cast iron and is

suspended in the cylinder frame by means of a low

situated flange. The uppermost part of the liner is

surrounded by a cast iron cooling jacket. The cylin-

der liner has scavenge ports and drilled holes for

cylinder lubrication.

The camshaft is embedded in bearing shells lined

with white metal in the camshaft frame.

Cylinder Cover

The cylinder cover is of forged steel, made in one

piece, and has bores for cooling water. It has a cen-

tral bore for the exhaust valve and bores for two fuel

valves, safety valve, starting valve and indicator

valve.

The cylinder cover is attached to the cylinder frame

with 8 studs andnuts tightened by hydraulic jacks.

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing and a

valve spindle. The valve housing is of cast iron and

arranged for water cooling. The housing is provided

with a bottom piece of steel with hardfacing metal

welded onto the seat. The bottom piece is water

cooled. The spindle is made of heat resistant steel

with hardfacing metal welded onto the seat. The

housing is provided with a spindle guide.

The exhaust valve is tightened to the cylinder coverwith studs and nuts. The exhuast valve is opened

hydraulically and closedby means ofair pressure.In

operation, the valve spindle slowly rotates, driven

by the exhaust gas actingonsmall vanes fixed to the

spindle. The hydraulic system consists of a piston

pump mounted on the roller guide housing, a

high-pressure pipe, and a working cylinder on the

exhaust valve. The piston pump is activated by a

cam on the camshaft.

Air seal ing of the exhaust valve spindle guide is

provided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

Each cylinder cover is equipped with two fuel

valves, one starting valve, one safety valve, and one

indicator valve. The opening of the fuel valves is

controlled by the fuel oil high pressure created by

the fuelpumps, and the valveis closedby a spring.

An automatic vent slide allows circulation of fuel oil

through the valve and high pressure pipes, and pre-

vents thecompression chamberfrom being filled up

with fuel oil in the event that the valve spindle is

sticking when the engine is stopped. Oil from the

vent slide and other drains is led away in a closed

system.

The starting valve is opened by control air from the

starting air distributor and is closed by a spring.

The safety valve is spring-loaded.


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Indicator Drive

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

The indicator drive consists of a cam fitted on the

camshaft and a spring-loaded spindle with roller

which moves up and down, corresponding to the

movement of the piston within the engine cylinder.

At the top, the spindle has an eye to which the indi-

cator cord is fastened after the indicator has been

mounted on the indicator valve.

Crankshaft

The crankshaft is of the semi-built type. The

semi-built type is made from forged or cast steel

throws. The crankshaft incorporates the thrust

shaft.

At the aft end, the crankshaft is provided with a

flange for the turning wheel and for coupling to the

intermediate shaft.

At the front end, the crankshaft is fitted with a flange

for the fitting of a tuning wheel and/or counter-

weights for balancing purposes, if needed. Theflange can also be used for a power take-off, if so

desired.The power take-off can be supplied at extra

cost,

option: 4 85 000.

Coupling bolts and nuts for joining the crankshaft

together with the intermediate shaft are notnormally

supplied. These can be ordered as an option: 4 30

602.

Axial Vibration DamperThe 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 ismade as an integratedcollaronthe

main journal, and the housing is fixed to the main

bearing support. A mechanical device for check of

the functioning of the vibration damper is fitted.

5 and 6-cylinder engines are equipped with an axial

vibration monitor (4 31 117).

Plants equipped with Power Take Off at the fore end

arealso to be equipped with the axial vibration mon-

itor, option: 4 31 116.

Connecting Rod

The connecting rod is made of forged or cast steel

and provided with bearing caps for the crosshead

and crankpin bearings.

The crosshead and crankpin bearing caps are se-

cured to the connecting rod by studs and nutswhich are tightened by hydraulic jacks.

The crosshead bearing consists of a set of

thin-walled steel shells, lined with bearing metal.

The crosshead bearing cap is in one piece, with an

angular cut-out for the piston rod.

The crankpin bearing is provided with thin-walled

steel shells, lined with bearing metal. Lub. oil is sup-

plied through ducts in the crosshead and connect-

ing rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and piston

skirt. The piston crown is made of heat-resistant

steel and has four r ing grooves which are

hard-chrome plated on both the upper and lower

surfaces of the grooves. The piston crown is with

high topland, i.e. the distance between the piston

top and the upper piston ring has been increased.

The upper piston ring is a CPR type (Controlled

Pressure Releif)whereas theother three piston rings

are with an oblique cut, the two uppermost piston

rings 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 the

crosshead with four screws. The piston rod has a


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central bore which, in conjunction with a cooling oil

pipe, forms the inlet and outlet for cooling oil.

The crosshead is of forged steel and is provided

with cast steel guide shoes with white metal on the

running surface.

The telescopic pipe for oil inlet and the pipe for oil

outlet are mounted on the top of the guide shoes.

Fuel Pump and Fuel OilHigh-Pressure Pipes

The engine is provided with one fuel pump for each

cylinder. 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 fuel

oil from being mixed with the lubricating oil, the

pump 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 by

means of a toothed rackconnectedto theregulating

mechanism.

In the basic design the adjustment of the pump leadis effected by insertingshims between the top cover

and the pump housing.

The fuel oil pumps are provided with a puncture

valve, which prevents high pressure from building

up during normal stopping and shut down.

The fuel oil high-pressure pipes are equipped with

protective hoses and are kept heated by the circu-

lating 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 chain

wheel shrunk onto the shaft.

The exhaust cams and fuel cams are of steel, with a

hardened roller race. They can be adjusted and dis-

mantled hydraulically.

Chain Drive

The camshaft is driven from the crankshaft by twochains. The chain wheel is bolted on to the side of

the thrust collar. The chain drive is provided with a

chain tightener and guide bars to support the long

chain lengths.

Reversing

Reversing of the engine takes place by means of an

angular displaceable roller in thedrivingmechanism

for the fuel pump of each engine cylinder. The re-

versing mechanism is activated and controlled by

compressed 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 ordered

seperately based upon the final torsional vibration

calculations. All shaft and propeller data are to be

forwarded by the yard to the engine builder, seechapter 7.

Governor

For conventional installations the engine speed is

controlled by a mechanical/hydraulic Woodward

governor type PGA200

The engine can be provided with an electronic/me-

chanical governor of a make approved by MAN

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

Lyngs Marine A/S

type EGS 2000. . . . . . . . . . . . . . . option: 4 65 172

Kongsborg Norcontrol Automation A/S

type DGS 8800e . . . . . . . . . . . . . option: 4 65 174

Siemens

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

The speed setting of the actuator is determined by

an electronic signal from the electronic governor

based on the position of the main engine regulating


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handle. The actuator is connected to the fuel regu-

lating shaft by means of a mechanical linkage.

Cylinder Lubricators

The engine is equipped with cylinder lubricators

mounted on the fore end of the cylinder frame.

The lubricators have a built-in capability to adjust

the oil quantity. They areof the Sight Feed Lubrica-

tor type and areprovided witha sight glassfor each

lubricating point. The oil is led to the lubricator

through a pipe systemfrom an elevated tank (Yards

supply).

Once adjusted, the lubricators will basically have a

cylinder oil feed rateproportional to theenginerevo-

lutions. No-flow and level alarm devices are in-

cluded. The Load Change Dependent system will

automatically increase the oil feed rate in case of a

sudden change in engine load, for instance during

manoeuvring or rough sea conditions.

The lubricatorsare equipped withelectricheating of

cylinder lubricator.

As an alternative to the speed dependent lubricator,a speed and mean effective pressure (MEP) de-

pendent lubricator can be fitted , option: 4 42 113

which is frequently used on plants with controllable

pitch propeller.

Manoeuvring System (prepared forBridge Control)

The engine is provided with a pneumatic/electric

manoeuvring and fuel oil regulating system. The

system 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 to

the governor, dependent on the desired number of

revolutions. At a shut down function, the fuel injec-

tion is stopped by activating the puncture valves in

the fuel pumps, independent of the speed control

handles position.

Reversing is effected by moving the speed control

handle from Stop to Start astern position. Con-

trol air then moves the starting air distributor and,through an air cylinder, the displaceable roller in the

drivingmechanismfor thefuel pump, to theAstern

position.

The engine is provided with a side mounted emer-

gency control 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 thebestpossibleoverhauling andinspectionconditions

are achieved. Some main pipes of the engine are

suspended from the gallery brackets, and the upper

gallery platform on the camshaft side is provided

with overhauling holes for piston. The number of

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 and

scavenge air receiver to the scavenge ports of the

cylinder liners. The charging air pipe between the

turbocharger and the air cooler is provided with a

compensator and is heat insulated on the outside.

See chapter 6.09.

Exhaust Turbocharger

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

ABB (4 59 102) or Mitsubish i (4 59 103)

turbochargers arranged on the aft end of the engine

for 4-9 cylinder engines and on the exhaust side for

10-12 cylinder engines.


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Alternatively, on this engine type the turbocharger

can be located on the exhaust side of the engine,

option: 4 59 123.

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 from

vertical, away from the engine. See either of options

4 59 301-309. The turbocharger is equipped with an

electronic tacho system with pick-ups, converter

and indicator for mounting in the engine control

room.

Scavenge Air Cooler

The engine is fitted with an air cooler of the

mono-block design for a seawater cooling system

of 2.0-2.5 bar working pressure (4 54 130) or central

cooling 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), or

alternatively of bronze, option: 4 54 151

Cleaning is to be carried out only when the engine is

stopped by dismantling the cooler element.

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 pressure

from the individual cylinders is equalised, and the

tota l volume of gas led further on to the

turbocharger at a constant pressure.

Compensators are fitted between the exhaust

valves and the receiver, and between the receiver

and the turbocharger.

The exhaust gas receiver and exhaust pipes are

provided with insulation, covered by galvanized

steel plating.

There is a protective grating between the exhaust

gas receiver and the turbocharger.

After the turbocharger, the gas is led via the exhaust

gas outlet transition piece, option: 4 60 601 and a

compensator, option: 4 60 610 to the external ex-

haust pipe system, which is yards supply. See also

chapter 6.10.

Auxiliary Blower

The engine is provided with two electrically-driven

blowers (4 55 150). The suction side of the blowers

is connected to the scavenge air space after the air

cooler.

Between the air cooler and the scavenge air re-

ceiver, non-return valves are fitted which automati-

cally close when the auxiliary blowers supply the

air.

Both auxiliary blowerswill start operating before the

engine is startedandwill ensuresufficientscavengeair pressure to obtain a safe start.

During operation of the engine, both auxiliary blow-

ers will start automatically each time the engine load

is reduced to about 30-40%, and they will continue

operating until the load again exceeds approxi-

mately 40-50%.

In cases where one of the auxiliary blowers is out of

service, the other auxiliary blower will automatically

compensate without any manual readjustment of

the valves, thus avoiding any engine load reduction.

This is achieved by the automatically working

non-returnvalves in thesuctionpipe of theblowers.

The electric motors are of the totally enclosed, fan

cooled,single speed type, with insulation min. class

B and enclosure minimum IP44.

The electrical control panel and starters for two

auxiliary blowers can be delivered as an option:

4 55 650.


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Piping Arrangements

Theengineis delivered withpipingarrangements 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 heating

of fuel pipes which are made of copper.

The pipes for sea cooling water tothe air coolerare of:

Galvanised steel 4 45 130, or

Thick-walled, galvanised steeloption4 45131, 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 areprovided with sockets for standard in-

struments,alarm andsafety equipment and, further-

more, with a number of sockets for supplementarysignal equipment andsupplementary remote instru-

ments.

The inlet and return fuel oil pipes (except branch

pipes) are heated with:

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

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

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

The drain pipe is heated by fresh cooling water.

The above heating pipes are normally delivered

without insulation, (4 35 120). If the engine is to be

transported as one unit, insulation can be mounted

as an option: 4 35 121.

The engines external pipe connections are in ac-

cordance with DIN and ISO standards.


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Fig. 1.04: Engine cross section

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2 Engine Layout and Load Diagrams

Introduction

The effective brake power Pb of a diesel engine is

proportional to the mean effective pressure peand

enginespeedn, i.e. whenusing c asa constant:

Pb= c x pex n

so, for constant mep, the power is proportional to

the speed:

Pb= c x n1

(for constant mep)

When running with a Fixed Pitch Propeller (FPP), the

power may be expressed according to the propeller

law 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, will

be linear functions when using logarithmic scales.

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

Thus, propeller curves will be parallel to lines having

the inclination i = 3, and lines with constant mep will

be parallel to lines with the inclination i = 1.

Therefore, in the Layout Diagrams and Load Dia-

grams for diesel engines, logarithmic scales are

used, making simple diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed for

a fixed pitch propeller is as mentioned above de-

scribed by means of the prepeller law, i.e. the third

power curve:

Pb= c x n3

, in which:

Pb= engine power for propulsion

n = propeller speed

c = constant

Propeller design point

Normally, estimations of the necessary propeller

power and speed are based on theoretical calcula-

tions for loaded ship, and often experimental tank

tests, both assuming optimum operating condi-

tions, i.e. a clean hull and good weather.The combi-

nation of speed and power obtained may be called

the ships propeller design point (PD), placed on the


402 000 004 178 61 18

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

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light running propeller curve6. See Fig. 2.02. On the

other hand, some shipyards, and/orpropellermanu-

facturers sometimes use a propeller design point(PD) that incorporates all or part of the so-called

sea margin described below.

Fouled hull, sea margin and heavy propeller

When the ship has sailed for some time, the hull and

propeller become fouled and the hulls resistance

will increase. Consequently, the ship speed will be

reduced unless the engine delivers more power to

the propeller, i.e. the propeller will be further loaded

and will be heavy running (HR).

As modern vessels with a relatively high service

speed are prepared with very smooth propeller and

hull surfaces, the fouling after sea trial, therefore,

will involve a relativly high resistance and thereby a

heavier running propeller.

If, at the same time the weather is bad, with head

winds, the ships resistance may increase com-

pared to operating at calm weather conditions.

When determining the necessary engine power, it is

normal practice to add an extra power margin, the

so-called sea margin, which is traditionally about

15% of the propeller design (PD) power.

When determiningthenecessaryenginespeed con-

sidering the influence of a heavy running propeller

for operating at large extra ship resistance, it is rec-

ommended - compared to the clean hull and calm

weather propeller curve 6 - to choose a heavierpro-

peller curve 2, and the propeller curve for clean hull

and calm weather curve 6 will be said to represent alight running (LR) propeller.

Compared to the heavy engine layout curve two 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 which

the engine is normally assumed to operate, and

point S is identical to the service propulsion point(SP) unless a main engine driven shaft generator is

installed.

Engine margin

Besides the sea margin, a so-called engine 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 power

for point SP is 10% lower than for point MP. Point

MP is identical to the engines specified MCR point

(M) unlessa mainenginedrivenshaft generator is in-

stalled. In such a case, the extra power demand of

the shaft generator must also be considered.

Note:

Light/heavy running, fouling and sea margin are

overlapping terms. Light/heavy running of the pro-

peller refers to hull and propeller deterioration and

heavy weather and, sea margin i.e. extra power to

the propeller, refers to the influence of the wind and

the sea. . However, the degree of light running must


402 000 004 178 61 18

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

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Engine Layout Diagram

An engines layout diagram is limited by two con-

stant mean effective pressure (mep) lines L1-L3and

L2-L4, and by two constant engine speed lines L1-L2and L3-L4, see Fig. 2.02. The L1point refers to the

engines nominal maximum continuous rating.

Within the layout area there is full freedom to select

the engines specified MCR point M which suits the

demandof propeller powerandspeed for theship.

On the horizontal axis the engine speed and on the

verticalaxis the engine power areshown inpercent-

age scales. The scales are logarithmic which means

that, in this diagram, power function curves like pro-

peller curves (3rd power), constant mean effectivepressure curves (1st power) and constant ship

speed curves (0.15 to 0.30 power)arestraight lines.

Specified maximum continuous rating (M)

Based on the propulsion and engine running points,

as previously found, the layout diagramofa relevant

main engine may be drawn-in. The specified MCR

point (M) must be inside the limitation lines of the

layout diagram; if it is not, the propeller speed will

have to be changed or another main engine type

must be chosen. Yet, in special cases point M may

be located to the right of the line 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 the

engine is optimised - point M coincides normally

with point O.

The optimising point O is the rating at which the

turbocharger is matched, and at which the engine

timing and compression ratio are adjusted.

Load Diagram

Definitions

The load diagram, Fig. 2.03, defines the power and

speed limits for continuous as well as overload op-

eration of an installed engine having an optimising

point O and a specified MCR point M that confirms

the ships specification.

The optimising point O is placed on line 1 and equal

to point A of the load diagram with point Ms 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 of

course, only provided that the optimising point O is

located inside the layout diagram.

The service points of the installed engine incorpo-

rate the engine power required for ship propulsion

and shaft generator, if installed.


402 000 004 178 61 18

2.03

be decided upon experience from the actual trade

and hull design.

Constant ship speed lines

The constant ship speed lines, are shown at thevery top of Fig. 2.02, indicating the power required

at various propeller speeds in order to keep the

same ship speed, provided that, for each ship

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Limits for continuous operation

Thecontinuous servicerange is limitedby four lines:

Line 3 and line 9:

Line 3 represents the maximum acceptable speed

for continuous operation, i.e. 105% of A.

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

L1-L2, the maximum limit, however, is 105% of L1.

During trial conditions the maximum speed may be

extended to 107% of A, see line 9.

The above limits may in general be extended to

105%, and during trial conditions to 107%, of thenominal L1speed 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 nominal

speedin L1, provided that torsional vibration condi-

tions permit.

Running above 100% of the nominal L1speed at a

load lower than about 65% specified MCR is, how-

ever, to be avoided for extended periods. Only

plants with controllable pitch propellers can reachthis light running area.

Line 4:

Represents the limit at which an ample air supply is

available for combustion and imposes a limitation

on themaximum combination of torque andspeed.

Line 5:

Represents the maximum mean effective pressure

level (mep), which can be accepted for continuous

operation.

Line 7:

Represents the maximum power for continuous

operation.


402 000 004 178 61 18

A 100% reference point

M Specified MCR

O 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 limit

Line 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)

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

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

Line 8 Overload limit

Line 9 Speed limit at sea trial

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

Fig. 2.03: Engine load diagram

178 39 18-4.1

2.04

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Limits for overload operation

The overload service range is limited as follows:

Line 8:

Represents the overload operation limitations.

The area between lines 4,5,7 and the heavy dashed

line 8 is available for overload running for limited pe-

riods only (1 hour per 12 hours).

Recommendation

Continuous operation without limitations is allowed

only within the area limited by lines 4, 5, 7 and 3 ofthe load diagram, except for CP propeller plants

mentioned in the previous section.

The area between lines 4 and 1 is available for oper-

ation in shallow waters, heavy weather and during

acceleration, i.e. for non-steady operation without

any strict time limitation.

After some time in operation, the ships hull and pro-

peller will be fouled, resulting in heavier running of

the propeller, i.e. the propeller curvewill move to the

left from line 6 towards line 2, and extra power is re-quired for propulsion in order to keep the ships

speed.

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 adapted

to the specified MCR, and the turbocharger etc. willbe matched to this power.

If the specified MCR is to be increased later on, this

may involve a change of the pump and cooler ca-

pacities, retiming of the engine, change of the fuel

valve nozzles, adjusting of the cylinder liner cooling,

as well as rematching of the turbocharger or even a

change to a larger size of turbocharger. In some

cases it can also require larger dimensions of the

piping systems.

It is therefore of utmost importance to consider, al-

ready at theprojectstage, if thespecificationshouldbe prepared for a later power increase. This is to be

indicated in item4 02010 of the Extent ofDelivery.

Examples of the use of the LoadDiagram

In the following, four different examples based on

fixed pitch propeller (FPP) and one example based

on controllable pitchpropeller (CPP) are given in or-

der to illustrate the flexibility of the layout and load

diagrams, andthesignificant influenceof thechoiceof the optimising point O.

For a project, the layout diagram shown in Fig. 2.09

may be used for construction of the actual load dia-

gram.


402 000 004 178 61 18

2.05

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The specified MCR (M) and its propeller curve 1

will normally be selected on the engine service

curve 2 (for fouled hull and heavy weather), as

shown in Fig. 2.04a. Point A is then found at the

intersection between propeller curve 1 (2) and the

constant power curve through M, line 7. In 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 of

the diesel engine may be found by using the inclina-

tions from the construction lines and the %-figures

stated.


402 000 004 178 61 18

2.06

Example 1:

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

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) isequal 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

Fig. 2.04a: Example 1, Layout diagram for normal running

conditions, engine with FPP, without shaft generator

Fig. 2.04b: Example 1, Load diagram for normal running


178 39 20-6.0

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402 000 004 178 61 18

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) isequal 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 running


178 39 23-1.0

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Also in this special case, a shaft generator is in-

stalled but, compared to Example 3, this case has a

specified MCR for propulsion, MP, placed at the top

of the layout diagram, see Fig. 2.07a.

This involves that the intendedspecified MCR of theengineMwill beplaced outsidethe top of the layout

diagram.

One solution could be to choose a diesel engine

with an extra cylinder, but another and cheaper

solution 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 asshown inFig.2.07a.Therefore,whenrun-

ning in the upper propulsion power range, a diesel

generator has to take over all orpart of the electrical

power production.

However, such a situation will seldom occur, as

ships are rather infrequently running in the upper

propulsion power range.

Point A, having the highest possible power, is

then found at the intersection of line L1-L3with

line 1, see Fig. 2.07a, and the corresponding load

diagram is drawn in Fig. 2.07b. Point M is found

on line 7 at MPs speed.


402 000 004 178 61 18

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 through

point AMP Specified MCR for propulsion


SP Continuous service rating of prpulsion


conditions, engine with FPP, without shaft generatorFig. 2.07b: Example 4, Load diagram for normal running

conditions, engine with FPP, with shaft generator

178 39 28-0.0

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When a controllable pitch propeller (CPP) is in-

stalled, the relevant combinator curves of the pro-

peller may also be a combination of constant engine

speeds and/or propeller curves, and it is not possi-

ble to distinguish between running points for light

and heavy running conditions.

Therefore, when the engines specified MCR point

(M) has been chosen, including the power for a shaft

generator, if installed,

point M may be used as point A of the load dia-

gram, which may then be drawn.

Fig. 2.08 shows two examples of running curves

that are both contained within the same load dia-

gram.

For specific cases witha shaft generator, and where

the propellers running curve in the high power

range is a propeller curve, i.e. based on a main-

tained constant propeller pitch (similar to the FPP

propulsion curve 2 for heavy running), please also

see the fixed pitch propeller examples 3 and 4.


402 000 004 178 61 18

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

2.10

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402 000 004 178 61 18

2.11

Fig. 2.09: Diagram for actual project

178 06 86-5.0

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Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil con-

sumption (SFOC) can be carried out by means of

Fig. 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 = specified

MCR (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 pressure

25 C ambient air temperature

25 C scavenge air coolant temperature

and is related to a fuel oil with a lower calorific value

of 10,200 kcal/kg (42,700 kJ/kg).

For lowercalorific values andforambientconditions

that 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 adjusted

to the nominal value (left column), or if the Pmaxis

not re-adjustedto thenominal value (rightcolumn).

WithPmaxadjusted

WithoutPmaxadjusted

Parameter Condition changeSFOCchange

SFOCchange

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

Blower inlet

temperature 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 air

coolant temperature, a corresponding 1 C in-

crease of the scavenge air temperature will occur

and involves an SFOC increase of 0.60% if Pmaxis

adjusted.

SFOC guarantee

The SFOC guarantee refers to the above ISO refer-

ence conditions and lower calorific value, and is

guaranteed for the power-speed combination in

which the engine is optimised (O) and fulfilling theIMO NOxemission limitations.

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

As SFOC and NOxare interrelated paramaters, an

engine offered without fulfilling the IMO NOxlimita-

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 pitch

propeller and constant speed, respectively shows

the reduction inSFOC, relative to the SFOCat nomi-

nal rated MCR L1.

The solid lines are valid at 100, 80 and 50% of the

optimised power (O) identical to the specified MCR

(M).

The optimising point O is drawn into the above-

mentioned Diagram 1. A straight line along the

constant mep curves (parallel to L1-L3) is drawn

through the optimising point O. The line intersec-

tions of the solid lines and the oblique lines indi-

cate the reduction in specific fuel oil consumption

at 100%, 80% and 50% of the optimised power,

related to the SFOC stated for the nominal MCR

(L1) rating at the actually available engine version.

In Fig. 2.12 an example of the calculated SFOC

curves are shown on Diagram 2, valid for two al-

ternative engine ratings: M1= O1and M2= O2.


402 000 004 178 61 18

2.12

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402 000 004 178 61 18

2.13

Data at nominal MCR (L1): S42MC Data of optimising point (O)

100% Power:

100% Speed:

Nominal SFOC:

136130

BHPr/min

g/BHPh

Power: 100% of (O)

Speed: 100% of (O)

SFOC found:

BHP

r/ming/BHPh

Specified MCR (M) = optimised point (O)

178 40 69-3.0

178 06 88-9.0

Fig. 2.10: SFOC for engine with fixed pitch propeller

178 40 68 -1.0

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402 000 004 178 61 18

2.14

Data at nominal MCR (L1): S42MC Data of optimising point (O)

100% Power:

100% Speed:

Nominal SFOC:

136130

BHPr/min

g/BHPh

Power: 100% of (O)

Speed: 100% of (O)

SFOC found:

BHP

r/ming/BHPh

Specified MCR (M) = optimised point (O) 178 06 90-0.0

Fig. 2.10: SFOC for engine with constant speed

178 40 68 -1.0

178 40 69-3.0

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402 000 004 178 61 18

2.15

Data at nominal MCR (L1): 6S42MC Data of specified MCR (M)

100% Power:

100% Speed:

Nominal SFOC:

8820136130

BHPr/min

g/BHPh

Power: 100% of (O)

Speed: 100% of (O)

SFOC found:

7056 BHP

122.4 r/min127.8 g/BHPh

Specified MCR (M) = optimised point (O)

178 67 80-6.1

Fig. 2.12: SFOC for a derated engine with fixed

pitch propeller

178 40 82-3.0

178 40 82-3.0

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Fuel Consumption at an Arbitrary Load

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

in an arbitrary poin S1, S2or S3can be estimated

based on the SFOC in point 1" and 2".

These SFOC values can be calculated by using the

graphs in Fig. 2.11 for the propeller curve I and Fig.

2.12 for the constant speed curve II, obtaining the

SFOC in points 1 and 2, respectively.

Then the SFOC for point S1can be calculated as an

interpolation between the SFOC in points 1" and

2", and for point S3as an extrapolation.

The SFOC curve through points S2, to the left of

point 1, is symmetrical about point 1, i.e. at speeds

lower than that of point 1, the SFOC will also in-crease.

The above-mentioned method provides only an ap-

proximate figure. A more precise indication of the

expected SFOC at any load can be calculated by

using our computer program. This is a service which

is available to our customers on request.


402 000 004 178 61 18

Fig. 2.13: SFOC at an arbitrary load

178 05 32-0.1

2.16

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3. Turbocharger Choice

Turbocharger Types

The MC engines are designed for the application of

either 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 with

two turbochargers onexhaust side for 10to12cylin-

der engines.

In order to clean the turbine blades and the nozzle

ring assembly during operation, the exhaust gas in-

let to the turbocharger(s) is provided with a dry

cleaning system using nut shells and a water wash-

ing system.

The engine power, the SFOC, and the data stated in

the list of capacities, etc. are valid for the

turbochargers stated in Fig. 3.01.

For other layout points than L1, the size of turbo-

charger may be different, depending on the point at

which the engine is to to be optimised.

Fig. 3.02 shows the approximate limits for applica-

tion of the MAN B&W turbochargers, Figs. 3.03 and

3.04 for ABB types TPL and VTR, respectively, and

Fig. 3.05 for MHI turbochargers.


459 100 250 178 61 19

3.01

Cyl. MAN B&W ABB MHI ABB

4 1 x NA40/S 1 x VTR454P-32 1 x MET42SD 1 X TPL69D

5 1 x NA40/S 1 x VTR454P-32 1 x MET53SD 1 X TPL73D/DE

6 1 x NA48/S 1 x VTR454D-32 1 x MET53SD 1 X TPL73D/DE



9 1 x NA57/T9 1 x VTR564D-32 1 x MET66SD 1 X TPL77D/DE




Fig. 3.01: Turbocharger types178 43 19-8.0

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459 100 250 178 61 19

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

3.02

178 43 22-1.0

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459 100 250 178 61 19

3.03

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

178 43 22-1.0

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459 100 250 178 61 19

3.04

Fig. 3.03a: Choice of turbochargers, make ABB, type TPL178 43 31-6.0

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459 100 250 178 61 19

3.05

Fig. 3.03b: Choice of turbochargers, make ABB, type TPL

178 43 31-6.0

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459 100 250 178 61 19

3.06

Fig. 3.04a: Choice of turbochargers, make ABB, type VTR 178 43 25-7.0

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459 100 250 178 61 19

3.07

Fig. 3.04b: Choice of turbochargers, make MHI

178 43 25-7.0

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459 100 250 178 61 19

3.08

Fig. 3.05a: Choice of turbochargers, make MHI178 43 28-2.0

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Total by-pass for emergency running

Option: 4 60 119

By-pas round the turbocharger of the total amount

of exhaust gas is only used for emergency running

in case of turbocharger failure.

This enables the engine to run at a higher load than

with a locked rotor under emergency conditions.

The engines exhaust gas receiver will in this case

be fitted with a by-pass flange of the same diameter

as the inlet pipeto theturbocharger. Theemergency

pipe is the yards delivery.


459 100 250 178 61 19

Fig. 3.06: Position of turbocharger cut-out valves

178 06 72-1.1

3.10

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4 Electricity Production

Introduction

Next to power for propulsion, electricity production

is the largest fuel consumer on board. The electricity

is produced by using one or more of the following

typesofmachinery, eitherrunningaloneor inparallel:

Auxiliary diesel generating sets

Main engine driven generators

Steam driven turbogenerators

Emergency diesel generating sets.

The machinery installed should be selected based

on an economical evaluation of first cost, operating

costs, and the demand of man-hours for mainte-

nance.

In the following, technical information is given re-

garding main engine driven generators (PTO) and

the auxiliary diesel generating sets produced by

MAN 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 engines low SFOC and

use 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 on

mechanical-hydraulical speed control.

PTO/CFE

(Power TakeOff/Constant FrequencyElectrical):

Generator giving constant frequency, based on

electrical frequency control.

PTO/GCR

(Power Take Off/Gear Constant Ratio):

Generator coupled to a constant ratio step-up

gear, used only for engines running at constant

speed.

The DMG/CFE (Direct Mounted Generator/Con-

stant Frequency Electrical) and the SMG/CFE (Shaft

Mounted Generator/Constant Frequency Electrical)

are special designs within the PTO/CFE group in

which the generator is coupled directly to the main

engine crankshaft and the intermediate shaft, re-

spectively, without a gear. The electrical output of

the generator is controlled by electrical frequency

control.

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 the

fore end of the diesel engine, without any con-

nections to the ship structure.

BW II:A free-standing gear mounted on the tank top

and 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 of

thedieselengine, with a side-mounted generator

without any connections to the ship structure.

BW IV:

A free-standing step-up gear connected to the

intermediate shaft, with a horizontal generator.

The most popular of the gear based alternatives is

the type designated BW III/RCF for plants with a

fixed pitch propeller (FPP) and the BW IV/GCR for

plants with a controllable pitch propeller (CPP). The

BW III/RCF requires no separate seating in the ship

and only little attention from the shipyard with re-

spect to alignment.


485 600 100 178 61 20

4.01

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485 600 100 178 61 20

4.02

Alternative types and layouts of shaft generators Design Seating Total

efficiency (%)

PT

O/RCF

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

/GCR

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 PTO

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Fig. 4.02: Designation of PTO


485 600 100 178 61 20

4.03

Power take off:

BW III S42/RCF 700-60

178 06 49-5.0

50: 50 Hz

60: 60 Hz

kW on generator terminals

RCF: Renk constant frequncy unitCFE: Electrically frequency controlled unit

GCR: Step-up gear with constant ratio

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W

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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 gear

manufacturer Renk. A complete package solution is

offered, comprising a flexible coupling, a step-up

gear, an epicyclic, variable-ratio gear with built-in

clutch, hydraulic pump and motor, and a standard

generator, see Fig. 4.03.

For marine engines with controllable pitch propel-

lers running at constant engine speed, the hydraulic

system 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 mounted

inthegear box sothat the weightof the wheelsis not

carried by the crankshaft. In the frame box, between

the crankcase and the gear drive, space is available

for tuning wheel, counterweights, axial vibration

damper, etc.

The first gear wheel is connected to the crankshaft

via a special flexible coupling made in one piece

with a tooth coupling driving the crankshaft gear,

thus isolating it against torsional and axial vibra-

tions.


485 600 100 178 61 20

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

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By means of a simple arrangement, the shaft in the

crankshaft gear carrying the firstgear wheel and the

female part of the toothed coupling can be movedforward, thus disconnecting the two parts of the

toothed coupling.

The power from the crankshaft gear is transferred,

via a multi-disc clutch, to an epicyclic variable-ratio

gear and the generator. These are mounted on a

common bedplate, bolted to brackets integrated

with the engine bedplate.

The BW III/RCF unit is an epicyclic gear with a hy-

drostatic superposition drive. The hydrostatic input

drives the annulus of the epicyclic gear in either di-

rection of rotation, hence continuously varying thegearing ratio to keep the generator speed constant

throughout an engine speed variation of 30%. In the

standard layout, this is between 100% and 70% of

the engine speed at specified MCR, but it can be

placed in a lower range if required.

The input power to the gear is divided into two paths

one mechanical and the other hydrostatic and

the epicyclic differential combines the power of the

two paths and transmits the combined power to the

output shaft, connected to the generator. The gear

is equipped with a hydrostatic motor driven by apump, and controlled by an electronic control unit.

This keeps thegenerator speed constant during sin-

gle running as well as when running in parallel with

other generators.

The multi-disc clutch, integrated into the gear input

shaft, permits the engaging and disengaging of the

epicyclic gear, and thus the generator, from the

main engine during operation.

An electronic control system with a Renk controller

ensures that the control signals to the main electri-

cal switchboard are identical to those for the normal

auxiliary generator sets. This applies to ships with

automatic synchronising and load sharing, as well

as to ships with manual switchboard operation.

Internal control circuits and interlocking functions

between the epicyclic gear and the electronic con-

trol box provide automatic control of the functions

necessary for thesatisfactory operation andprotec-

tion of the BW III/RCF unit. If any monitored value

exceeds the normal operation limits, a warning oran

alarm is given depending upon the origin, severity

and the extent of deviation from the permissibleval-

ues. The cause ofa 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 be

built-on to the main engine. Fig. 4.04 shows the re-

quired space and the standard electrical output

range on the generator terminals.

In the case thata larger generator is required, please

contact 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 be

taken into consideration when determining the ratio

of the crankshaft gear. However, this has no influ-

ence on the space required for the gears and the

generator.

The PTO/RCF can be operated as a motor (PTI) as

well as a generator by adding some minor modifica-

tions.


485 600 100 178 61 20

4.05

Standard sizes of the crankshaft gears and the

RCF units are designed for 700 and 1200 kW,

while the generator sizes of make A. van Kaickare:

Type

DSG

440 V

1800

kVA

60Hz

r/min

kW

380 V

1500

kVA

50Hz

r/min

kW

62 M2-4

62 L1-4

62 L2-4

74 M1-4

74 M2-4

74 L1-4

707

855

1056

1271

1432

1651

566

684

845

1017

1146

1321

627

761

940

1137

1280

1468

501

609

752

909

1024

1174

178 34 32-9.0

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Yard deliveries are:

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

2. Electrical power supply to the lubricating oil

stand-by pump built on to the RCF unit

3. Wiring between the generator and the operator

control panel in the switch-board.

4. An external permanent lubricating oil filling-up

connection can be established in connection

with the RCF unit. The system is shown in Fig.

4.07 Lubricating oil system for RCF gear. Thedosage tank and the pertaining piping are to be

delivered by the yard. The sizeof the dosage tank

is stated in the table for RCF gear in Necessary

capacities for PTO/RCF (Fig. 4.06).

The necessary preparations to be made on the 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 for

the main engine in question are to be increased by

theadditional capacities for thecrankshaftgearand

the RCF gear stated in Fig. 4.06.


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4.06

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485 600 100 178 61 20

4.07

kW Generator

6,7,8 S42MC

700-60 1200-60

A 2167 2167

B 785 785

C 2827 2827

D 3225 3225

F 1835 1955

G 1830 1830

H 2628 3130

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 BWlll S42/RCF

178 40 47-7.0

178 11 99-4.0

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485 600 100 178 61 20

4.08

Fig. 4.05a: Engine preparations for PTO 178 40 42-8.0

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485 600 100 178 61 20

4.10

Crankshaft gearlubricated 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 DC10%, 8 amp

From main engine:Design lub. oil pressure: 2.25 bar

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

Lub. oil working temperature: 50 C

Lub. oil type: SAE 30

Cooling water inlet temperature: 36 C

Pressure drop across cooler: approximately 0.5 bar

Fill pipe for lub. oil system store tank (~32)

Drain pipe to lub. oil system drain tank (~40)

Electric cable between Renk terminal at gearbox and

operator 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

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485 600 100 178 61 20

4.11

The letters refer to the List of flanges, which will be

extended by the engine builder, when PTO systems are

built on the main engine

Fig. 4.07: Lubricating oil system for RCF gear

178 07 69-3.0

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Generator step-up gear and flexible coupling

integrated in the shaft line

For higherpower takeoff loads, a generator step-up

gear andflexiblecoupling integrated in theshaft line

may be chosen due to first costs of gear and cou-

pling.

The flexible coupling integrated in the shaft line will

transfer the total engine load for both propulsion

and electricity and must be dimensioned accord-

ingly.

The flexible coupling cannot transfer the thrust from

the propeller and it is, therefore, necessary to make

the gear-box with an integrated thrust bearing.

This type of PTO-system is typically installed on

ships with large electrical power consumption, e.g.

shuttle tankers.


485 600 100 178 61 20

4.13

Fig. 4.09: Power Take Off (PTO) BW II/GCR

Power Take Off/Gear Constant Ratio,

PTO BW II/GCR

The system Fig. 4.01 alternative 8 can generate

electrical power on board ships equipped with a

controllable pitch propeller, running at constant

speed.

The PTO unit is mounted on the tank top at the fore

end of the engineand, byvirtue of itsshort and com-

pact design, it requires a minimum of installation

space, see Fig.4.09. The PTO generator is activated

at sea, taking over the electrical power production

on 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 hydraulic

pump, control valve and control panel, can be fitted

as an option.

178 18 22-5.0

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485 600 100 178 61 20


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 mass

Engine/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)

A

mm

2745

3020

3295

3570

3845

3845

B

mm

1399

1489

1584

1679

1679

1679

* C

mm

4145

4509

4880

5250

5525

5525

D

mm

1365

1365

1405

1405

1405

1505

E

mm

810

810

810

810

810

810

F

mm

2175

2175

2215

2215

2215

2315

G

mm

1000

1000

1000

1000

1000

1000

H

mm

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

6L16/24 600 570 540 515

7L16/24 700 665 630 600

8L16/24 800 760 720 680

9L16/24 900 855 810 770

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485 600 100 178 61 20

4.15

Max. continuous rating at Cyl. 5 (1200 r/min) 6 7 8 9

1000/1200 r/min kW 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 36C inlet and 44C 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 36C inlet and 80C 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 80C, and 44C for LT water. At different inlet temperatures the flow will changeaccordingly.Example: if the inlet temperature is 25C, 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 36C, then the LT outlet will rise accordingly.** See the curve for the pump in data sheet B 13 18 1.

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 88-6.0

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485 600 100 178 61 20


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

Dry

mass**

t

12.2

12.2

12.9

12.9

14.3

14.3

15.8

15.8

Dry mass

Genset***

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

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485 600 100 178 61 20

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 32C instead of 36C.

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

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5 Installation Aspects

Installation Aspects

Space requirement for the engineOverhaul with double jib crane

Engine outline

Centre of gravity

Water and oil in engine

Gallery ouline

Engine pipe connections

List of counterflanges

Arrangement of holding down bolts

Profile of engine seatingTop bracing

Earthing device

MAN B&W Diesel A/S S42MC-C Project Guide

400 000 050 178 50 15

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5 Installation Aspects

The figures shown in this chapterare intendedas an

aid at the project stage. The data is subject to

change without notice, and binding data i

s42mc

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