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S 46MC -C P rojec t G uide

Tw o-s troke Engines

This b ook des c ribe s the g enera l tec hnic a l fea tures o f the S46MC-C engine,

including s ome optional features a nd/or eq uipment.

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

co nta ct the releva nt engine supplier for a c onfirmation of the a c tual execution a nd

extent of delivery.

A “List o f Upda tes” will be upda ted c ontinuously. P lea se a sk for the la test issue,

to b e s ure tha t your “P rojec t G uide” is fully up to da te.

1st Edition

May 1997

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Engine type identification

The eng ine types of the MC p rogramme a re identi-

fied by the follow ing letters a nd figures :

S 46 MC

Diameter of piston in cm

S troke/bo re ra tio

Engine progra mme

C Compact engine

S Stationary plants

T Tankers

S S uper long stroke approxima tely 4.0

L Long s troke a pproxima tely 3.2

K S hort s troke a pproxima tely 2.8

- C6

Number of c ylinde rs

Design

1.01

Fig. 1.01 : Description of designation

MAN B &W Diesel A/S S 46MC-C P rojec t G uide

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1.02

Power and speed

kWP ower

BHP

Layoutpoint

Enginespeed

Mean effectivepressure

Numbe r of c ylinde rs

r/min ba r 4 5 6 7 8

L1 129 19.052407140

65508925

786010710

917012495

1048014280

L2 129 15.242005700

52507125

6300 8550

7350 9975

840011400

L3 108 19.044006000

55007500

6600 9000

770010500

880012000

L4 108 15.235204800

44006000

5280 7200

6160 8400

7040 9600

Fuel and lubricating oil consumption

S pec ific fuel oilconsumption

g/kWhg/BHP h

Lubricating oil consumption

S ystem oil

Cylinder oilAt load

Layout point100% 80%

Approximatekg/cyl. 24 hours

L1 174128 173127

41.1-1.6 g/kWh

0.8-1.2 g/B HP h

L2169124

167123

L3174128

173127

L4169124

167123

Fig. 1.02: Power, speed and SFOC

S46MC-CBore: 460 mmStroke: 1932 mm

Speed

L1

L2

L3

L4

Power


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Engine Power Range and Fuel Consumption

Engine Power

The table contains data regarding the engine power,

speed and specific fuel oil consumption of the

S42MC-C.

Engine power is specified in both BHP and kW, in

rounded figures, for each cylinder number and layout

points L1, L2, L3 and L4:

L1 designates nominal maximum continuous rating

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

engine speed.

L 2 , L3 and L 4 designate layout points at the other

three corners of the layout area, chosen for easy

reference. The mean effective pressure is:

L1 - L3 L2 - L4barkp/cm

219.019.4

15.215.5

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 °CBlower inlet pressure . . . . . . . . . . . . . . 1000 mbar

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

Fuel oil lower calorific value . . . . . . . 42,707 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 Specific Fuel Oil Consumption (SFOC) is guaran-

teed for one engine load (power-speed combination),

this being the one in which the engine is optimised.

The guarantee is given with a margin of 3%.

If the IMO NOx limitation are to be fulfilled the

tolerance will be of 5%.

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.

1.03

Rev.1

MAN B&W Diesel A/S S46MC-C Project Guide

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Performance curves

1.04

Fig. 1.03 : Performance curves


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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&W’s design because of produc-

tion facilities or the application of local standard

components. See engine cross section Fig. 1.04.

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 in one part with the chain drive

placed at the thrust bearing in the aft end on 4 to 8

cylinder engines. The bedplate consists of high,

welded, longitudinal girders and welded cross gir-

ders 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 82 630,

respectively.

The bedplate is made without taper if mounted on

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

mounted on cast iron chocks, option 4 82 101.

The oil pan is made of steel plate and is welded to

the bedplate. The oil pan collects the return oil from

the forced lubricating and cooling oil system. For

about every third cylinder it is provided with a verti-

cal drain with grating.

Horizontal outlets at both ends can be arranged as

an option: 4 40 102.

The main bearings consist of steel shells lined with

bearing metal. The bottom shell can, by means of

special tools and hydraulic tools for lifting the crank-

shaft, be rotated out and in. The shells are kept in

position by a bearing cap.

The chain drive is placed in the aft end of the engine.

Thrust Bearing

The thrust bearing is of the B&W-Michell type, and

consists, primarily, of a thrust collar on the crank-

shaft, a bearing support, and segments of steel with

white metal. The thrust shaft is thus an integrated

part of the crankshaft.

The propeller thrust is transferred through the thrust

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

gine seating and end chocks. The thrust bearing is

lubricated by the engine’s main lubricating oil system.

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 brake. The electric motor is pro-

vided with insulation class B and enclosure IP44.

The turning gear is equipped with a blocking devicethat prevents the main engine from starting when

the turning gear is engaged. Engagement and

disengagement of the turning gear is effected ma-

nually by an axial movement of the pinion.

A control device for turning gear, consisting of star-

ter and manual remote control box, with 10 metres

of cable, can be ordered as an option: 4 80 601.

Frame Box

The frame box is made in one or more parts depend-ing on production facilities. The frame box is

welded. On the exhaust side, the engine is provided

with a relief valve and a manhole for each cylinder.

On the camshaft side of the engine, the frame box

is provided with a large door for each cylinder.

The crosshead guides are fixed in the frame box.

1.05

Rev.1


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The fra me bo x is a ttac hed to the b edplate w ith

sc rew s. The fra me b ox, bed pla te a nd c ylinder fra me

are tightened to gether by tw in sta y bo lts. The sta y

bo lts a re ma de in one pa rt. The s ta y bo lt nut is

tightened with the use of hydraulic jacks.

Cylinder Frame, Cylinder Liner andStuffing Box

The c ylinder fra me is c a st in one piece w ith integra ted

ca msha ft fra me a nd the c hain drive at the aft end. It is

mad e of ca st iron and is atta ched to the frame bo x with

sc rews . The cylinder frame is provided with ac cess

covers for cleaning the scavenge air space and for

inspe ction of sc a venge po rts and p isto n rings from thecamsha ft side. Tog ether w ith the cylinde r liner it forms

the sca venge a ir space.

The c ylinder frame ha s duc ts for pisto n co oling o il

inlet. The sc a veng e a ir rece iver, cha in drive, turbo -

charger, air cooler box and gallery brackets are

loc a ted a t the cylinde r fra me. Furthermore, the sup-

ply pipe for the piston cooling oil and lubricating oil

is a ttac hed to the cylinder fra me. At the bo ttom of

the c ylinde r fra me there is a pisto n rod s tuffing b ox,

which is provided with sealing rings for scavenge

a ir, and w ith oil sc raper rings which prevent o il fromcoming 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

cy linder fram e.

The c ylinde r liner is ma de of a lloyed ca s t iron a nd is

suspended in the cylinder frame by means of a

low -situa ted fla nge. The uppermos t pa rt of the liner

is s urrounded by a ca s t iron co oling jac ket. The

cylinder liner has scavenge ports and drilled holes

for cylinder lubrication.

The ca ms haft is emb ed de d in be a ring s hells lined

with white meta l in the ca msha ft fra me.

Cylinder Cover

The c ylinde r cover is of forged s teel, ma de in one

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

central bore for the exhaust valve a nd b ores for fuel

valves, safety valve, starting valve and indicator

valve.

The c ylinder c over is a tta c hed to the c ylinder frame

with studs a nd nuts tightened by hydraulic ja ck.

Exhaust Valve and Valve Gear

The exhaus t valve consists o f a va lve housing a nd

a va lve s pindle. The va lve hous ing is o f ca s t iron anda rra nge d for w a ter coo ling. The hous ing is provide d

with a b ottom piece of s teel w ith hardened sea t. The

bottom piece is wa ter cooled. The s pindle is ma de

of heat resistant steel, also with hardfacing metal

we lde d o nto the se a t. The housing is provided w ith

a spindle guide.

The exha ust va lve is tightened to the c ylinde r cover

with studs a nd nuts. The exhuas t va lve is opened

hydraulica lly a nd c lose d by me a ns o f air pressure.

In ope ration, the va lve s pindle slowly rota tes , driven

by the exhaust gas acting on small vanes fixed tothe sp indle. The hydra ulic s ys tem c ons ists of a

piston pump mounted on the roller guide housing,

a high-press ure pipe, a nd a w orking c ylinde r on the

exha ust va lve. The pist on pump is a ctivate d b y a

ca m on the ca mshaft.

Air sealing of the exhaust valve spindle guide is

provided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

Eac h cy linder co ver is e q uipped w ith two fuel va lves,

one s tarting va lve, one sa fety valve, a nd one indica-

tor va lve. The op ening of the fuel valves is c ontrolled

by the fuel oil high pressure created by the fuel

pumps, and the valve is closed by a spring. An

automatic vent slide allows circulation of fuel oil

through the valve and high pressure pipes, and

prevents the c ompres sion cha mbe r from being filled

up with fuel oil in the event that the valve spindle is

sticking w hen the eng ine is s topped.

1.06


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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.

Indicator Drive

In its basic execution, the engine is fitted with an

indicator drive.

The indicator drive consists of a cam fitted on the

camshaft and a spring-loaded spindle with roller

which moves up and down, corresponding to themovement of the piston within the engine cylinder.

The top of the spindle has an eye to which the

indicator cord is fastened after the indicator has

been mounted on the indicator valve.

Crankshaft

The crankshaft is of the semi-built type made from

forged steel throws, or for some cylinder numbers,

from cast steel throws with cold rolled fillets. 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 for a moment

compensator chain wheel, in the event that these

are to be installed.

The flange can also be used for a power take-off, if

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

extra cost: 4 85 000.

Coupling bolts and nuts for joining the crankshaft

together with the intermediate shaft are not normally

supplied. These can be ordered as an option: 4 30 602.

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

the main journal, and the housing is fixed to the main

bearing support. A mechanical device for check of

the functioning of the vibration damper is fitted.

5 and 6S46MC-C or plants equipped with a Power

Take Off at the fore end are to be equipped with an

axial vibration monitor, option: 4 31 116.

Connecting Rod

The connecting rod is made of forged steel and

provided with bearing caps of nodular iron for the

crosshead and crankpin bearings.

The crosshead and crankpin bearing caps are

secured to the connecting rod by studs and nuts

which are tightened by hydraulic jacks.

The crosshead bearing consists of a lower thin-

walled steel shell, lined with bearing metal and abearing cap lined with white metal. The crosshead

bearing cap is in one piece, with an angular cut-out

for the piston rod.

The crankpin bearing is provided with thin-walled

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

supplied through ducts in the crosshead and connect-

ing rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistant

steel and has four ring grooves which are hard-

chrome plated on both the upper and lower surfaces

of the grooves. The piston crown is with “high

topland”, i.e. the distance between the piston top

and the upper piston ring has been increased.

The upper piston ring is a CPR type (Controlled

Pressure Releif) whereas the other three piston rings

1.07


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a re with a n obliq ue cut. The tw o uppermos t pis ton

rings are higher than the lower ones.

The piston s kirt is of c a s t iron.

The pis ton rod is of forged s teel a nd is surfac e-hard-

ened on the running surfac e for the s tuffing b ox. The

piston rod is c onnected to the cross head with four

screws.

The piston rod ha s a ce ntral bo re which, in co njunc-

tion w ith a co oling oil pipe, forms the inlet a nd outlet

for coo ling oil.

The cros shea d is of forged s teel and is provided

with nodula r ca st iron guide shoes with white meta lon the running surfac e. The telesc opic pipe for oil

inlet a nd the pipe for oil outlet, a re mounted on the

top of the guide s hoes.

Fuel Pump and Fuel OilHigh-Pressure Pipes

The eng ine is provide d w ith one fuel pump for ea ch

cy linder. The fuel pump cons ists of a pump hous ing

of nodular cast iron and a centrally placed pump

barrel and plunger of nitrated steel. In order toprevent fuel oil from being mixed w ith the lubric a ting

oil the pump actuator is provided with a sealing

arrangement.

The pump is a ctivated by the fuel ca m, and the

injec ted volume is co ntrolled by turning the p lunger

with a toothed b ar which is c onnected to the regu-

la ting mec hanism.

Adjustment of the pump lead is effected by inserting

shims b etween the top cover and the pump housing.

The fuel pump is p rovide d w ith a punc ture va lve. Inemergency stop position the valve leads the fuel oil

ba ck into the suction side of the pump and thereby

prevents the fuel from opening the fuel valves and

enter ínto the cylinder.

The fuel oil hig h-press ure pipes a re eq uippe d w ith

protective hoses or are mad e a s d ouble pipes w ith

insulation.

Camshaft and Cams

The ca msha ft is mad e in one or two piece s d epend-

ing on the number of cylinders, with fuel cams,

exhaust cams, thrust disc and chain wheel shrunk

onto the sha ft.

The exhaust c a ms a nd fuel ca ms a re of steel, with

a hardened roller ra ce. They ca n be a djusted and

disma ntled hydra ulica lly.

Chain Drive

The ca msha ft is driven from the c rankshaft b y tw o

cha ins. The c hain wheel is b olted o n to the s ide ofthe thrust c olla r. The c ha in drive is provide d w ith a

cha in tightener and guide ba rs to support the long

cha in lengths .

Reversing

Reversing of the engine ta kes pla ce b y reversing the

starting air distributor and by means of an angular

displac ea ble roller in the driving mec ha nism for the

fuel pump o f ea ch eng ine c ylinde r. The revers ing

mechanism is activated and controlled by com-press ed a ir supplied to the eng ine. The exha ust

va lve g ea r is no t reversible.

2nd order Moment Compensators

Thes e a re releva nt only for 4, 5 or 6-cylinder en-

gines, a nd ca n be mounted either on the aft end or

on both fore end and a ft end. In spec ia l ca ses only

a compensator on the fore end is necessary.

The af t end co mpensa tor co nsists of ba la nce

weights built into the camshaft chain drive, option:4 31 203.

The fore end com pensa tor consists of ba la nce

weights driven from the fore end of the crankshaft,

option: 4 31 213

1.08


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Tuning Wheel/Torsional VibrationDamper

A tuning w hee l/tors iona l vib ration da mpe r is to be

ordered separately based upon the final torsional

vibration calculations. All shaft and propeller data

are to be forwarded by the yard to the engine

builder, see chapter 7.

Governor

For conventional installations the engine speed is

co ntrolled by a mechanica l/hydraulic Wood w ard go v-

ernor type P G A200.

Elec tronic governors a re a vaila ble as a n option, see

chapter 6.11.

Cylinder Lubricators

The eng ine is eq uipped with one or tw o c ylinder

lubric a tors. The c ylinder lubrica tors a re mounted on

the fore end of the c ylinder frame.

The lubrictors h a ve a b uilt-in ca pa bility to a djust-

ment o f the oil q ua ntity. They a re of the S ight FeedLubrica tor type and a re provided with a s ight g la ss

for ea ch lubrica ting po int. The o il is led to th e lubri-

ca tors through a pipe sys tem from a n elevated tank.

Once a djusted , the lubrica tors w ill ba sica lly ha ve a

cylinder oil feed rate proportional to the engine

revolutions.

No-flow a nd low level alarm devices a re included

The lubrica tors a re further eq uippe d w ith elec tric

heating

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

dep endent lubrica tor ca n be fitted , option: 4 42 113

which is frequently us ed on plants with controlla ble

pitch propeller.

The Load Cha nge Depend ent sys tem, option: 4 42

120 will automatically increase the oil feed rate in

ca se of a sudd en cha nge in engine loa d, for insta nce

during manoeuvring or rough sea conditions.

Manoeuvring System (prepared forBridge Control)

The e ng ine is p rovided w ith a pne uma tic/elect ric

ma noeuvring a nd fuel oil regula ting s ys tem. The

system transmits orders from the separate ma-

noeuvring console to the engine.

The ma noeuvring s ys tem ma kes it pos s ible to sta rt,

stop, and reverse the engine and to control the

engine spe ed . The sp eed co ntrol ha ndle on the

manoeuvring console gives a speed-setting signal

to the go vernor, depe ndent on the d esired number

of revolutions. At a shut down function, the fuel

injec tion is s topped by a ctivating the puncture valves

placed in the fuel pumps, independent of the speedcontrol handle’s position.

Reversing is effected by moving the manoeuvring

handle from “Ahead” to “Astern” and from “Stop”

to “Start” position. Control air then reverses the

starting air distributor and, through an air cylinder,

the displaceable roller in the driving mechanism for

the fuel pump, to the “Astern” position.

The eng ine is provided with a side mo unted c ontrol

co nso le a nd instrument pa nel, for emergency running.

The ma noeuvring s yste m is des cribed in cha pter 6.11.

Gallery Arrangement

The eng ine is p rovided w ith ga llery brac kets, s ta n-

chions, railings a nd p la tforms (exc lusive of lad de rs).

The brac kets a re pla ced a t such a height that the

be st po ss ible overhauling a nd insp ec tion co nditions

are achieved. Some main pipes of the engine are

suspe nded from the g a llery brackets.

Scavenge Air System

The a ir inta ke to the turbo cha rger takes pla ce direc t

from the e ngine room through the inta ke silencer of

the turbo cha rger. From the turbocharger, the a ir is led

via the cha rging a ir pipe, a ir coolers a nd s ca venge

air receiver to the scavenge ports of the cylinder

liners. The c ha rging a ir pipe b etw een the turbo -

cha rger and the a ir cooler is provided with a c om-

pensa tor and is heat insula ted on the outside.

1.09


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Exhaust Turbocharger

The eng ine is fitte d w ith MAN B&W turbo c ha rge r

(4 59 101), ABB turbocharger (4 59 102) or a Mit-

sub is hi turbo cha rger (4 59 103) a rra nged on the a ft

end of the eng ine (4 59 121).

The turbo c ha rger ca n a lternatively be loca ted o n the

exha ust side of the engine, option: 4 59 123. The

turboc harger is pa rtly c ooled, either by freshw a ter

or the lubricating oil.

The turboc ha rger is provide d w ith:

a) Equipment for wa ter wa shing of the compressor

side.

b) Equipment is insta lled for dry cleaning of the

turbine side a nd w a ter was hing

The ga s outlet c a n be 15° /30° /45° /60° /75° /90° from

vertica l, a wa y from the engine. Se e either of options

4 59 301-309. The turboc harger is e q uipped w ith an

electronic ta cho s ys tem w ith pick-ups, c onverter a nd

indicator for mounting in the engine control room.

Scavenge Air Cooler

The engine is fitted w ith a n a ir cooler divide d in ele-

ments 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 working pressure,

option: 4 54 132.

The end co vers are of c oa ted ca st iron 4 54 150, or

a lternatively of b ras s, option: 4 54 151

A water mist catcher of the through-flow type is

located in the air chamber below the air cooler.

The sc a venge a ir system is des cribed in in cha pter

6.09.

Exhaust Gas System

From the exhaust valves, the g as is led to the exhaust

gas receiver where the fluctuating pressure from the

individua l cylinders is eq ualise d, and the tota l volume

of ga s led further on to the turboc harger at a co nsta nt

pressure. After the turbocharger, the gas is led to

the external exhaust pipe system, which is yard’s

supply.

Compens a tors a re fitted betw een the exhaust valves

and the receiver, and between the receiver and the

turbocharger.

The exhaust ga s receiver and exha ust pipes a re

provided with insulation, covered by galvanized

ste el pla ting.

There is a protec tive gra ting be tw een the exha ust

ga s receiver a nd the turboc harger.

Auxiliary Blower

The en gine is p rovide d w ith tw o elec trica lly-driven

blowers automatically controlled by the scavenge

air pressure in the receiver.

The s uction s ides of the blowers a re connected to

the duct from the air cooler, and the flap valves in

the outlet duc t from the a ir co oler a re clos ed a s long

as the a uxilia ry blow er ca n give a supplement to the

scavenge air pressure.

B oth a uxilia ry blow ers w ill s ta rt operating be fore the

engine is s ta rted a nd w ill ens ure sufficient sc a venge

air pressure to obtain a sa fe sta rt.

During operation of the engine, both auxiliary blowers

will start automatically each time the engine load is

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

operating until the load again exceeds approximately

40-50%.

In c as es w here one of the a uxilia ry blow ers is out of

se rvice , the other a uxilia ry blow er w ill automa tica lly

compensate without any manual readjustment ofthe va lves, thus a voiding a ny engine load reduction.

This is a c hieved by the a utoma tica lly w orking no n-

return va lves in the o utlet pipe of the blowe rs.

The electric m otors a re of the tota lly enc los ed , fan

coo led type w ith insula tion min. clas s B a nd enc lo-

sure minimum IP44. Frequency speed control can

be a pplied a s a n option.

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The electrica l co ntrol panel a nd s ta rters for two

a uxilia ry blow ers ca n be d el ivered a s a n option:

4 55 650.

Piping Arrangements

The eng ine is de livered w ith piping a rrangements fo r:

Fuel oil

Lubrica ting a nd co oling oil

Cy linde r lubrica ting oil

Lubrica ting o f turboc ha rger

Co oling w a ter for air coo ler

J ac ket cooling w ater

Cleaning of turbochargerFire extinguishing for sc a venge a ir spa ce

Starting air

Control air

Safety air

Exha ust va lve s ea ling a ir and a ir spring

Oil mist detector

Pressure g auge

Various drains

All arrangements are made of steel piping, except

the co ntrol air, s afety a ir and stea m hea ting of fuel

pipes which a re mad e of c opper. The pipes for seacooling water to the air cooler are of:

G a lvanised steel . . . . . . . . . . . . . . . . (4 45 130), or

Thick-wa lled, ga lvanised ste el . . . . . (4 45 131), or

Aluminium bras s . . . . . . . . . . . . . . . . (4 45 132), or

Co pper nickel . . . . . . . . . . . . . . . . . . . . . (4 45 133)

In the case of central cooling, the pipes for fresh-

w a ter to the a ir cooler are of ste el. The pipes a re

provided with sockets for standard instruments,

a la rm a nd s a fety eq uipment a nd, furthermore, with

a number of sockets for supplementary signal

eq uipment a nd supplementary remote instruments.The inlet a nd return fuel oil pipes (exc ept bra nch

pipes) ca n be hea ted w ith:

Stea m trac ing . . . . . . . . . . . . . . . . . . . 4 35 110, or

Elec trica l tra c ing . . . . . . . . . . . option: 4 35 111, or

Thermal oil tra cing . . . . . . . . . . . . option: 4 35 112

The a bo ve hea ting p ipes a re normally d elivered

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

tra nsported a s one unit, insula tion c a n be mounted

as an option: 4 35 121.

The eng ine’s externa l pipe c onnec tions a re in

ac corda nce w ith DIN a nd IS O standa rds:

• S ea led, w ithout counterfla nges in one end, andwith blank counterflanges and bolts in the other

end (4 30 201), or

• With blank counterfla nge s a nd b olts in both end sof the piping, option: 4 30 202, or

• With drilled c ounte rfla nge s a nd b olts, op tion:4 30 203

A fire extinguishing s ys tem for the s ca venge a ir boxwill be provided , ba sed on:

Stea m . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, or

Wa ter mist . . . . . . . . . . . . . . . . option: 4 55 142, or

CO2 (exc luding bottles ) . . . . . . . . . option: 4 55 143

Starting Air System

The sta rting a ir sy s tem c omprise s a ma in sta rting

valve, a non-return valve, a bursting disc for the

branch pipe to each cylinder, a starting air distribu-

tor, and a sta rting va lve on ea ch c ylinder. The ma in

starting valve is connected with the manoeuvring

sys tem, w hich c ontrols the sta rt of the eng ine.

A slow turning valve with actuator can be ordered

as an option: 4 50 140.

The s ta rting a ir distributor regulates the s upply o f

control air to the starting valves so that they supply

the engine cylinders with starting air in the correct

firing order.

Oil Mist Detector

The eng ine is provide d w ith a n oil mist de tec tor of :

Make: G raviner

Type: MK 5 . . . . . . . . . . . . . . . . . . . . . . . 4 75 161

or

Make: Schaller

Type : Visa tron VN 215 . . . . . . . . . . . . . . . 4 75 163

1.11


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1.12

Fig. 1.04: Engine cross secition


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2 Engine Layout and Load Diagrams, SFOC

Introduction

The effec tive brake po wer P b of a diesel engine is

proportional to the mean effective pressure p e and

engine spee d n, i.e. when using c a s a cons tant.

P b = c x pe x n

so , for consta nt mep, the pow er is proportional to

the speed

P b = c x n1 (for consta nt mep)

When running w ith a fixed pitch prope ller (FPP ), the

pow er may be e xpress ed a cc ording to the propeller

law as

P b = c x n3 (propeller law)

Thus, for the a bove examples, the b ra ke pow er P bma y be expres sed a s a n exponentia l function of the

speed n to the power of i, i.e.

P b = c x ni

Fig. 2.01a sho w s the rela tions hip for the linea r func-

tions, y = a x + b, using linear sc ales.

The exp one ntial func tions P b = c x ni, see Fig. 2.01b,

will be linea r functions w hen using loga rithmic sc a les .

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

Thus, propeller c urves will be pa rallel to lines ha ving

the inclina tion i = 3, a nd lines w ith co nsta nt mep w ill

be pa rallel to lines w ith the inclina tion i = 1.

Therefore, in the la yout a nd load diag rams for dies el

engines, loga rithmic sc a les a re used, ma king simple

diagrams with straight lines.

Propulsion and Engine Running Points

Propeller curve

The rela tion b etw een po we r and p ropeller spee d is

given for a fixed pitch propeller, and it is as men-

tioned above usually described by a third power

curve:

P b = c x n3

in which:

P b = eng ine pow er for propulsion

n = prope ller sp eedc = constan t

Propeller design point

Normally, calculations of the necessary propeller

power and s peed a re ba sed on theoretica l ca lcula-

tions, a nd o ften experimental tank tests , bo th

2.01

Fig. 2.01a: Straight lines in linear scales Fig. 2.01b : Exponential curves in logarithmic scales


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assuming optimum operating conditions, i .e. a

clean hull and g ood we a ther. The ob tained c ombi-

nation of speed a nd pow er ma y be c a lled the ship’s

propeller design point (PD) placed on the running

propeller curve 6, see Fig. 2.02.

Fouled hull

When the s hip ha s sa iled for some time, the hull a nd

propeller become fouled and the hull’s resistance

will increase. Consequently, the ship speed will be

reduced unless the engine delivers more power to

the p rope ller, i.e. the prope ller w ill be further loa ded

and will be heavy running (HR).

Sea margin and heavy propeller

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

winds, the ship’s resistance may increase much

more, g iving a n even hea vier running.

When the nece ss a ry engine pow er and s peed is to

be de termined , it is the refore norma l to a dd a n extra

power margin, the so-called sea-margin which tradi-

tionally is a bo ut 15% of the P D pow er, comp a red to

the c lea n hull a nd c a lm w ea ther propeller curve 6 -placed on a heavier propeller curve 2 in fig. 2.02.

The co rres ponding s peed a nd pow er combination

is called the “continuous service rating for propul-

sion” (S P ) for fouled hull, a nd hea vy w ea ther. The

propeller c urve for fouled hull and hea vy w ea ther w ill

norma lly be used a s the ba sis for the eng ine oper-

ating curve in service, curve 2, and the propeller

curve for clea n hull a nd c a lm w ea ther curve 6 will be

said to represent a “light running” (LR) propeller.

Engine margin

Freq uently, a s o-ca lled e ngine margin of a bo ut 10%

is a lso a dd ed, w hich mea ns that the “s pecified MCR

for propulsion” (MP) is s o tha t S P = 90% of MP.

P oint MP is identica l to the eng ine’s s pec ified MC R

point (M), unles s a ma in eng ine d riven s ha ft ge ner-

a tor is insta lled. In this c as e the extra powe r demand

of the shaft generator has to be considered, too.

Note:

Light/heavy running, fouling and sea margin are

overlapp ing terms in which Light/heavy running of

the propeller refers to hull and propeller deteriora-

tion, heavy weather and Sea margin i.e. extra power

to the p ropeller, refers to the influence of the w ind

and the sea. Based on feedback from service, it

seems reasonable to d esign the propeller for 2.5-5%

light running. However, the degree of light running

must be dec ided upon experience from the actual

trade and hull design.

Specified maximum continuous rating (M)

The s pec ified MCR is the ma ximum rat ing req uiredby yard or owner for continuous operation of the

chos en engine. P oint M ca n be a ny point w ithin the

layout diagram. Once the specified MCR point M

has been chosen, and provided that the shaftline

and auxiliary equipment are dimensioned accord-

ingly, the s pec ified MCR po int is now the ma ximum

rating at which an overload of 10% is permissible

for one hour per twe lve hours.

The s pec ified MCR is eq ua l to the optimise d po w er

for the S 46MC-C no ma lly (M= O).

Continuous service rating (S)

The C ontinuous s ervice rating is the p ow er at w hich

the engine is normally assumed to operate, and

point S is ide ntica l the s ervice propulsion point (S P ),

unless a main engine driven shaft generator is in-

stalled.

Constant ship speed lines

The co nsta nt ship sp eed lines α, are shown a t thevery top o f Fig. 2.02, indica ting the po w er req uired

at various propeller speeds in order to keep the

sa me ship speed , provided that, for ea ch ship speed,

the o ptimum propeller diame ter is used , ta king into

co nsidera tion the tota l propulsion efficiency.

2.02


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Engine Layout Diagram

The la yout diag ram, Fig. 2.02, show s the layo ut area

within which there is full freedom to select the

com bina tion o f eng ine p ow er (kW) a nd sp ee d (r/min)

which is optimum for the ship and the expected

operating profile.

On the horizonta l a xis the engine s peed a nd on the

vertic a l a xis the e ngine powe r a re show n in percent-

a ge s ca les. The sc a les a re loga rithmic w hich mea ns

that, in this diagram, power function curves like

prope ller curves (3rd pow er), c ons ta nt mea n effective

pres-sure curves (1st power) and constant ship

sp eed c urves (0.15 to 0.30 powe r) a re straight lines .

An engine’s layout diagram is limited by two con-

sta nt mea n effective press ure (mep) lines L1-L3 a nd

L2-L4, and b y two c onsta nt engine speed lines L1-L2and L3-L4, s ee Fig. 2.02. The L1 point refers to the

engine’s nominal maximum continuous rating.

B a s ed o n the propulsion and eng ine running po ints,

as previously mentioned, the layout diagram of a

releva nt ma in engine ma y be dra wn-in. The s pec i-

fied MCR point (M) must be inside or on the limita-

tion lines of the la yout d ia gra m; if not, the propeller

speed has to be changed or another main enginetype must be chos en. It is only in spec ia l ca ses that

point M ma y b e loc a ted to the right o f line L1-L2, see

“Optimising Point”.

Optimising point (O) = specified MCR (M)

The op timising po int O is the ra ting a t w hich the

turbocharger is matched, and at which the engine

timing a nd c ompress ion ratio a re ad justed.

The op timising po int O is pla ce d o n line 1 a nd e q ual

to po int A of the loa d d ia gra m, a nd ha ving po int M’spower, i.e. the power of points O and M shall be

identica l, b ut the engine s peeds ca n be different.

The op timising po int O is to be pla ce d inside the

layout diagram. In fact, the specified MCR point M

can, in special cases, be placed outside the layout

diagram, but only by exceeding line L1-L2, and, of

co urse , only provide d tha t the o ptimising po int O is

loc a ted inside the la yout dia gram.

Load Diagram

Definitions

The loa d d ia gra m, Fig. 2.03, defines the pow er and

speed limits for continuous as well as overload

operation of an installed engine having an optimis-

ing point O co inciding w ith the s pec ified MCR po int

M ac co rding to the s hip’s spec ifica tion.

P oint A is a 100% sp eed a nd po we r referenc e point

of the loa d d ia gram, a nd is for the S 46MC-C eq ual

to the optimising point O, having the specified

MCR’s power. Point M is normally equal to point A

= O but point M may in spec ial ca ses , for exampleif a s ha ft genera tor is insta lled , be plac ed to the right

of point A on line 7.

The s ervice points o f the ins ta lled e ng ine inc orpor-

ate the engine power required for ship propulsion

and shaft generator, if installed.

Limits for continuous operation

The continuous se rvice rang e is limited by four lines :

Line 3 and line 9:

Line 3 represe nts the ma ximum spee d w hich c an be

a cc epted for continuous opera tion, 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

extende d to 107% of A, s ee line 9.

The a bo ve limits m a y in gene ral be e xtended to

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

nominal L1 speed of the engine, provided the tor-siona l vibra tion co nditions permit.

The oversp eed set-po int is 109% of the spe ed in A,

however it ma y be moved to 109% of the nominal

spee d in L1, provide d tha t torsional vibra tion c ondi-

tions permit.

Running at low load above the nominal L1 speed of

the engine is, however, to be a voided for extended

periods.

2.03


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Line 4:

Represe nts the limit a t w hich a n a mple air s upply is

available for combustion and imposes a limitation

on the maximum comb ination of torque a nd s peed.

Line 5:

Represe nts the ma ximum mea n effective press ure

level (mep), which can be accepted for continuous

operation.

Line 7:

Represents the ma ximum pow er for continuous

operat ion.

Limits for overload operation

The ove rloa d s ervice rang e is limited a s follow s :

Line 8:

Represents the overload operation limitations.

The area betw een lines 4, 5, 7 a nd the hea vy da shed

line 8 is available for overload running for limited

periods only (1 hour pe r 12 hours).

Recommendation

Co ntinuous opera tion w ithout limita tions is a llow ed

only within the a rea limited by lines 4, 5, 7 a nd 3 of

the loa d d ia gra m. The a rea be tw een lines 4 a nd 1 is

available for operation in shallow waters, heavy

we a ther and d uring a cc eleration, i.e. for non-stea dy

ope ration w ithout a ny s trict time limita tion.

After some time in operation, the ship’s hull and

propeller will be fouled too, resulting in heavier

running of the prope ller, i.e. the prope ller c urve w ill

move to the left from line 6 tow a rds line 2, a nd e xtra

pow er is req uired for propuls ion in order to keep theship’s s peed . The extent of hea vy running o f the

propeller a t c a lm w ea ther cond ition w ill indica te the

need for cleaning the hull a nd p os sibly polis hing the

propeller.

Once the specified MCR and the optimising point

have been chosen, the capacities of the auxiliary

equipment will be adapted to the specified MCR,

and the turbocharger etc. will be matched to the

optimise d pow er.

If the specified MCR and the optimising point is to

be increa sed la ter on, this ma y involve a cha nge of

the pump and cooler capacities, retiming of the

engine, change of the fuel valve nozzles, adjusting

of the cylinder liner cooling, as well as rematching

of the turbocha rger or even a c hang e to a la rger size

of turbocharger. In some cases it can also require

larger dimensions of the piping systems.

It is therefore of utmost importance to consider,

already at the project stage, if the specification

sho uld b e prepa red for a late r pow er increa s e. This

is to be indicated in item 4 02 010 of the Extent of

Delivery.

Examples of the use of the load diagram

In the following, four different examples based on

fixed pitch propeller (FPP) and one example based

on controllable pitch propeller (CPP) are shown in

orde r to illus trate the flexib ility of the lay out a nd loa d

diag rams , and the significa nt influence o f the choice

of the optimising p oint O.

Example 1:

Normal running conditions

Engine coupled to FP-propeller without shaft generator

Norma lly, the optimis ing p oint O will be c hos en on

the engine service curve 2 (for fouled hull) and

hea vy wea ther, a s s how n in Fig. 2.04. Po int A = O

is then found a t the intersec tion be twee n propeller

curve 1 (2) and the constant power curve through

M, line 7. In this ca s e po int A = O w ill be eq ual to

point M.

Once po int A = O has been found in the lay out

diagram, the load diagram can be drawn, as shown

in Fig. 2.05, and hence the actual load limitation lines

of the d iesel engine ma y be found b y using the incli-nations from the c ons truction lines a nd the %-figures

stated.

Example 2:

Special running cond itions

Engine coupled to FP-propeller without shaft generator

When the ship accelerates, the propeller will be

subjected to a larger load than during free sailing.

The sa me is valid w hen the ship is s ubjec ted to a n

2.04


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extra large resistance as, for example, heavy wind

a ga inst. In both c a se s, the engine’s o perating point

will be to the left of the normal operating curve as

the p rope ller w ill run hea vily.

In order to a void exc eed ing the left-hand limita tion

curves 4 a nd 5 of the load diagram, it may, in certain

ca ses , be nec ess a ry to limit ac celera tion or to move

the loa d d ia gra m tow a rds the left. This is pos s ible

by m oving the eng ine’s optimising point O = A

towards the left and thereby the propeller curve 1

through the optimising point, but at the expense of

Specific Fuel Oil Consumption. An example is

shown in Figs. 2.06 and 2.07.

As will be seen, and compared to the normal caseshown in Example 1, Figs. 2.04 and 2.05, the left-

hand limitation line is moved to the left, giving a

wider margin betw een lines 2 a nd 4.

Examp le 3:

Normal running conditions

Engine coupled to FP-propeller with shaft generator

Compa red to the normal ca se w ithout a sha ft gen-

erator, see Example 1, Figs. 2.04 and 2.05, in this

case a shaft generator (SG) is installed, and the

service power of the engine therefore also has toincorporate the extra power required for the shaft

generator’s electrical power production.

In Fig. 2.08, the engine service curve shown for

fouled hull a nd hea vy w ea ther thus incorporat es this

extra pow er. The o ptimis ing po int O = A w ill norma lly

be c hosen on this c urve as shown, but can, a s a n

approximation, be located in point M, and the load

diagram can be drawn as shown in Fig. 2.09.

Examp le 4:

Special running cond itions

Engine coupled to FP-propeller with shaft generator

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

stalled but, compared to Example 3, this case has

a spec ified MCR for propulsion MP pla ced a t the top

of the layout diagram, see Fig. 2.10.

This involves tha t the intended sp ec ified MCR of the

eng ine M’ will be p la ce d o utside the top of the la yout

diagram.

One so lution c ould be to c hoose a dies el engine w ith

an extra cylinder, but a nother and c hea per solution

is to reduce the electrical power production of the

shaft generator when running in the upper propul-

sion power ra nge.

Thereby the engine’s need ed s pec ified MCR pow er

ca n be reduced from point M’ to point M as s hown

in Fig. 2.10. In this case a diesel generator has,

partly or fully, to take over the electrical power

production. However, this will seldom occur, as

ships are rather infrequently running in the upper

propulsion power range.

Line 1 is dra w n through point S. P oint O = A is found

as the intersection between line 1 and line L1-L3

P oint M is found o n line 7 draw n through O = A, a t

MP’s speed.

The correspond ing load diag ram is dra wn in Fig. 2.11.

Example 5:

Engine coup led to CP-prop eller

With or without shaft generator

When a CP-propeller is installed, the relevant combi-

nato r curves of the propeller may b e a co mbination ofco nsta nt engine speed s a nd/or propeller curves, a nd

it is not pos sible to distinguish betw een running points

for light a nd heavy running co nditions .

Therefore, whe n the e ngine’s s pec ified MCR po int

(M) ha s b een c hos en, including the po w er for a s ha ft

generator, if installed, point M may be used as point

O = A of the loa d diag ram, which ma y then be draw n.

An example is given in Fig. 2.12, which shows two

examples of combinator curves that are both con-

tained w ithin the sa me loa d d ia gram.

Fig. 2.13 co ntains a la yout diag ram that ca n be used

for construction of the load diagram for an actual

project, using the %-figures stated and the inclina-

tions of the lines.

2.05


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Line 2 P ropulsion curve, fouled hull a nd heavy wea ther (heavy running)

Line 6 P ropulsion curve, clea n hull and c alm wea ther (light running)

MP S pec ified MCR for propuls ion

S P C o nt inuo us s e rvic e ra ting fo r pro puls io n

P D P ropeller des ign point

HR Hea vy running

LR Light running

Fig. 2.02 : Ship propulsion running points and eng ine layout

2.06


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2.07

A 100% reference point

M S pec ified MCR

O = A Op tim is ing po int

Line 1 P ropeller curve though optimising point (i = 3)

Line 2 P ropeller curve, fouled hull and heavy we ather – heavy running (i = 3)

Line 3 S pe ed limitLine 4 Torque/speed limit (i = 2)

Line 5 Mean effective pressure limit (i = 1)

Line 6 P ropeller curve, clea n hull a nd ca lm wea ther – light running

Line 7 P ower limit for continuous running (i = 0)

Line 8 Ove rlo ad lim it

Line 9 Sea t ria l speed limit

P oint M to be loc a ted on line 7 through po int A = O

Fig. 2.03: Engine load diagram


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2.08

M S pec ified MCR of engine

S C ontinuous service ra ting of eng ine

O = A Optimis ing point of eng ine

A Reference point of loa d dia gra m

MP S pecified MCR for propuls ionS P C ontinuous s ervic e ra ting of propuls ion

Point O = A of load diagram is found:

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

Line 7 C o ns tan t p ow e r line thro ug h sp ec ifie d MC R (M)

P oint O = A Intersec tion between line 1 a nd 7

Fig. 2.04 : Examp le 1. Normal running cond itions. Engine with FPP, without shaft generato r


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2.09

M S pec ified MCR of eng ine

S C ontinuous servic e ra ting of eng ine

O = A Opt imis ing po int of eng ine

A Reference point of loa d d ia gra m

Fig. 2.05 : Examp le 1. Normal running cond itions. Engine with FPP, without shaft generator


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2.10


S C ontinuous service ra ting of engine



MP S pec ified MCR for propuls ion

S P C ontinuous s ervic e ra ting for propuls ion

Point A = O of load diagram is found:

Line 1 P ropeller curve through optimising point (O) is plac ed to the left of line 2

Line 7 C o ns t ant p ow e r line thro ug h sp ec ifie d MC R (M)

Point A = O Intersection between line 1 and 7

Fig. 2.06 : Examp le 2. Special running conditions. Engine with FPP, without shaft generator


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2.11


S C ontinuous servic e ra ting of engine

O = A Opt imis ing poin t o f eng ine

A Referenc e point of loa d d ia gra m

Fig. 2.07 : Example 2. Special running conditions. Engine with FPP, without shaft generator


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2.12

M S pecified MCR of eng ine

S C ontinuous service ra ting of engine

O = A Optimis ing point of engine


MP S pecified MCR for propuls ion

S P C ontinuous servic e ra ting for propuls ion

S G S ha ft g enera tor pow er

Point O = A of load diagram is found:

Line 1 Pro pe lle r curve thro ug h p oint S (an d M)

Line 7 C o ns tan t p ow e r line thro ug h sp ec ifie d MC R (M)

P oint O = A Intersec tion between line 1 and 7

Fig. 2.08 : Example 3. Normal running conditions. Engine with FPP, with shaft generato r


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2.13

M S pecified MC R of eng ine


O = A Optimis ing poin t o f eng ine

A Referenc e point of loa d dia gra m

MP S pec ified MC R for propuls ion

S P C ontinuo us s ervic e ra t ing fo r pro puls io n

Fig. 2.09 : Example 3. Normal running conditions. Engine with FPP, with shaft generato r


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2.14


S C ontinuous service ra ting of eng ine


A Reference point of loa d dia gra m

MP S pecified MCR for propuls ion

S P C ontinuous s ervic e ra ting for propuls ion

S G S ha ft genera tor

Point A and M are found:

Line 1 P ro pe lle r c urve thro ug h P o int S

P oint A = O Intersec tion betw een line 1 and L1- L3

Point M Located on constant power line 7 through point A = O

Fig. 2.10: Example 4. Special running conditions. Engine with FPP, with shaft generator


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2.15



O = A Opt imis ing po int of eng ine


MP S pe cified MC R fo r pro puls io n

S P C o nt inuo us s e rvic e ra ting fo r pro puls io n

S G S ha ft genera tor

Fig. 2.11: Example 4. Special running conditions. Engine with FPP, with shaft generator


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2.16

M S pecified MCR of eng ineS C ontinuous servic e ra ting of eng ine

O = A Opt imis ing po in t o f eng ine

A Referenc e point of loa d dia gra m

Fig. 2.12: Example 5. Engine with Controllable Pitch Propeller (CPP), w ith or without shaft generator


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2.17

Fig. 2.13 : Diagram for actual project


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Specific Fuel Oil Consumption, SFOC

The c a lculation of the expe c ted sp ec ific fuel oil

cons umption (S FOC) ca n be ca rried o ut by mea ns

of Fig. 2.14 for fixed pitch propeller and 2.15 for

controllable pitch propeller and constant speed.

Throug hout the who le loa d a rea the S FOC of the

engine depends on where the optimising point

O = s pec ified MCR (M) is c hos en.

SFOC at reference conditions

The S FOC is ba sed on the reference a mbient co n-

ditions s ta ted in ISO 3046/1-1986:

1,000 mba r a mbient a ir press ure

25 ° C amb ient a ir temperature

25 ° C sc aveng e air coo ling wa ter temperature

a nd is rela ted to a fuel oil with a low er ca lorific va lue

of 10,200 kca l/kg (42,707 kJ /kg).

For low er ca lorific va lues a nd for a mbient co nditions

tha t a re different from the IS O referenc e c onditions ,

the S FOC will be a djusted ac co rding to the co nver-

sion factors in the below table provided that the

maximum combustion pressure (P ma x) is adjustedto the nominal value.

P ara meter C ondition c ha ng e SFOCChange

Sc av. air

coolanttemperature

per 10 ° Crise + 0.60%

Blow er inlettemperature

per 10 ° C rise + 0.20%

Blow er inletpressure

per 10 mba r rise - 0.02%

Fuel oil lower

ca lorific va lue

rise 1% (42,707kJ /kg) -1.00%

With for insta nce, a 1° C increa se of the sc a venge

a ir co olant tempe rature, a corresponding 1 ° C in-

crease of the scavenge air temperature will occur.

SFOC Guarantee

The S FOC gua rantee refers to the a bo ve IS O refer-

ence conditions and lower calorific value, and is

guara nteed for one engine loa d (pow er-spe ed c om-

bination), this being the one in which the engine is

optimise d (O). The g ua rantee is given w ith a ma rgin

of 3%.

Emission Control

All MC engines can be delivered so as to comply

with the IMO s peed depe nda nt NOx limit, mea sured

a cc ording to IS O 8178 tes t cy cles E2/E3 for Hea vy

Duty Dies el Engines .

The NOx emissions from a given engine will vary

according to the engine load and the optimising

power.

SFOC a nd NOx a re interrela ted pa rameters , a nd a n

engine offered with both a guaranteed SFOC and

the IMO NOx limita tion w ill be s ubjec t to a tolera nce

of 5% on the fuel oil consumption.

Examples of Graphic Calculation of SFOC

Dia gra m 1 in figs . 2.14 a nd 2.15 show s the reduc tion

in SFOC, referred to the SFOC at nominal rated

MCR (L1). The diag rams a re valid for eng ine load s

a t 100, 80 a nd 50% of the o ptimise d/sp ec ified MCR

power.

The o ptimis ing p oint O is d raw n into Dia gra m 1 in

the above-mentioned Figs. 2.14 or 2.15, see the

exa mple in Fig. 2.16. A stra ight line a long the c on-

sta nt mep c urves (pa rallel to L1-L3) is d raw n through

the o ptimis ing p oint O. The interse ct ion po ints of the

solid lines indicate the reduction in specific fuel oil

consumption at 100%, 80% and 50% of the opti-mise d/s pec ified MCR pow er, related to the S FOC

sta ted for nomina l MCR (L1) rating.

In diag ram 2, Fig. 2.16 a n example of the c alcula ted

SFOC curves are made as function of the opti-

mise d/s pe c ified MCR pow er (M).

2.18


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2.19

S pec ified MCR (M) = optimsed pow er (O)

S FOC in g/B HP h a t nomina l MCR (L1)

S 46MC-C 128

Engine type: S 46MC-CDa ta a t nominal MCR (L1):

100% Po we r:

100% Speed:

Nominal SFOC:

129128

B HPr/ming/B HP h

Da ta a t sp ec ified MCR (M):

100% Po we r:

100% Speed:

SFOC:

B HPr/ming/B HP h

Fig. 2.14 : SFOC for engine w ith fixed p itch propeller


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2.20

S pec ified MCR (M) = optimse d po w er (O)

S FOC in g/B HP h a t nomina l MCR (L1)

S 46MC-C 128

Engine type: S 46MC-C

Da ta a t nomina l MCR (L1):

100% Pow er:

100% Speed:

Nomina l SFOC:

129128

BHPr/ming/B HP h

Data a t spec ified MCR (M):

100% Pow er:

100% Speed:

SFOC:

BHPr/ming/B HP h

Fig. 2.15: SFOC for engine with constant speed


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2.21

Spec ified MC R (M) = optimsed pow er (O)

S FOC in g/B HP h a t nominal MCR (L1)

S 46MC -C 128

Engine type: 6S 46MC-C

Da ta a t nomina l MCR (L1):

100% Po we r:

100% Speed:

Nomina l SFOC:

10,710129128

B HPr/ming/B HP h

Da ta a t s pec ified MCR (M):

100% Po we r:

100% Speed:

SFOC:

8,568116.1125.8

B HPr/ming/B HP h

Fig. 2.16: SFOC for eng ine with fixed p itch propeller


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Fuel Consumption at an Arbitrary Load

Once the e ngine has bee n optimise d in point O,

Fig. 2.17, the specific fuel oil consumption in an

a rbitrary point S 1, S 2 o r S 3 ca n be est imated bas ed

on the SFOC in points “1” and “2”.

These S FOC values c a n be c a lcula ted b y using the

g raphs in Fig . 2.14 for the prope ller c urve I a nd

Fig . 2.15 for the co nsta nt speed curve II, ob taining

the SFOC in points 1 and 2, respectively.

Then the S FOC fo r point S1 ca n be calculated a s a n

interpolation between the SFOC in points “1” and

“2”, and for point S 3 as a n extra polation.

The S FOC c urve through po ints S 2, to the left of

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

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

crease.

The a bo ve-mentioned m ethod p rovide s only an ap -

proximate figure. A more precise indication of the

expected SFOC at any load can be calculated by

using our com puter program . This is a s ervice w hich

is a vaila ble to our cus tomers on reques t.

2.22

Fig. 2.17


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3 Turbocharger Choice

Turbochargers makes

The MC eng ines a re des igne d for the app lic a tion of

the fo llow ing ma kes o f turboc ha rgers : MAN B&W,

Ase a B rown B overi, Ltd. (AB B ) or Mitsub ishi Hea vy

Industries, Ltd. (MHI)

As sta nda rd, the engine is eq uipped with one turbo-

cha rger loc a ted on the a ft end (4 59 121).

The S 46MC-C typ e engine ca n, as a n option: 4 59

123, b e s upplied w ith turbo cha rger(s ) loc a ted on the

exhaust s ide a t extra cos t.

In order to clean the turbine blades and the nozzle

ring assembly during operation, the exhaust gas

inlet to the turbocharger is provided with a dry soft

blast cleaning system using nut shells on all makes

a nd w a ter wa shing on MAN B&W a nd AB B types .

Turbocharger types

The releva nt type d es igna tions of the turbo cha rgers

applied on these engines are stated in Fig. 3.01.

Cyl. MAN B &W AB B MHI

4 1 x NA40/S 1 x VTR 454 1x MET42S D

5 1 x NA48/S 1 x VTR 454 1x MET53S D

6 1 x NA48/S 1 x VTR 564 1x MET53S D

7 1 x NA57/T9 1 x VTR 564 1x MET66S D

8 1 x NA57/T9 1 x VTR 564 1 x MET66SD

Fig. 3.01 : Turbocharger types

For other layout points than L1, the numb er or size

of turboc hargers ma y be different, depe nding on the

point at which the engine is to be optimised.

Fig. 3.02 shows the approximate limits for applica-

tion of the MAN B&W turbo cha rgers , Fig. 3.03 fo r

the ABB turbochargers and Fig. 3.04 for the MHI

turbochargers.

3.01


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

3.02


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Fig. 3.03a: Cho ice of turbochargers, make ABB

3.03


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3.04

Fig. 3.03b: Cho ice of high efficiency turbochargers, make ABB


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Fig. 3.04: Choice of turbochargers, make MHI

3.05


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Cut-Off or By-Pass of Exhaust Gas

The exhaust g a s ca n be c ut-off or by-pas sed round

the turboc ha rgers us ing e ither of the follow ing four

systems.

Turbocharger cut-out systemOption: 4 60 110

This sy ste m, Fig. 3.05, ca n be profita bly introduce d

on constant pressure turbocharged engines with

two turbochargers if the engine is to operate forlong p eriods a t loa ds of a bout 50% of the optimised

pow er or below.

The ad vantag es a re:

• Reduced SFOC if one turbocharger is cut out

• Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure.

This results in les s ma intenanc e a nd lower s pa re

pa rts req uirements

• The increa se d sc a venge a ir pres sure permits run-ning w ithout a uxilia ry blowe rs dow n to 20-30% of

specified MCR, instead of 30-40%, thus saving

elec trica l pow er

The s a ving in S FOC a t 50% of optimise d p ow er is

a bo ut 1-2 g/B HPh, w hile larger sa vings in S FOC a reobtainable at lower loads.

Fig. 3.05 : Position of turbocharger cut-out valves Fig. 3.06 : By-pass flange on exhaust gas receiver

3.06


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Valve(s) for partial by-passOption: 4 60 117

Va lve(s ) for partia l by -pas s o f the exhaus t ga s round

the high efficiency turbocharger(s) can be used in

order to obtain improved SFOC at part loads. For

engine loads above 50% of optimised power, the

turbocharger allows part of the exhaust gas to be

by-passed round the turbocharger, giving an in-

creased exhaust temperature to the exhaust gas

boiler.

At loa ds below 50% of optimised pow er, the by-

pass closes automatical ly and the turbocharger

works under improved conditions with high effi-

ciency. Furthermore, the limit for activating thea uxilia ry blow ers de crea se s c orres pondingly.

Total by-pass for emergency runningOption: 4 60 119

By-pass of the total amount of exhaust gas round

the turbo cha rger is o nly use d for emergenc y running

in case of turbocharger failure.

This e na bles the e ngine to run a t a higher loa d tha n

with a locked rotor under emergency conditions.

The eng ine’s exha ust g a s receiver will in this ca se

be fitted w ith a by-pa ss fla nge of the sa me diameter

a s the inlet pipe to the turboc ha rger. The eme rgency

pipe is the ya rd’s de livery.

Fig. 3.08: Total by-pass of exhaust gas for emergency running Fig. 3.07: Valve for partial by-p ass

3.07


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4 Main Engine Driven Generators (PTO)

Introduction

Next to p ow er for propulsion electricity produc tion

is the la rges t fuel co nsumer on bo ard. The elec tric ity

is produced by using one or more of the following

types of ma chinery, either running a lone o r in pa ral-

lel:

• Auxilia ry diese l genera ting se ts

• Main engine driven generators

• Steam driven turbogenerators

• Emergency diesel generating sets

The ma chinery installed should be se lecte d ba sed

on a n ec onomica l eva luation of first cos t, opera ting

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

nance.

Power Take Off (PTO)

With a ge nerato r coupled to a P ow er Ta ke Off (P TO)from the main eng ine, the elec tricity ca n be pro-

duced ba sed on the main engine‘s low SFOC a nd

use o f heavy fuel oil. S everal sta nda rdise d P TO

sys tems a re availa ble, se e Fig. 4.01 a nd the des ig-

na tions on Fig. 4.02:

Types of PTO

P TO/RC F

(Power Take Off/Renk Constant Frequency):

Generator giving constant frequency, based on

mec hanica l-hydra ulica l spe ed co ntrol.

PTO/CFE

(Power Take Off/Constant Frequency Electrical):

Generator coupled to a constant ratio step-up

gea r and w ith elec trica l freq uency c ontrol.

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.

Positioning of PTO

Within ea c h P TO sys tem, s evera l de signs a re ava il-

able, depending on the positioning of the gear:

BW I: Attac hed fore end g ea r

Gear with a vertical generator mounted onto the

fore end of the dies el engine, without any c onnec -

tions to the s hip s tructure .

BW II: Free-sta nding fore e nd gea r

A free-sta nding g ea r mounted o n the tank top a nd

connected to the fore end of the diesel engine,with a vertica l or horizonta l generato r.

BW III: Attached side-mounted gear

A crankshaft gear mounted onto the fore end of

the diesel engine, w ith a s ide-mounted g enerator

without a ny co nnections to the s hip s tructure.

BW IV: Tunne l gea r

A free-standing step-up gear connected to the

intermed ia te s haft, w ith a horizonta l ge nerator.

On the S46MC-C engines, s pec ia l a ttention ha s tobe paid to the space requirements for the BWIII

system, if the turbocharger optionally is located on

the exha ust side.

4.01


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4.02

Alterna tive genera tor pos itioning Design S ea ting Tota l effiency

P T O / R C F

1a 1b B W I/RCFAt e ngine

(vertica l ge nerato r)88 -91

2a 2b B W II/RCF On ta nk top 88 - 91

3a 3b BW III/RCF At eng ine 88 - 91

4a 4b B W IV/RCF On ta nk top 88 - 91

P T O / C F E

5a 5b B W I/C FEAt e ngine

(vertica l ge nerato r)81 - 85

6a 6b BW II/C FE On ta nk top 81 - 85

7a 7b BW III/CFE At eng ine 81 - 85

8a 8b BW IV/CFE On ta nk top 81 - 85

9a 9b S MG /CFE On ta nk top 84 - 88

P T O / G C R

10 BW I/G CRAt e ngine

(vertica l genera tor) 92

11 BW II/G CR On ta nk top 92

12 BW III/G CR At eng ine 92

13 BW IV/G CR On ta nk top 92

BW III/RC F (3b), BW II/G CR (11) a nd B W III/G CR (12) a re our s ta nda rd s olutions, a ll others a re a va ila ble o n req ues t

Fig. 4.01: Types of PTO


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Power take off: PTO

B W III S 46-C /RC F 1200-60

50: 50 Hz

60: 60 Hz

kW on g enera tor terminals

RCF: Renk co nsta nt freq uency unit

GC R: S tep-up gea r with consta nt ratio

Engine type on which it is applied

P os itioning of P TO: S ee Fig. 4.01

Ma ke: MAN B&W

Fig. 4.02: Designation of PTO

4.03


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B y mea ns of a simple a rra ngement, the sha ft in the

crankshaft g ea r carrying the first g ea r wheel and the

female part of the toothed coupling can be moved

forward, thus disconnecting the two parts of the

toothed co upling.

The pow er from the c ranksha ft gea r is tra nsferred,

via a multi-disc clutch, to a n epicyc lic va ria ble-ra tio

gea r and the ge nera tor. These are mounted on a

common bedplate, bolted to brackets integrated

with the engine b edplate.

The BWIII/RC F unit is a n ep icyc lic g ea r with a hy-

dros ta tic s uperposition d rive. The hyd rosta tic input

drives the annulus of the epicyclic gear in either

direc tion o f rota tion, henc e c ontinuously varying thegea ring ratio to keep the generator spee d co nsta nt

throughout a n eng ine s pee d va ria tion of 30%. In the

sta nda rd la yout, this is betw een 100% and 70% of

the engine speed at specified MCR, but it can be

placed in a lower range if required.

The input pow er to the gea r is divide d into tw o pa ths

– one mecha nica l and the other hydrosta tic – and the

epicyclic differential combines the power of the two

pa ths a nd transmits the c ombined po wer to the output

sha ft, connected to the g enera tor. The g ear is eq uipped

with a hydrostatic motor driven by a pump, and con-trolled by an elect ronic co ntrol unit. This keeps the

generator speed constant during single running as

we ll as w hen running in pa rallel with other g enerato rs.

The multi-disc c lutch, integ rated into the g ea r input

sha ft, permits the enga ging a nd disenga ging of the

epicyclic gear, and thus the generator, from the

ma in eng ine d uring opera tion.

An electronic co ntrol sy ste m w ith a Renk co ntroller

ensures that the control signals to the main electri-

ca l sw itchboa rd a re identica l to those for the normal

a uxilia ry genera tor se ts. This a pplies to s hips withautomatic synchronising and load sharing, as well

a s to s hips w ith manual sw itchbo a rd opera tion.

Internal c ontrol circ uits a nd interloc king functions

between the epicyclic gear and the electronic

co ntrol box provide a utoma tic co ntrol of the func-

tions neces sa ry for the sa tisfa cto ry operation a nd

prote c tion of th e B WIII/RC F unit. If an y mo nitored

value exceed s the normal operation limits, a wa rn-

ing o r an a la rm is g iven de pend ing upo n the origin,

severity and the extent of deviation from the per-

miss ible values . The c a use o f a w a rning or a n a la rm

is s how n on a d igital display.

Extent of delivery for BWIII/RCF units

The d elivery c omprise s a co mplete unit read y to be

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

req uired spa ce a nd the s tanda rd electrica l output

range on the g enerator terminals.

Standard sizes of generators in kW are:

1200 700

These s tand a rd s izes have bee n chosen to co ver the

requirements most often seen in the market, but

they are not an expression of the maximum sizes

that ca n be fitted.

In the c as e tha t a larger generator is req uired, plea se

conta c t MAN B&W Dies el A/S .

If a main engine speed other than the nominal is

required a s a ba sis for the PTO opera tion, this mus t

be ta ken into c ons idera tion w hen determining the ratio

of the cranksha ft gea r. How ever, this ha s no influence

on the space required for the engine and generator.

Furthermore, it should be mentioned that the

P TO/RCF ca n be operated as a motor, -a P ower

Ta ke In (P TI) a s we ll as a ge nerator by a dd ing s ome

minor modifications.

Yard d eliveries a re:

1. Co oling w a ter pipes to the built-on lubrica ting oil

co oling s yste m, including the va lves.

2. Elec trica l pow er supply to the lubrica ting oilsta nd-by pump built on to the RC F unit.

3. Wiring betw een the generator and the operator

co ntrol panel in the s witch-boa rd.

4.05


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4. An externa l perma nent lubrica ting oil filling-up

connection can be es tablished to the RC F unit. The

system is shown in Fig. 4.07 “Lubricating oil system

for RCF g ear”. The dosa ge tank and the pertaining

piping a re to be d elivered by the ya rd. The s ize of

the dosa ge ta nk is s tated in the table for RCF gea r

in “ Nece ssa ry c a pa c ities for P TO/RCF” Fig. 4.06.

The neces sa ry prepa rations to be ma de o n the

engine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF

The c ap ac ities sta ted in the “ List o f ca pa cities” for

the ma in engine in q uestion a re to be increa sed by

the ad ditional ca pa cities for the crankshaft gea r and

the RCF g ea r sta ted in Fig. 4.06.

4.06


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kW Generator

700-60 1200-60

A 2326 2326

B 776 776

C 2986 2986

D 3386 3386

F 1826 1946

G 2090 2090

H 2368 2875

S 380 470

S ystem weight (kg) with generator:

22750 26500

S ystem weight (kg) without generator:

20750 23850 S pa ce req uirement ha s to b e investiga tet on pla nts with the turboc harger on the exhaust s ide

Spa ce requirements for a larger generator has to be investiga ted ca se b y ca se

Dimension H: This is only valid for A. van Kaick generator type DGS , enclosure IP 23,freq uency = 60 Hz, r/min = 1800

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWIII S46-C/RCF

4.07


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4.08

Fig. 4 .05a: Engine preparations for PTO.


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4.09

P o s . 1 S p ec ia l fa c e o n b ed pla te a nd fra m e b ox

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

Pos. 3 Mac hined washers placed on frame box part of face to ensure that it is f lush with the face on thebedplate

Po s . 4 R ubber g aske t p lace d o n fram e bo x p art o f face

P os . 5 Intermed ia te fla ng e

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

P o s. 7 Dis ta nc e tub es a nd lo ng b olts

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

P o s . 9 S tud s a nd nuts fo r c ra nks ha ft fla ng e

Pos. 10 Free flange end at lubrica t ing oil inlet pipe

Po s . 11 Oil o ut le t flan g e w e lde d to bedpla te

P os . 12 Fa ce for bra ckets

P os . 13 B ra ckets

P o s . 14 S tud s fo r mo unting the bra c ke ts

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

Pos. 16 Shims, studs a nd nuts for connection between crankshaf t gear and RCF-/generator unit

Po s. 17 Engine cover with lubrica ting oil drain and connecting bolts to bedplate/fra me box for mounting

on eng ine be fore mounting of PTO

Pos . 18 In termedia te shaft be tween crankshaft and PTO

Po s . 19 Oil se a ling fo r interm e d ia te sha ft

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

Po s. 21 P lug box for electronic mea suring instrument for check of condition of axial vibration damper

Pos . 22 Face on engine frame for support ing s tays on engine frame

P os . 23 S upporting s ta ys

Pos . 24 Studs , nuts and shims for mount ing the s tays on engine framePos. 25 Studs, nuts and shims for mounting the stays on the engine brackets

Engine prepa rations fo r P TO type:

P os . 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/RC F A A A A A A B A B A A A A A B B A A A A A A

BWIII/G CR, 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/G CR, BWII/CFE A A A A A A

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

BWI/G CR, BWI/CFE A A A A A A B A B A A A A

A: P repa rations to be c arried o ut by engine builder

B: P a rts supplied by P TO ma ker

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


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4.10

Crankshaft gear lubricated from the main engine lubricating oil systemThe figures a re to be a dd ed to the ma in engine c a pa city list

Nomina l output of ge nerator kW 700 1200

Lubrica ting oil flow m3/h 4.1 4.1

Hea t dis s ipa tion kW 12.1 19.1

RCF gear w ith sep a rate lubrica ting o il sys tem

Nomina l output of ge nerator kW 700 1200

Cooling wa ter q ua ntity m3/h 14.0 20.4

Hea t dis s ipa tion kW 55 85

El. pow er for o il pump kW 11.0 15.0

Dosa g e oil ta nk ca pa c ity m3 0.40 0.51

El. pow er for Renk-controller 24V DC ± 10%, 8 a mp

From main engine:Design lub. oil pressure: 2.25 barLub. o il press ure a t cra nksha ft gea r: min. 1 ba rLub. oil w orking te mpe rature: 50 ° CLub. o il type: S AE 30

Co oling w a ter inlet tempe rature: 36 ° CCo oling w a ter press ure: The sa me a s the ma in engine’s c ooling w a ter press ureFill pipe for lub. oil sy s tem s tore ta nk (~ ø32)

Drain pipe to lub. o il s ys tem d rain 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, BWIII/RCF system


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4.11

The letters refer to the “Lis t of fla nge s” , which w ill be

extended by the eng ine builder, when P TO sys tems are

built on the ma in engine

Fig. 4.07: Lub ricating o il system for RCF gear


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PTO/BW IV/GCRPower Take Off/Gear Constant Ratio

The s ha ft ge nera tor sy s tem, t ype P TO BW IV/G CR ,

ins ta lled in the s ha ft line (Fig . 4.01 a lterna tive 13) ca n

generate power on board ships equipped with a

controllable pitch propeller running at constant

speed.

The P TO-sys tem c a n be d elivered a s a tunnel ge a r

w ith hollow flexible c oupling or a lternatively a s ge n-

erato r step -up g ea r with flexible co upling integra ted

in the shaft line.

The ma in engine needs no sp ec ia l prepa ration for

mounting these types o f PTO sys tems a s they a reconnec ted to the intermediate s haft.

The P TO-sys tem insta lled in the s ha ft line c a n a lso

be installed on ships equipped with a fixed pitch

propeller or controllable pitch propeller running in

co mb ina tor mod e. This w ill, how ever, a lso require

an additional Renk Constant Frequency gear or

additional electrical equipment for maintaining the

cons tant freq uency of the genera ted electric pow er

(Fig. 4.01 alternative 4 and 8).

Tunnel gear with hollow flexible coupling

This P TO-sys tem is no rma lly ins ta lled o n ships w ith

a minor electrica l powe r ta ke off loa d c ompa red to

the propulsion power, up to approximately 25% of

the engine powe r.

The ho llow flexible c oupling is t herefore to be

dimensioned for the ma ximum electrica l loa d o f the

power take off system and this is an economic

ad vanta ge for minor pow er ta ke off loa ds co mpa

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