s80mcc

S80MC-C Project Guide

Two-stroke Engines

This book describes the general technical features of the S80MC-C engine,including some optional features and/or equipment.

As differences may appear in the individual suppliers extent of delivery, pleasecontact the relevant engine supplier for a confirmation of the actual execution andextent 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 "list of Updates" is also available on the internet at http:\\www.manbw.dkunder the section "library".

This Project Guide is available on a CD ROM.

1st EditionOctober 1998

6 S 80 CMC

Fig.1.01: Engine type designation

-

1.01

Diameter of piston in cm

Engine programme

S Super long stroke approximately 3.8

L Long stroke approximately 3.2

K Short stroke approximately 2.8

Stroke/bore ratio

Number of cylinders

Compact design

178 36 50-9.0

The engine types of the MC programme are identified by the following letters and figures:

MAN B&W Diesel A/S S80MC-C Project Guide

430 100 100 178 60 53

S80MC-CBore: 800 mmStroke: 3200 mm

Power and speed

L3

L4

L1

178 36 53-4.0

1.02

kWPower BHP

Layoutpoint

Enginespeed

Meaneffectivepressure

Number of cylinders

r/min bar 6 7 8

L1 76 19.02328031680

2716036960

3104042240

L2 76 12.21488020280

1736023660

1984027040

L3 57 19.01746023760

2037027720

2328031680

L4 57 12.21116015180

1302017710

1488020240

Fuel and lubricating oil consumption

Specific fuel oilconsumption

g/kWhg/BHPh

Lubricating oil consumption

At load Layout point 100% 80%

System oilApproximate

kg/cyl. 24 hours

Cylinder oilg/kWhg/BHPh

L1167123

165121

131.1-1.6

0.8-1.2

L2155114

152112

L3167123

165121

L4155114

152112

Fig. 1.02: Power, speed and SFOC

Power

L2

Speed


402 000 100 178 61 08

Engine Power Range and Fuel Consumption

Engine Power

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

Engine power is specified in BHP and kW, in roundedfigures, 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.

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

L1 - L3 L2 - L4barkp/cm2

19.018.3

15.215.5

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

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

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

Specific fuel oil consumption (SFOC)

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

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

(10,200 kcal/kg)

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

SFOC guarantee

The Specific Fuel Oil Consumption (SFOC) is 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 limitations are to be fulfilled thetolerance will be 5%.

Lubricating oil data

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

1.03


400 000 060 178 60 54

1.04

178 36 64-2.0

Fig. 1.03: Performance curves


430 100 100 178 60 55

Description of Engine

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

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

Bedplate and Main Bearing

The bedplate is made in one part with the chain driveplaced at the thrust bearing in the aft end. Thebedplate consists of high, welded, longitudinal gir-ders and welded cross girders with cast steel bear-ing supports.

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

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

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

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

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

Thrust Bearing

The chain drive and the thrust bearing are locatedin the aft end. The thrust bearing is of the B&W-Mi-chell type, and consists, primarily, of a thrust collaron the crankshaft, bearing supports, and segmentsof steel with white metal. The segment collar isomitted. The thrust shaft is thus an integrated partof the crankshaft.

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

Turning Gear and Turning Wheel

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

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

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

Frame Box

The frame box is of welded design. On the exhaustside, it is provided with relief valves for each cylinderwhile, on the camhaft side, it is provided with a largehinged door for each cylinder.

The crosshead guides are welded on to the framebox.

1.05


430 100 042 178 60 56

The frame box is attached to the bedplate withscrews. The frame box, bedplate and cylinder frameare tightened together by twin stay bolts. The staybolts are made in one or two parts (option: 4 30 132)depending on the engine room height

Cylinder Frame, Cylinder Liner andStuffing Box

The cylinder frame is as standard cast in one piecewith integrated camshaft frame and the chain drivelocated at the aft end. It is made of cast iron and isattached to the frame box with screws. The cylinderframe is provided with access covers for cleaning thescavenge air space and for inspection of scavengeports and piston rings from the camshaft side.Together with the cylinder liner it forms the scavengeair space.

The cylinder frame has ducts for piston cooling oilinlet. The scavenge air receiver, chain drive, turbo-charger, air cooler box and gallery brackets arelocated at the cylinder frame. Furthermore, the sup-ply pipe for the piston cooling oil and lubricating oilis attached to the cylinder frame. At the bottom ofthe cylinder frame there is a piston rod stuffing box,which is provided with sealing rings for scavengeair, and with oil scraper rings which prevent oil fromcoming up into the scavenge air space.

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

The cylinder liner is made of alloyed cast iron and issuspended in the cylinder frame with a low-situatedflange. The top op the cylinder liner is bore-cooledand, just below a short cooling jacket is fitted.Located on the top of the cylinder liner is located apiston cleaning (PC) ring. The cylinder liner hasscavenge ports and drilled holes for cylinder lubri-cation.

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

Cylinder Cover

The cylinder cover is of forged steel, made in onepiece, and has bores for cooling water. It has acentral bore for the exhaust valve and bores for fuelvalves, safety valve, starting valve and indicatorvalve.

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

Exhaust Valve and Valve Gear

The exhaust valve consists of a valve housing anda valve spindle. The valve housing is of cast iron andarranged for water cooling. The housing is providedwith a bottom piece of steel with a flame hardenedseat. The bottom piece is water cooled. The spindleis made of Nimonic. The housing is provided with aspindle guide.

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

Air sealing of the exhaust valve spindle guide isprovided.

Fuel Valves, Starting Valve,Safety Valve and Indicator Valve

Each cylinder cover is equipped with two fuel valves,one starting valve, one safety valve, and one indica-tor valve. The opening of the fuel valves is controlledby the fuel oil high pressure created by the fuelpumps, and the valve is closed by a spring.

An automatic vent slide allows circulation of fuel oilthrough the valve and high pressure pipes, andprevents the compression chamber from being filledup with fuel oil in the event that the valve spindle issticking when the engine is stopped. Oil from the

1.06


430 100 042 178 60 56

vent slide and other drains is led away in a closedsystem.

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

The safety valve is spring-loaded.

Indicator Drive

In its basic execution, the engine is fitted with anindicator drive.

The indicator drive consists of a cam fitted on thecamshaft and a spring-loaded spindle with rollerwhich moves up and down, corresponding to themovement of the piston within the engine cylinder.At the top, the spindle has an eye to which theindicator cord is fastened after the indicator hasbeen 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 aflange for the turning wheel and for coupling to theintermediate shaft.

At the front end, the crankshaft is fitted with a flangefor the fitting of a tuning wheel and/or counter-weights for balancing purposes, if needed. The flangecan 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 crankshafttogether with the intermediate shaft are not normallysupplied. 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-typehousing located forward of the foremost main bear-

ing. The piston is made as an integrated collar onthe main journal, and the housing is fixed to the mainbearing support. A mechanical device for check ofthe functioning of the vibration damper is fitted.

The 6S80MC-C is equipped with an axial vibrationmonitor (4 31 117).

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

Connecting Rod

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

The crosshead and crankpin bearing caps aresecured 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. Thecrosshead bearing cap is in one piece, with anangular cut-out for the piston rod.

The crankpin bearing is provided with thin-walled steelshells, lined with bearing metal. Lub. oil is suppliedthrough ducts in the crosshead and connecting rod.

Piston, Piston Rod and Crosshead

The piston consists of a piston crown and pistonskirt. The piston crown is made of heat-resistantsteel and has four ring grooves which are hard-chrome plated on both the upper and lower surfacesof the grooves. The piston crown is with hightopland, i.e. the distance between the piston topand the upper piston ring has been increased.

The upper piston ring is a CPR type (ControlledPressure Releif) with Alu-Coat whereas the otherthree piston rings are with an oblique cut. The twouppermost piston rings are higher than the lowerones.The piston skirt is of cast iron.

The piston rod is of forged steel and is surface-hard-ened on the running surface for the stuffing box. The

1.07


430 100 042 178 60 56

piston rod is connected to the crosshead with fourscrews. The piston rod has a central bore which, inconjunction with a cooling oil pipe, forms the inletand outlet for cooling oil.

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

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

Fuel Pump and Fuel OilHigh-Pressure Pipes

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

The pump is activated by the fuel cam, and thevolume injected is controlled by turning the plungerby means of a toothed rack connected to the regu-lating mechanism.

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

The S80MC-C is fitted with fuel pumps with VariableInjection Timing (VIT) for optimised fuel economy atpart load. The VIT principle uses the fuel regulatingshaft position as the controlling parameter.

The roller guide housing is provided with a manuallifting device (4 35 130) which, during turning of theengine, can lift the roller guide free of the cam.

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

The fuel oil high-pressure pipes are equipped withprotective hoses and are neither heated nor insu-lated.

Camshaft and Cams

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

The exhaust cams and fuel cams are of steel, witha hardened roller race. They can be adjusted anddismantled hydraulically.

Chain Drive

The camshaft is driven from the crankshaft by twochains. The chain wheel is bolted on to the side ofthe thrust collar. The chain drive is provided with achain tightener and guide bars to support the longchain lengths.

Reversing

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

The exhaust valve gear is not to be reversed.

2nd order Moment Compensators

These are relevant only for 6-cylinder engines, andcan be mounted either on the aft end or on both foreend and aft end. In special cases only a compen-sator on the fore end is necessary.

The aft-end compensator consists of balance-weights built into the camshaft chain drive, op-tion: 4 31 203.

The fore-end compensator consists of balance-weights driven from the fore end of the crankshaft,option: 4 31 213.

1.08


430 100 042 178 60 56

Tuning Wheel/Torsional VibrationDamper

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

Governor

The engine is to be provided with an electronic/mech-anical governor of a make approved by MAN B&WDiesel A/S, i.e.:

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

The speed setting of the actuator is determined byan electronic signal from the electronic governorbased on the position of the main engine regulatinghandle. The actuator is connected to the fore end ofthe engine.

Cylinder Lubricators

The standard cylinder lubricators are both speeddependent (4 42 111) and load change dependent(4 42 120). They are controlled by the engine re-volutions, and are mounted on the fore end of theengine.

The lubricators have a built-in capability to adjustthe oil quantity. They are of the Sight Feed Lubri-cator type and are provided with a sight glass foreach lubricating point. The oil is led to the lubricatorthrough a pipe system from an elevated tank (Yardssupply).

Once adjusted, the lubricators will basically have acylinder oil feed rate proportional to the enginerevolutions. No-flow and level alarm devices areincluded. The Load Change Dependent system willautomatically increase the oil feed rate in case of a

sudden change in engine load, for instance duringmanoeuvring or rough sea conditions.

The lubricators are equipped with electric heating.

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

Manoeuvring System (prepared forBridge Control)

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

The regulating system makes it possible to start,stop, and reverse the engine and to control theengine speed. The speed control handle on themanoeuvring console gives a speed-setting signalto the governor, dependent on the desired numberof revolutions. At a shut down function, the fuelinjection is stopped by activating the puncture valvesin the fuel pumps, independent of the speed controlhandles position.

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

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 thebest possible overhauling and inspection conditionsare achieved. Some main pipes of the engine aresuspended from the gallery brackets, and the uppergallery platform on the camshaft side is provided

1.09


430 100 042 178 60 56

with overhauling holes for piston. The number ofholes depends on the number of cylinders.

The engine is prepared for top bracings on theexhaust side (4 83 110), or on the camshaft side,option 4 83 111.

The mechanical top bracing, option 4 83 112 isnormally used, the hydraulic can be fitted, options:4 83 122 or 4 83 123.

Scavenge Air System

The air intake to the turbocharger takes place directfrom the engine room through the intake silencer ofthe turbocharger. From the turbocharger, the air isled via the charging air pipe, air cooler and scavengeair receiver to the scavenge ports of the cylinderliners. The charging air pipe between the turbo-charger and the air cooler is provided with a com-pensator and is heat insulated on the outside. Seechapter 6.09.

Exhaust Turbocharger

The engine can be fitted with MAN B&W (4 59 101)ABB (4 59 102) or Mitsubishi (4 59 103) turbo-chargers arranged on the exhaust side of the en-gine.

The turbocharger is provided with:

a) Equipment for water washing of thecompressor side

b) Equipment for dry cleaning of the turbine side

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

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

Scavenge Air Cooler

The engine is fitted with an air cooler divided inelements designed for a seawater cooling system ofa maximum 2.0-2.5 bar working pressure (4 54 130)or central cooling with freshwater designed formaximum 4.5 bar working pressure, option: 4 54132.

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 engineis stopped by dismantling the cooler element.

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

Exhaust Gas System

From the exhaust valves, the gas is led to the exhaustgas receiver where the fluctuating pressure from theindividual cylinders is equalised, and the total volumeof gas led further on to the turbocharger at a constantpressure.

Compensators are fitted between the exhaust valvesand the receiver, and between the receiver and theturbocharger.

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

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

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

Auxiliary Blower

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

1.10


430 100 042 178 60 56

Between the air cooler and the scavenge air receiver,non-return valves are fitted which automatically closewhen the auxiliary blowers supply the air.

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

During operation of the engine, both auxiliary blowerswill start automatically each time the engine load isreduced to about 30-40%, and they will continueoperating until the load again exceeds approximately40-50%.

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

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

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

Piping Arrangements

The engine is delivered with piping arrangements for:

Fuel oil Heating of fuel oil pipes Lubricating and piston cooling oil pipes Cylinder lubricating oil Lubricating of turbocharger Cooling water to scavenge air cooler Jacket and turbocharger cooling water Cleaning of turbocharger Fire extinguishing for scavenge air space Starting air Control air Safety air Oil mist detector Various drain pipes

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

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

Galvanised steel 4 45 130, or Thick-walled, galvanised steel option 4 45 131, or Aluminium brass option 4 45 132, or Copper nickel option 4 45 133.

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

The pipes are provided with sockets for local instru-ments, alarm and safety equipment and, further-more, with a number of sockets for supplementarysignal equipment.

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

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

The fuel oil drain pipe is heated by fresh coolingwater.

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

The engines external pipe connections are inaccordance with DIN and ISO standards:

Sealed, without counterflanges in one end, andwith blank counterflanges and bolts in the otherend of the piping (4 30 201), or

With blank counterflanges and bolts in both endsof the piping, option: 4 30 202, or

With drilled counterflanges and bolts, option:4 30 203.

1.11


430 100 042 178 60 56

A fire extinguishing system for the scavenge air boxwill be provided, based on:

Steam . . . . . . . . . . . . . . . . . . . . . . . . . 4 55 140, orWater mist . . . . . . . . . . . . . . . . option: 4 55 142, orCO2 (excluding bottles) . . . . . . . . . option: 4 55 143

Starting Air Pipes

The starting air system comprises a main startingvalve, a non-return valve, a bursting disc on thebranch pipe to each cylinder, a starting air distribu-tor, and a starting valve on each cylinder. The mainstarting valve is connected with the manoeuvringsystem, which controls the start of the engine. Seealso chapter 6.08.

A slow turning valve with actuator can be orderedas an option: 4 50 140.

The starting air distributor regulates the supply ofcontrol air to the starting valves so that they supplythe engine cylinders with starting air in the correctfiring order.

The starting air distributor has one set of startingcams for Ahead and one set for Astern, as wellas one control valve for each cylinder.

1.12


430 100 042 178 60 56

1.13

Fig.: 1.04 Engine cross section (preliminary)

178 37 69-7.0


430 100 018 178 60 57

2 Engine Layout and Load Diagrams

Introduction

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

Pb = c x pe x n

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

Pb = c x n1 (for constant mep)

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

Pb = c x n3 (propeller law)

Thus, for the above examples, the brake power Pbmay be expressed as a power function of the speedn 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 belinear functions when using logarithmic scales.

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

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

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

Propulsion and Engine Running Points

Propeller curve

The relation between power and propeller speed isgiven for a fixed pitch propeller, and it is as men-tioned above usually described by a third powercurve:

Pb = c x n3 , in which:

Pb = engine power for propulsionn = propeller speedc = constant

Propeller design point

Normally, estimations of the necessary propellerpower and speed are based on theoretical calcula-tions for loaded ship, and often experimental tanktests, both assuming optimum operating conditions,i.e. a clean hull and good weather. The combination

2.01

1780540-3.0

Fig. 2.01b: Power function curves in logarithmic scales

1780540-3.0

Fig. 2.01a: Straight lines in linear scales


402 000 004 178 60 58

of speed and power obtained may be called theships propeller design point (PD), placed on thelight running propeller curve 6. See Fig. 2.02. On theother hand, some shipyards, and/or propeller manu-facturers sometimes use a propeller design point(PD) that incorporates all or part of the so-calledsea margin described below.

Fouled hull, sea margin and heavy propeller

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

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

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

When determining the necessary engine speed con-sidering the influence of a heavy running propellerfor operating at large extra ship resistance, it isrecommended - compared to the clean hull andcalm weather propeller curve 6 - to choose a 2.5 -5.0% heavier propeller curve 2, and the propellercurve for clean hull and calm weather curve 6 will besaid to represent a light running (LR) propeller.

Continuous service rating (S)

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

Besides the sea margin, a so-called engine marginof some 10% is frequently added. The correspond-ing point is called the specified MCR for propul-sion (MP), and refers to the fact that the power forpoint SP is 10% lower than for point MP. Point MPis identical to the engines specified MCR point (M)unless a main engine driven shaft generator is instal-led. In such a case, the extra power demand of theshaft generator must also be considered.

Note:Light/heavy running, fouling and sea margin areoverlapping terms. Light/heavy running of the pro-peller refers to hull and propeller deterioration andheavy weather and, sea margin i.e. extra power tothe propeller, refers to the influence of the wind andthe sea. Based on feedback from service, it seemsreasonable to design the propeller for 2.5-5% lightrunning. However, the degree of light running mustbe decided upon experience from the actual tradeand hull design.

2.02

1780541-5.3

Line 2 Propulsion curve, fouled hull and heavyweather (heavy running)

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

MP Specified MCR for propulsionSP Continuous service rating for propulsionPD Propeller design pointHR Heavy runningLR Light running

Fig. 2.02: Ship propulsion running points and engine layout


402 000 004 178 60 58

Load Diagram

Definitions

The load diagram, Fig. 2.03, defines the power andspeed limits for continuous as well as overloadoperation of an installed engine having an optimis-ing point O and a specified MCR point M thatconfirms the ships specification.

Point A is a 100% speed and power reference pointof the load diagram, and is defined as the point onthe propeller curve (line 1) through the optimisingpoint O, having the specified MCR power. Normally,point M is equal to point A, but in special cases, forexample if a shaft generator is installed, point M maybe placed to the right of point A on line 7.

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

2.03

Constant ship speed lines

The constant ship speed lines , are shown at thevery top of Fig. 2.02, indicating the power requiredat various propeller speeds in order to keep the sameship speed, provided that, for each ship speed, theoptimum propeller diameter is used, taking into con-sideration the total propulsion efficiency.

Engine Layout Diagram

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

Within the layout area there is full freedom to selectthe engines specified MCR point M and relevantoptimising point O, see below, which is optimum forthe ship and the operating profile.

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

Specified maximum continuous rating (M)

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

Optimising point O

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

The optimising point O is placed on line 1 of the loaddiagram, and the optimised power can be from 85 to100% of point Ms power, when turbocharger(s) andengine timing is taken into consideration. When opti-mising between 93.5% and 100% of point Ms power,overload running will still be possible (110% of M).

The optimising point O is to be placed inside thelayout diagram. In fact, the specified MCR point Mcan, in special cases, be placed outside the layoutdiagram, but only by exceeding line L1-L2, and, ofcourse, only provided that the optimising point O islocated inside the layout diagram and provided thatthe MCR power is not higher than the L1 power.


402 000 004 178 60 58

Limits for continuous operation

The continuous service range is limited by four lines:

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

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

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

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

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

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

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

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

Line 7:Represents the maximum power for continuousoperation.

Limits for overload operation

The overload service range is limited as follows:

Line 8:Represents the overload operation limitations.

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

1780542-7.2

A 100% reference pointM Specified MCRO Optimising point

Line 1 Propeller curve though optimising point (i = 3)Line 2 Propeller curve, fouled hull and heavy

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

light running (i = 3)Line 7 Power limit for continuous running (i = 0) Line 8 Overload limitLine 9 Speed limit at sea trialPoint M to be located on line 7 (normally in point A)

Fig. 2.03: Engine load diagram

2.04


402 000 004 178 60 58

Recommendation

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

The area between lines 4 and 1 is available foroperation in shallow waters, heavy weather andduring acceleration, i.e. for non-steady operationwithout any strict time limitation.

After some time in operation, the ships hull andpropeller will be fouled, resulting in heavier runningof the propeller, i.e. the propeller curve will move tothe left from line 6 towards line 2, and extra poweris required for propulsion in order to keep the shipsspeed.

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

Once the specified MCR and the optimising pointhave been chosen, the capacities of the auxiliaryequipment will be adapted to the specified MCR,and the turbocharger etc. will be matched to theoptimised power.

If the specified MCR or the optimising point is to beincreased later on, this may involve a change of thepump and cooler capacities, retiming of the engine,change of the fuel valve nozzles, adjusting of thecylinder liner cooling, as well as rematching of theturbocharger or even a change to a larger size ofturbocharger. In some cases it can also requirelarger dimensions of the piping systems.

It is therefore of utmost importance to consider,already at the project stage, if the specificationshould be prepared for a later power increase. Thisis to be indicated in item 4 02 010 of the Extent ofDelivery.

2.05


402 000 004 178 60 58

Examples of the use of the Load Diagram

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

Example 1:Normal running conditions Engine coupled tofixed pitch propeller (FPP) and without shaftgenerator

Normally, the optimising point O and its propellercurve 1 will be selected on the engine service curve2 (for fouled hull and heavy weather), as shown inFig. 2.04a. Point A is then found at the intersectionbetween propeller curve 1 (2) and the constant powercurve through M, line 7. In this case point A will beequal 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 thediesel engine may be found by using the inclinationsfrom the construction lines and the %-figures stated.

2.06

1780544-0.5

M Specified MCR of engineS Continuous service rating of engineO Optimising point of engineA Reference point of load diagramMP Specified MCR for propulsionSP Continuous service rating of propulsion

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

1780544-0.5

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O)

is equal to line 2Line 7 Constant power line through specified MCR (M)Point A Intersection between line 1 and 7

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


402 000 004 178 60 58

1780546-4.5

M = O Specified MCR of engineS Continuous service rating of engineO Optimising point of engineA Reference point of load diagramMP Specified MCR for propulsionSP Continuous service rating for propulsion

Fig. 2.05a: Example 2. Layout diagram for special runningconditions, engine with FPP, without shaft generator

1780546-4.5

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O)

is placed to the left of line 2Line 7 Constant power line through specified MCR

(M)Point A Intersection between lines 1 and 7

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

2.07

Example 2:Special running conditions Engine coupled tofixed pitch propeller (FPP) and without shaftgenerator


402 000 004 178 60 58

1780548-8.5

M = O Specified MCR of engineS Continuous service rating of engineO Optimising point of engineA = O Reference point of load diagramMP Specified MCR for propulsionSP Continuous service rating for propulsionSG Shaft generator power

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

1780548-8.5

Point A of load diagram is found: Line 1 Propeller curve through optimising point (O)Line 7 Constant power line through specified

MCR (M)Point A Intersection between line 1 and 7

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

In this example a shaft generator (SG) is installed, andtherefore the service power of the engine also has toincorporate the extra shaft power required for theshaft generators electrical power production.

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

The optimising point O = A will normally be chosenon this curve as shown, but can, by an approxima-tion, be located on curve 1, through point M.

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

2.08

Example 3:Normal running conditions Engine coupled tofixed pitch propeller (FPP) and with shaftgenerator


402 000 004 178 60 58

1780635-1.5

M Specified MCR of engineS Continuous service rating of engineO Optimising point of engineA Reference point of load diagramMP Specified MCR for propulsion SP Continuous service rating for propulsionSG Shaft generator

Fig. 2.07a: Example 4. Layout diagram for special runningconditions, engine with FPP, with shaft generator

1780635-1.5

Point A and M are found:

Line 1 Propeller curve through optimising point (O)

Point A Intersection between line 1 and L1- L3

Point M Located on constant power line 7 throughpoint A

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

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

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

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

In choosing the latter solution, the required specifiedMCR power can be reduced from point M to point

M as shown in Fig. 2.07a. Therefore, when runningin the upper propulsion power range, a diesel gen-erator has to take over all or part of the electricalpower production.

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

In the example, the optimising point O = A has beenchosen equal to point S, and line 1 may be found.

Point A, having the highest possible power, is thenfound at the intersection of line L1-L3 with line 1,see Fig. 2.07a, and the corresponding load diag-ram is drawn in Fig. 2.07b. Point M is found on line7 at MPs speed.

2.09

Example 4:Special running conditions Engine coupled tofixed pitch propeller (FPP) and with shaftgenerator


402 000 004 178 60 58

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

When a controllable pitch propeller (CPP)-propeller isinstalled, the relevant combinator curves of the pro-peller may also be a combination of constant enginespeeds and/or propeller curves, and it is not possibleto distinguish between running points for light andheavy running conditions.

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

point M may be used as point A

of the load diagram, which may then be drawn. Theoptimising point O may be chosen on the propellercurve through point A = M having an optimisedpower from 85 to 100% of the specified MCR poweras mentioned before in the section dealing withoptimising point O.

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

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

The next, example 6 will in more detail describe howto run at contant speed with a CP propeller.

1780636-3.3

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 without shaft generator

2.10


402 000 004 178 60 58

Example 6: Running at constant speed with CPP

Fig. 2.09a Constant speed curve through M, nor-mal and correct location of the optimising point O

Irrespective of whether the engine is operating on apropeller curve or on a constant speed curvethrough M, the optimising point O must be locatedon the propeller curve through the specified MCRpoint M or, in special cases, to the left of point M.

The reason is that the propeller curve 1 through theoptimising point O is the layout curve of the engine,and the intersection between curve 1 and the maxi-mum power line 7 through point M is equal to 100%power and 100% speed, point A of the load diagram- in this case A=M.

In Fig. 2.09a the optimising point O has been placedcorrectly, and the step-up gear and the shaft gen-erator, if installed, may be synchronised on theconstant speed curve through M.

Fig. 2.09b: Constant speed curve through M,wrong position of optimising point O

However, if the engine has been service-optimisedin point O on a constant speed curve through pointM, then the specified MCR point M would be placedoutside the load diagram, and this is not per-missible.

Fig. 2.09c: Alternative constant speed runningcurve, lower than speed M

In this case it is assumed that a shaft generator, ifinstalled, is synchronised at low constant main en-gine speed (for example with speed equal to O orlower) at which improved CP propeller efficiency isobtained for part load running.

In this layout example where an improved CP pro-peller efficiency is obtained during extendedperiods of part load running, the step-up gear andthe shaft generator have to be designed for thecorresponding low constant engine speed.

1781969-9.0

Fig. 2.09 a

Constant speed servicecurve through M

Constant speed servicecurve through M

Fig. 2.09 b

Logarithmic scales

M: Specified MCRO: Optimised pointA: 100% power and speed of load diagram (normally A=M)

Fig. 2.09: Running at constant speed with CPP

2.11

Fig. 2.09 c

Constant speed servicecurve with a speed lowerthan M


402 000 004 178 60 58

2.12

178 06 37-5.1

Fig. 2.10: Diagram for actual project

Fig. 2.10 contains a layout diagram that can be used for con-struction of the load diagram for an acutal project, using the%-figures stated and the inclinations of the lines.


402 000 004 178 60 58

Specific Fuel Oil Consumption

The calculation of the expected specific fuel oil con-sumption (SFOC) can be carried out by means of Fig.2.11 for fixed pitch propeller and 2.12 for controllablepitch propeller, constant speed. Throughout the wholeload area the SFOC of the engine depends on wherethe optimising point O is chosen.

SFOC at reference conditions

The SFOC is based on the reference ambient con-ditions 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 valueof 10,200 kcal/kg (42,700 kJ/kg).

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

Parameter Condition changeSFOCChange

Scav. air coolant temperature per 10 C rise + 0.60%

Blower inlettemperature per 10 C rise + 0.20%

Blower inletpressure per 10 mbar rise - 0.02%

Fuel oil lowercalorific value rise 1% (42,700 kJ/kg) -1.00%

With for instance 1 C increase of the scavenge aircoolant temperature, a corresponding 1 C increase ofthe scavenge air temperature will occur.

SFOC guarantee

The SFOC guarantee refers to the above ISO refe-rence conditions and lower calorific value, and isguaranteed for the power-speed combination inwhich the engine is optimised (O).

The SFOC guarantee is given with a margin of 3%.

The SFOC guarantee will have a margin of 5% ifthe engine is guaranteed to comply with the IMONOx limitations.

2.13

Examples of graphic calculation ofSFOC

Diagram 1 in figs. 2.12 and 2.13 valid for fixed pitchpropeller and constant speed, respectively shows thein SFOC, relative to the SFOC at nominal rated MCR L1.

The solid lines are valid for engines with high effi-ciency or conventional turbochargers at 100, 80 and50% of the optimised power, but with a differentSFOC reference value at nominal MCR.

The optimising point O is drawn into the above-mentioned Diagram 1. A straight line along the con-stant mep curves (parallel to L1-L3) is drawn throughthe optimising point O. The line intersections of thesolid lines and the oblique lines indicate the reduc-tion in specific fuel oil consumption at 100%, 80%and 50% of the optimised power, related to theSFOC stated for the nominal MCR (L1) rating at theactually available engine version.


402 000 004 178 60 58

Emission Control

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

All MC engines can be delivered so as to comply withthe IMO speed dependent NOx limit, measured accord-ing to ISO 8178 Test Cycles E2/E3 for Heavy Duty DieselEngines.

The primary method of NOx control, i.e. engine adjust-ment and component modification to affect the enginecombustion process directly, enables reductions of upto 30% to be achieved.

The Specific Fuel Oil Consumption (SFOC) and theNOx are interrelated parameters, and an engine offeredwith a guaranteed SFOC and also guaranteed to com-ply with the IMO NOx limitation will be subject to a 5%fuel consumption tolerance.

30-50% NOx reduction

Water emulsification of the heavy fuel oil is a wellproven primary method. The type of homogenizer iseither ultrasonic or mechanical, using water from thefreshwater generator and the water mist catcher.The pressure of the homogenised fuel has to beincreased to prevent the formation of the steam andcavition. It may be necessary to modify some of theengine components such as the fuel pumps, cam-shaft, and the engine control system.

Up to 95-98% NOx reduction

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

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

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

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

More detailed information can be found in our publica-tions:

P. 331 Emissions Control, Two-stroke Low-speed Engines.P. 333 How to deal with Emission Control.

2.14


402 000 004 178 60 58

178 15 92-3.0

178 11 68-5.0

2.15

Fig. 2.11: SFOC for engine with fixed pitch propeller

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

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

Speed: 100% (L1) 76 r/min Speed: 100% of (O) r/min

Nominal SFOC: 123 g/BHPh SFOC found: g/BHPh


402 000 004 178 60 58

178 15 91-1.0

178 11 68-5.0

2.16

Fig. 2.12: SFOC for engine with constant speed

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

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

Speed: 100% (L1) 76 r/min Speed: 100% of (O) r/min

Nominal SFOC: 123 g/BHPh SFOC found: g/BHPh


402 000 004 178 60 58

178 34 62-8.0

178 15 88-8.0

2.17

Fig. 2.13: Example of SFOC for 6S80MC-C with fixed pitch propeller

O1: Optimised in MO2: Optimised at 85% of power in MPoint 3: is 80% of O2 = 0.80 x 0.85 of M = 68% MPoint 4: is 50% of O2 = 0.50 x 0.85 of M = 42.5% M

Data at nominal MCR (L1): 6S80MC-C Data of optimising point (O) O1 O2

Power: 100% (L1) 31,680 BHP Power: 100% of (O) 26,295 BHP 22,335 BHP

Speed: 100% (L1) 76 r/min Speed: 100% of (O) 68.4 r/min 64.6 r/min

Nominal SFOC: 123 g/BHPh SFOC found: 121.1 g/BHPh 118.7 g/BHPh


402 000 004 178 60 58

Fuel Consumption at an Arbitrary Load

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

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

Then the SFOC for point S1 can be calculated as aninterpolation between the SFOC in points 1" and2", and for point S3 as an extrapolation.

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

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

1781474-9.0

Fig. 2.14: SFOC at an arbitrary load

2.18


402 000 004 178 60 58

3. Turbocharger Choice

Turbocharger Makes

The MC engines are designed for the application ofthe following makes of turbochargers:

MAN B&WAsea Brown Boveri, Ltd. (ABB)Mitsubishi Heavy Industries, Ltd. (MHI)

The engine is equipped with two or three turbo-chargers located on the exhaust side.

Turbocharger types

The relevant type designations of the turbochargersapplied on these engines are:

For other layout points than L1, the number or sizeof turbochargers may be different, depending on thepoint at which the engine is to be optimised.

Figs. 3.02, 3.03 and 3.04 show the approximatelimits for application of the MAN B&W, the ABB, andthe Mitsubishi turbochargers.

Cleaning of turbochargers

In order to clean the turbine blades and the nozzlering assembly during operation, the exhaust gasinlet to the turbocharger is provided with a dry softblast cleaning system using nut shells (4 59 205)and, on MAN B&W and ABB turbochargers also,with water washing (4 59 210).

3.01

Cyl. MAN B&W ABB MHI ABB

6 2 x NA70T9 2 x VTR714D 2 x MET83SE 2 x TPL80



Fig. 3.01: Turbocharger types

178 37 11-9.0


459 100 250 178 60 59

178 37 13-4.1

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

3.02


459 100 250 178 60 59

3.03

178 37 18-3.1

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


459 100 250 178 60 59

178 37 15-8.1

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

3.04


459 100 250 178 60 59

178 37 20-5.2

3.05

Fig. 3.04: Choice of turbochargers, make Mitsubishi, type MHI


459 100 250 178 60 59

Cut-Off or By-Pass of Exhaust Gas

The exhaust gas can be cut-off or by-passed theturbochargers using either of the following four sys-tems.

Turbocharger cut-out systemOption: 4 60 110

This system, Fig. 3.05, can be profitably introducedon engines with two or more turbochargers if theengine is to operate for long periods at low loads ofabout 50% of the optimised power or below.

The advantages are:

Reduced SFOC if two or three turbochargers arecut-out

Reduced heat load on essential engine compo-nents, due to increased scavenge air pressure.This results in less maintenance and lower spareparts requirements

The increased scavenge air pressure permits run-ning without auxiliary blowers down to 20-30% ofspecified MCR, instead of 30-40%, thus savingelectrical power.

The saving in SFOC at 50% of optimised power isabout 1-2 g/BHPh, while larger savings in SFOC areobtainable at lower loads.

Total by-pass for emergency runningOption: 4 60 119

By-passing the turbocharger(s) of the total amountof exhaust gas, Fig. 3.06, is only used for emergencyrunning in case of turbocharger failure.

This enables the engine to run at a higher load thanwith a locked rotor under emergency conditions.The exhaust gas receiver will in this case be fittedwith a by-pass flange of the same diameter as theinlet pipe to the turbocharger. The emergency pipeis the yards delivery.

178 06 93-6.0

Fig. 3.05: Position of turbocharger cut-out valves

3.06

178 06 72-1.1

Fig. 3.06: Total by-pass of exhaust gas for emergency


459 100 250 178 60 59

4 Electricity Production

Introduction

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

Auxiliary diesel generating sets

Main engine driven generators

Steam driven turbogenerators

Emergency diesel generating sets.

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

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

The possibility of using a turbogenerator driven bythe steam produced by an exhaust gas boiler canbe evaluated based on the exhaust gas data.

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 anduse of heavy fuel oil. Several standardised PTOsystems are available, see Fig. 4.01 and the desig-nations on Fig. 4.02:

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

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

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

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

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

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

BW II:A free-standing gear mounted on the tank top andconnected to the fore end of the diesel engine,with a vertical or horizontal generator.

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

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

The most popular of the gear based alternatives isthe type designated BWIII/RCF, as it requires noseparate seating in the ship and only little attentionfrom the shipyard with respect to alignment.

4.01


485 600 100 178 60 60

PTO

/RC

FP

TO/C

FEP

TO/G

CR

4.02

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

1a 1b BW I/RCFOn engine

(verticalgenerator)

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

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

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

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

178 19 66-3.1

Fig. 4.01: Types of PTO


485 600 100 178 60 60

Fig. 4.02: Designation of PTO

178 36 74-9.1

4.03

Power take off: PTO

BW III S80-C/RCF 1100-60

50: 50 Hz60: 60 Hz

kW on generator terminals

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

Engine type on which it is applied

Layout of PTO: See Fig. 4.01

Make: MAN B&W


485 600 100 178 60 60

PTO/RCF

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

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

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

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

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

178 00 45-5.1

4.04

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


485 600 100 178 60 60

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

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

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

The input power to the gear is divided into two paths one mechanical and the other hydrostatic andthe epicyclic differential combines the power of thetwo paths and transmits the combined power to theoutput shaft, connected to the generator. The gear isequipped with a hydrostatic motor driven by a pump,and controlled by an electronic control unit. This keepsthe generator speed constant during single running aswell as when running in parallel with other generators.

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

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

Internal control circuits and interlocking functionsbetween the epicyclic gear and the electronic con-trol box provide automatic control of the functionsnecessary for the satisfactory operation and protec-tion of the BWIII/RCF unit. If any monitored valueexceeds the normal operation limits, a warning oran alarm is given depending upon the origin, se-

verity and the extent of deviation from the per-missible values. The cause of a warning or an alarmis shown on a digital display.

Extent of delivery for BWIII/RCF units

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

These standard sizes have been chosen to cover therequirements most often seen in the market, butthey are not an expression of the maximum sizesthat can be fitted.

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

If a main engine speed other than the nominal isrequired as a basis for the PTO operation, this mustbe taken into consideration when determining theratio of the crankshaft gear. However, this has noinfluence on the space required for the gears andthe generator.

4.05

Standard sizes of the cranshaft gears and the RCFunits are designed for 700, 1200, 1800 or 2600 kw,while the generator sizes of make A. van Kaick are:

Type

DSG

440V1800kVA

60Hzr/minkW

380V1500kVA

50Hzr/minkW

62 M2-462 L1-462 L2-474 M1-474 M2-474 L1-474 L2-486 K1-486 M1-486 L2-499 K1-4

707 855105612711432165119241942234527923222

566 684 84510171146132115391554187522342578

627 761 94011371280146817091844214825422989

501 609 752 9091024117413681475171820332391

178 34 89-3.0


485 600 100 178 60 60

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

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 operatorcontrol panel in the switch-board.

4. An external permanent lubricating oil filling-up con-nection can be established in connection with theRCF unit. The system is shown in Fig. 4.07 Lubri-cating oil system for RCF gear. The dosage tankand the pertaining piping are to be delivered by theyard. The size of the dosage tank is stated in thetable for RCF gear in Necessary capacities forPTO/RCF (Fig. 4.06).

The necessary preparations to be made on theengine are specified in Figs. 4.05a and 4.05b.

Additional capacities required for BWIII/RCF

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

4.06


485 600 100 178 60 60

178 36 29-6.0

4.07

kW generator - 60 Hz frequency

700 kW 1200 kW 1800 kW 2600 kW

A 3396 3396 3536 3536

B 747 747 747 747

C 4056 4056 4336 4336

D 4450 4450 4730 4730

F 1797 1917 2037 2147

G 2797 2797 3197 3197

H 1801 2303 2638 3968

S 390 480 520 660

System mass (kg) with generator:

31750 36500 49600 66550

System mass (kg) without generator:

29750 33850 45300 61350

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

Dimension H: This is only valid for A. van Kaick generator type DSG, enclosure IP23,frequency = 60 Hz, speed = 1800 r/min

178 36 75-0.0

Fig. 4.04: Space requirement for side mounted generator PTO/RCF type BWlll S80-C/RCF


485 600 100 178 60 60

178 14 12-7.1

4.08

Fig. 4.05a: Engine preparations for PTO


485 600 100 178 60 60

4.09

Pos. 1 Special face on bedplate and frame boxPos. 2 Ribs and brackets for supporting the face and machined blocks for alignment of gear or stator

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

bedplatePos. 4 Rubber gasket placed on frame box part of facePos. 5 Shim placed on frame box part of face to ensure, that it is flush with the face of the bedplatePos. 6 Distance tubes and long boltsPos. 7 Threaded hole size, number and size of spring pins and bolts to be made in agreement with PTO

makerPos. 8 Flange of crankshaft, normally the standard execution can be usedPos. 9 Studs and nuts for crankshaft flangePos. 10 Free flange end at lubricating oil inlet pipe (incl. blank flange)Pos. 11 Oil outlet flange welded to bedplate (incl. blank flange)Pos. 12 Face for bracketsPos. 13 BracketsPos. 14 Studs for mounting the bracketsPos. 15 Studs, nuts, and shims for mounting of RCF-/generator unit on the bracketsPos. 16 Shims, studs and nuts for connection between crankshaft gear and RCF-/generator unitPos. 17 Engine cover with connecting bolts to bedplate/frame box to be used for shop test without PTOPos. 18 Intermediate shaft between crankshaft and PTOPos. 19 Oil sealing for intermediate shaftPos. 20 Engine cover with hole for intermediate shaft and connecting bolts to bedplate/frame boxPos. 21 Plug box for electronic measuring instrument for check of condition of axial vibration damper

Pos. no: 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21BWIII/RCF A A A A B A B A A A A A B B A ABWIII/GCR, BWIII/CFE A A A A B A B A A A A A B B A ABWII/RCF A A A A A ABWII/GCR, BWII/CFE A A A A A ABWI/RCF A A A A B A B A ABWI/GCR, BWI/CFE A A A A B A B A A A ADMG/CFE A A A B C A B A A

A: Preparations to be carried out by engine builderB: Parts supplied by PTO-makerC: See text of pos. no.

178 33 84-9.0

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


485 600 100 178 60 60

4.10

Crankshaft gear lubricated from the main engine lubricating oil system The figures are to be added to the main engine capacity list:

Nominal output of generator kW 700 1200 1800 2600

Lubricating oil flow m3/h 4.1 4.1 4.9 6.2

Heat dissipation kW 12.1 20.8 31.1 45.0

RCF gear with separate lubricating oil system:

Nominal output of generator kW 700 1200 1800 2600

Cooling water quantity m3/h 14.1 22.1 30.0 39.0

Heat dissipation kW 55 92 134 180

El. power for oil pump kW 11.0 15.0 18.0 21.0

Dosage tank capacity m3 0.40 0.51 0.69 0.95

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

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

Cooling water inlet temperature: 36 CPressure drop across cooler: approximately 0.5 barFill pipe for lub. oil system store tank (~32)Drain pipe to lub. oil system drain tank (~40)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

178 33 85-0.0


485 600 100 178 60 60

178 06 47-1.0

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


485 600 100 178 60 60

DMG/CFE GeneratorsOption: 4 85 259

Fig. 4.01 alternative 5, shows the DMG/CFE (DirectMounted Generator/Constant Frequency Electrical)which is a low speed generator with its rotor mount-ed directly on the crankshaft and its stator bolted onto the frame box as shown in Figs. 4.08 and 4.09.

The DMG/CFE is separated from the crankcase bya plate, and a labyrinth stuffing box.

The DMG/CFE system has been developed in co-operation with the German generator manufacturersSiemens and AEG, but similar types of generatorscan be supplied by others, e.g. Fuji, Nishishiba andShinko in Japan.

For generators in the normal output range, the massof the rotor can normally be carried by the foremostmain bearing without exceeding the permissiblebearing load (see Fig. 4.09), but this must be checkedby the engine manufacturer in each case.

If the permissible load on the foremost main bearingis exceeded, e.g. because a tuning wheel is needed,this does not preclude the use of a DMG/CFE.

178 06 73-3.1

Fig. 4.08: Standard engine, with direct mounted generator (DMG/CFE)

4.12


485 600 100 178 60 60

178 06 63-7.0

178 56 55-3.1

Fig. 4.10: Diagram of DMG/CFE with static converter

Fig. 4.09: Standard engine, with direct mounted generator and tuning wheel

4.13


485 600 100 178 60 60

In such a case, the problem is solved by installing asmall, elastically supported bearing in front of thestator housing, as shown in Fig. 4.09.

As the DMG type is directly connected to the crank-shaft, it has a very low rotational speed and, conse-quently, the electric output current has a low frequency normally in order of 15 Hz.

Therefore, it is necessary to use a static frequencyconverter between the DMG and the main switch-board. The DMG/CFE is, as standard, laid out foroperation with full output between 100% and 70%and with reduced output between 70% and 50% ofthe engine speed at specified MCR.

Static converter

The static converter (see Fig. 4.10) consists of astatic part, i.e. thyristors and control equipment, anda rotary electric machine.

The DMG produces a three-phase alternating cur-rent with a low frequency, which varies in accord-ance with the main engine speed. This alternatingcurrent is rectified and led to a thyristor inverterproducing a three-phase alternating current withconstant frequency.

Since the frequency converter system uses a DCintermediate link, no reactive power can be supplied

to the electric mains. To supply this reactive power,a synchronous condenser is used. The synchronouscondenser consists of an ordinary synchronousgenerator coupled to the electric mains.

Extent of delivery for DMG/CFE units

The delivery extent is a generator fully built-on to themain engine inclusive of the synchronous conden-ser unit, and the static converter cubicles which areto be installed in the engine room.

The DMG/CFE can, with a small modification, beoperated both as a generator and as a motor (PTI).

Yard deliveries are:

1. Installation, i.e. seating in the ship for the syn-chronous condenser unit, and for the static con-verter cubicles

2. Cooling water pipes to the generator if watercooling is applied

3. Cabling

The necessary preparations to be made on theengine are specified in Figs. 4.05a and 4.05b.

4.14


485 600 100 178 60 60


485 600 100 178 60 60

4.15

* 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. 4.11a Power and outline of L16/24

L16/24 GenSet Data

178 33 87-4.1

** Dry massEngine/frame

t

6.5

7.6

8.2

8.6

9.4

9.4

***

Alternatort

8.4

9.7

10.6

11.3

12.1

12.1

Cyl. No

5 (1200 r/min)

6 (1000/1200 r/min)

7 (1000/1200 r/min)

8 (1000/1200 r/min)

9 (1000 r/min)

9 (1200 r/min)

Amm

2745

3020

3295

3570

3845

3845

Bmm

1399

1489

1584

1679

1679

1679

* Cmm

4145

4509

4880

5250

5525

5525

Dmm

1365

1365

1405

1405

1405

1505

Emm

810

810

810

810

810

810

Fmm

2175

2175

2215

2215

2215

2315

Gmm

1000

1000

1000

1000

1000

1000

Hmm

738

738

843

843

843

903

Bore: 160 mm Stroke: 240 mm

Power lay-out

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

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

5L16/24 500 475

6L16/24 600 570 540 515

7L16/24 700 665 630 600

8L16/24 800 760 720 680

9L16/24 900 855 810 770

485 600 100 178 60 60


4.16

Max. continuous rating at Cyl. 5 (1200 r/min) 6 7 8 91000/1200 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 28/33EXTERNAL 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 0.73/0.81COOLING 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. 4.11b List of capacities for L16/24

4.16

L16/24 GenSet Data

178 33 88-6.0


485 600 100 178 60 60

4.17

L1*

mm

3925

3885

4505

4445

4745

4745

5225

5180

L2

mm

1070

1070

1070

1070

1070

1070

1070

1070

L3

mm

3350

3350

3720

3720

4090

4090

4460

4460

L4*

mm

2155

2135

2385

2325

2270

2270

2380

2355

L5****

mm

2340

2340

2710

2710

3080

3080

3450

3450

B1*

mm

1380

1380

1380

1380

1600

1600

1600

1600

H1

mm

1583

1583

1583

2015

2015

2015

2015

2015

Drymass**

t

12.2

12.2

12.9

12.9

14.3

14.3

15.8

15.8

Dry massGenset***

t

16.8

16.8

18.7

18.7

19.2

19.2

23.7

23.7

Cyl. no.

5

5 (900 r/min)

6

6 (900 r/min)

7

7 (900 r/min)

8

8 (900 r/min)

Bore: 225 mm Stroke: 300 mm

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

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

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

* According toISO 3046/conditionswithout pumps.

L23/30H GenSet Data

Fig. 4.12b 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

s80mcc

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